Critical analysis of National Mission on Sustainable Habitat

Manisha Balani, Niji Natraj, Ganga Dileep. C, Mrigank Vats

The National Mission on Sustainable Habitat, approved by Prime Minister Manmohan Singh, is one of eight missions under the National Action Plan for Climate Change that aims to make cities sustainable through improving energy

efficiency in buildings, managing solid waste and shifting to public transport

What is sustainable habitat?

Sustainable habitat would mean achieving a balance between the economic and social development of human habitats together with the protection of the environment, equity in employment, shelter, basic services, social infrastructure and transportation.

The present day consensus reflect three foundational aspirations.

• First that human beings should be able to enjoy a decent quality of life;

• second, that humanity should become capable of respecting the finiteness of the biosphere; and

• third, that neither the aspiration for the good life, nor the recognition of biophysical limits should preclude the search for greater justice in the world.

Urban TransportIn 2004, transport energy use amounted to 26 per cent of world energy use the transport sector was responsible for about 23 per cent of the GHG emissions (International Energy Agency, (IEA) 2006).

Each gallon of gasoline when burnt, pumps 28 pounds of CO2 in 1994, the transport sector was responsible for 12 per cent of the country’s total energy related CO2emissions (i.e. 679.47 million tonnes of CO2).

Integrated Energy Policy (IEP,) 2006 states that no economic substitutes are obvious for the transport sector at least till 2031-32.Therefore, energy effi ciency of vehicles, use of mass transport, pedestrianisation, cycling and transport demand management measures have to get high priority

So…?

• Public transport• Non-motorized vehicles

(zero energy)

It covers the following aspects

• extension of the energy conservation building code — which addresses the design of new and large commercial buildings to optimize their energy demands;

• better urban planning • modal shift to public transport — making long-term transport plans

to facilitate the growth of medium and small cities in a way that ensures efficient and convenient public transport;

• and recycling of material and urban waste management — a special area of focus will be the development of technology for producing power from waste. The mission will include a major R&D programme that focuses on bio-chemical conversion, wastewater use, sewage utilization and recycling options, wherever possible.

• the growth of registered motor vehicles is increasing at four times the rate of growth of population in the six major Indian Metropolitan cities viz. Delhi, Ahmedabad, Bangalore, Hyderabad, Mumbai and Chennai.

• The share of public transport has declined from 69 per cent to 38 per cent in cities with a population of more than four million, from 1994 to 2007.

• the total fuel consumption of on road vehicles in India under the Business-As-Usual (BAU) scenario in 2035 will be over six times than that in 2005.

Cities with a high share of public and non-motorized transport need up to ten times less energy per person for passenger transport than cities where urban transport is mainly based on individual motorization. Another study carried out by ADB shows that on a per passenger basis, a car uses six times more energy than a bus. IEA estimates that there can be a 100 per cent difference in oil use, carbon dioxide emissions in a future scenario that is dominated by travel in high quality bus systems as compared to one that is dominated by private vehicles in Delhi.

However, a rapid growth in motorization in most cities is causing the relative share of buses to decline. This is because of the following major factors:

• Poor quality of public transport service; although it is low cost, it is often overcrowded, dirty, unreliable and highly polluting and has important personal security and safety issues.

• Poor access to bus services and service quality.• Poor image of bus and public transport.• Improper planning and provisioning of infrastructure facilities.• Improper route planning, issue of permits without any survey or scientific data.• Lack of passenger information systems, institutional and regulatory hurdles.• Lack of uniformity regarding the institutional arrangements for providing public

transport services.

Why is Public transport not used by the majority….?

National Urban Transport Policy (NUTP)

• Promoting investments in public transport in Indian cities as well as measures that make its use more attractive than in the past (MoUD 2006).

• Towards this end, the policy states that the central government would encourage all state capitals as well as other cities with a population of more than one million to start planning for high capacity public transport systems, and

• Promote shift from personal modes of transportation to public modes of transportation.

