A Right to Mobility

Ahmad Rafay AlamSaleem, Alam & Co.

Director, Urban Unit & LWMCMember, PHA & PEPC

A city that is good for children, the elderly, the handicapped, the poor, is good for everyone else.

Enrique Penalosa

Hitting the Urbanization “Sweet Spot”

“Opportunities in an Urbanizing World” – Credit Suisse (2012):• Per capita GDP generally superior in urban areas;• Emerging economies exhibit superior urban vs. rural per

capital GDP growth rates;• Rapid urbanization associated with swift economic expansion;

and• There is an urbanization sweet spot (30-50% population

urbanization range) accompanied by peak per capital GDP growth

Right to the City – David Harvey

“The question of what kind of city we want cannot be divorced from that of what kind of social ties, relationship to nature, lifestyles, technologies and aesthetic values we desire. The right to the city is far more than the individual liberty to access urban resources: it is a right to change ourselves by changing the city. It is, moreover, a common rather than an individual right since this transformation inevitably depends upon the exercise of a collective power to reshape the processes of urbanization. The freedom to make and remake our cities and ourselves is, I want to argue, one of the most precious yet most neglected of our human rights.”

Vehicle Ownership

6

0

20000

40000

60000

80000

100000

120000

140000

- 200

0- 4

000

- 600

0- 8

000

- 100

00

- 125

00

- 150

00

- 175

00

- 200

00

- 250

00

- 300

00

- 400

00

- 500

00

more 5

0,00

None

Bicycle

MC

Car/ Van

Others

・ Car ownership is highest in Cantonment (more than double the study area) at about 40%・ Gulberg and Iqbal towns have car ownership close to 30%

・ There are about 350,000 cars in the study area

Income Distribution by Vehicle Ownership・ Motorcycle ownership is dominant in the inner city towns and also in the rural areas

・ There are about 850,000 motorcycles in the study area

・ Household income has a strong relationship with household vehicle ownership

・ Car is owned more as income level goes up

・ Motorcycle seems to be suitable for middle- to high-income households with a monthly income of PKR 20 to 50 thousand

Modal Shares

Female Male Total

Trips (000) % Trips (000) % Trips (000) %

Walking 1,270 53.9 2,548 35.2 3,818 39.9

Bicycle 19 0.8 470 6.5 489 5.1

MC (Driver) - - 1,639 25.5 1,729 18.0

MC (Passenger) 182 7.7 241 3.3 423 4.4

Rickshaw, etc. 258 11.0 474 6.6 732 7.6

Car 188 8.0 615 8.5 803 8.4

Bus, wagon, etc. 224 9.5 973 13.5 1,197 12.5

Others 163 6.9 231 3.2 394 4.1

Total 2,356 100.0 7,229 100.0 9,585 100.0

7

Modal Shares by Gender, 2010

- Walk shares about 40%, motorcycle 22% (driver + passenger), public transport 20% (bus, wagon, rickshaw, etc.) and car 8%

- Female largely depends on walking and uses rickshaw relatively frequently

- Male uses motorcycles more than female

Population Distribution

8

- Population is mostly concentrated around the old city area in a concentric fashion- Linear developments along major arterial roads- The population around the city centre accounts for over 66% population in approximately 10% of the study area- Population density in Lahore is still considerably lower than similar cities in Asia - Age groups 15-19 and 20-24 form the peak for both male and female

Historical Urbanization Trends

(800) (600) (400) (200) 0 200 400 600 800 1,000

0- 4

5- 9

10- 14

15- 19

20- 24

25- 29

30- 34

35- 39

40- 44

45- 49

50- 54

55- 59

60- 64

65- 69

70- 74

75+

Male

Female

Age Structure of Lahore Population, 2010

Person TripsNo. Mode No. of Trips (000) %

1 Walking 3839 39.9

2 Bicycle 491 5.1

3 M/C Driver 1735 18.0

4 M/C Pax 425 4.4

5 Car Driver 535 5.6

6 Car Pax 267 2.8

7 Wagon 401 4.2

8 Mazda 103 1.1

9 Public Bus 698 7.2

10 Rickshaw 420 4.4

11 Qinggi 318 3.3

12 Taxi 3 0.0

13 Tourist Bus 4 0.0

14 Company Bus 82 0.8

15 School Bus 261 2.7

16 Truck 6 0.1

17 Train 5 0.1

18 Air 1 0.0

19 Others 38 0.4

Total 9631 100.0

9

Male Female Total

Including walking

1.32 0.53 0.97

Excluding walking

0.86 0.24 0.58

Number of Person Trips in the Study Area by Mode, 2010

Trip Rate, 2010

-In the study area, about 9.6 million trips are made a day

-However, about 3.8 million trips or 40% of the total trips are of short-distance walking

- Excluding walking, about 5.8 million trips are made on a usual weekday

-On average, the residents in Lahore make 0.97 trips a day including walking or 0.58 trips a day excluding walking

-This is very low at almost less-than-half level compared to mega-cities in Asia such as Manila, Ho Chi Minh and Jakarta

Fundamental Right to Mobility

Article 15 of the Constitution: Freedom of movement

Every citizen shall have the right to remain in, and, subject to any reasonable restrictions imposed by law in the public interest, enter and move freely throughout Pakistan and to reside and settle in an part thereof.

About choices:- Walking- Cycling- Motorcycle- Rickshaw- Taxi- Bus- Motor car- Escalator- Elevator

Protecting the FR of Mobility means ensuring these options are always available.Anything that unreasonably restricts our choices should be seen as an impingement of the FR of Mobility.

Women and Transport

Safer Transport for Women Initiative

Do Pakistani cities provide such opportunities?

Axiom of Pakistani Urbanism:

A street cricket match is evidence of dense social infrastructure. That is being ignored!!!

People v.s Cars

Before

After

Before Symbol: Pedestrians are important

A quality city can provide much joy… and ALSO economic growth.

Quality of urban life is the most important competitive factor for the next 100 years at least.

Thank You – Be Green