Broadly speaking strategies for reducing GHG emissions in the transport sector could include the following:

a) Greater Use of Non-Motorized Modei) Investing in a segregated right of way for bicycles and pedestrians; (ii) Converting crowded areas like marketplaces into no-vehicle zones; (iii) Improving bicycle technology; (iv) Providing safer parking facilities for bicycles in workplaces;(v) Launching a public cycle Programme on PPP; (vi) Organizing cycle rickshaws through PPP and finally, (vii) promoting cycling and walking as healthy activities

b) Improving Access and Reducing Passenger and Freight-Kilometres c) Emphasis on Railways for Passenger and Freight Transpord) Tough Fuel Economy Standardse) Alternate Fuels f) Battery Operated Vehicles (BOV) and Hybrid Vehicles (HV) g) Use of Hydrogen

h) Compressed Natural Gas i) Bio-Fuels

Strategies and methodologies for mitigations

• Strengthening of Public Transport System through a Combination of Promotional, Regulatory and Fiscal Measures

• Reducing the Fuel Consumed per Passenger Travel through Modal Shift • Improving Access to Goods and Services through an Integrated Urban Plan• Integrating Inter-City Road Passenger Transport with Urban Transport Systems • Shifting from Fossil Fuels to Natural Gas, Renewable and Alternate Fuels • Establishing and Implementing Fuel Efficiency Standards for New as well as Existing Vehicles • Facilitating R&D Activities • Discouraging Diesel Propelled Personal Vehicles• Exploring Technological Options • Creating Public Awareness • Multimodal Integration• Comprehensive Mobility Planning and Management using Intelligent Transport Systems• Central Financial Support • Service Level Benchmarks

Strengthening of Public Transport System through a Combination of Promotional, Regulatory and Fiscal Measures

• Promotional measures encouraging private participation in the provision of transport servicesgreater functional autonomy to state transport undertakingsa quantum jump in the quality of city buses and city bus servicesintroduction of state of the art ITS enabled modern buses

• Fiscal measures charging of fee for using congested parts of a citylevying of high parking feesincreasing vehicle registration charges and increasing fuel tax,pollution-based annual road tax

• Control measures physical restrictions on the use of personal vehicles in some corridors

limiting the availability of parking space in city centres, using parking fee as a Travel Demand Management (TDM) measure, banning of parking on arterial roads a parking policy for the city, limiting the availability of road space for personal vehicles, restricting ownership of vehicles to mitigate emissions and making owning of parking space compulsory to acquire a new private vehicle

Reducing the Fuel Consumed per Passenger Travel through Modal Shift

Modal shift by providing all arterial roads more than 25 m right of way to have minimum of 2.5 m pedestrian path (with trees) and proper street furniture and 2.5 m bicycle path preferably in each direction as a mandatory measure.

Improving Access to Goods and Services through an Integrated Urban Plan

• linking spatial planning with transportation planning to improve access to goods and services

• minimizing the need to travel through charging the cost of externalities such as congestion, pollution, climate change, public infrastructure and

• reducing subsidies to private vehicles.

Urban sprawl is not energy efficient or conducive to the provision of sustainable public transport system.

Integrating Inter-City Road Passenger Transport with Urban Transport Systems

• Long-distance passenger travel needs to be closely integrated into the urban environment, facilitating fast traveller-friendly mass-transport access to well located terminals and airports.

• Carefully planned highway system improvements are required to reduce travel times for goods and passengers while improving road safety, congestion, fuel consumption and emissions.

Shifting from Fossil Fuels to Natural Gas, Renewable and Alternate Fuels

Changing to fuels that have a lower carbon footprint in sufficient quantities would have a major impact on GHG emissions from on the road transport.

Establishing and Implementing Fuel Efficiency Standards for New as well as

Existing Vehicles

• Fuel economy standards to set benchmarks for efficient engine technology.

• Fuel economy labeling of vehicles to help increase consumers’ demand for fuel efficient vehicles.

• Fiscal incentives to be linked to fuel economy of the vehicles.

Discouraging Diesel Propelled Personal Vehicles

• to ensure that these vehicles meet the same performance standards as other vehicles. This has increased pollution levels in some cities.

• There is a need to restrict the manufacture of these vehicles and

• to discourage their use as personal transport.

Exploring Technological Options

• using light weight materials; • improving aerodynamics; • reducing roll resistance of the tyres on the road; • using mobile air-conditioning systems with new

refrigerants such as HFC152a, • adopting advanced direct injecting gasoline

engines that can yield about 35 per cent greater fuel economy than conventional gasoline engines.

Creating Public Awareness

Intensive awareness specially on health and well being. The campaigns should seek people’s support for initiatives like greater use of public transport and non motorized vehicles, proper maintenance of their vehicles and adopting “Green Travel Habits”.

Multimodal Integration

For seamless connectivity over a widespread network of various public transport modes, the government should insist on setting up unified Metropolitan Transport Authorities (UMTA) in all one million plus cities.

Comprehensive Mobility Planning and Management using Intelligent

Transport Systems

The advances in information technology and electronics have to be used for setting up of Traffic Information Management Control Centers

Central Financial Support

Continuous engagement by the Central Government in this sector by providing central financial assistance on a reform based agenda which may be integrated with JNNURM.

Main Components of the Mission

COMPLIMENTARY ACTIONS

CAPACITY BUILDING MEASURES

Urban transport is a key element of promoting sustainability of habitats. Towards this end, the mission proposes to support comprehensive mobility plans which would address issues related to transport planning and land use integration, optimization of various public transport modes, discouraging personal vehicles, development of appropriate parking norms and strategies, pedestrianization and strengthening of institutions. The comprehensive mobility plans would supplement the sustainable habitat standards in this regard.

Institutional Arrangements, Monitoring and Evaluation

Parameters for the NATIONAL MISSION on

SUSTAINABLE HABITAT

MANDATE• Under the NATIONAL ACTION PLAN for CLIMATE CHANGE:-

National Mission for Sustainable Habitat Scope Urban planning & Modal shift to public transport.

• Urban Transport –Objectives of the mission:

• INTEGRATED LAND USE & TRANSPORTATION PLANS• SHIFT FROM PRIVATE TO PUBLIC• USE OF NON-MOTORISED• FUEL EFFICIENCY.• ALTERNATE FUELS.

Rationale –For Parameters2004 -Transport energy use -26% of world energy use, transport sector –responsible for about 23% of the GHG emissions (International Energy Agency, (IEA) 2006).India, 1994 –transport sector -12% of the country’s total energy related CO2 emissions (i.e. 679.47 million tonnes of CO2) (Ministry of Environment and Forests (MoEF))Of this 12%, 90% emissions –from road transport.At the same time, urbanization –motorization –decrease in use of public transport Poor quality of public transport service; although it is low cost, it is often

overcrowded, dirty, unreliable, polluting and has security and safety issues. Poor access to bus services and service quality. Poor image of bus and public transport. Improper planning and provisioning of infrastructure facilities. Improper route planning, issue of permits without any survey or scientific data. Lack of multi modal integration and passenger information systems, Lack of integration of land use and transport planning.

Rationale –For Parameters• Share of buses (trucks not included) -15.18% (1950-51) -1.1 per cent in

2003-04 while the personalized mode of transportation has increased from 62 per cent in 1950-51 to 93.78 per cent in 2003-04.

• The National Urban Transport Policy (NUTP 2006) – major emphasis on promoting investments in public transport in Indian cities as well as measures that make its use more attractive than in the past.

• It provides for integrated land use and transport plans in cities, coordinated planning for urban transport, people oriented equitable allocation of road space, capital support in the form of equity participation and or viability gap funding, innovative financing, dedicated urban transport funds, non-motorised transport, car restraint measures, clean fuel and vehicle technology, private sector participation, and pilot projects in cities to establish models of best practices.

Environmental Imperatives1. Public Health:

Worst cases of outdoor air and noise pollution More than a half of Indian cities have critical levels of particulates, while a

third have hopped from low to moderately high levels of nitrogen dioxides. National Ambient Air Quality Standard: Annual Average - PM10 - 60mg/m3

For Delhi, 2008, PM10 - 198mg/m3

2009, PM10 - 243mg/m3

2010, PM10 - 259mg/m3

66%

13%

12%

8%

1%

% Contribution to Air Pollution, Delhi 2001

Transport

Coal-based Thermal Power plants

Industrial Units

Domestic

Other

Environmental Imperatives2. Vehicles pose a special problem:

Exposure to vehicle exhaust –significant increase in respiratory symptoms and lung function impairment.

Roadside exposure –maximum affect on walkers and cyclists. Studies from Health Effect Institute –people living and active up to 500

meters form road side are most vulnerable. National Ambient Air Quality Standard: Noise Levels -75 – 40 dBA (MaximumRange) For Delhi, 2001, Noise Level -78.61 Dba 2011, Noise Level -82.62 Dba (Increasing) 2021, Noise Level -84.81 Dba

3. Transport and climate: CO2 emissions from transport -Increasing at more than 6% per annum. Transport sector –Vulnerable to extreme weather events like Mumbai

flood -rainy months of 2009 –Adaptation &Design strategy

Environmental Imperatives4. Transport and energy security:• Increase in fuel Consumption –driven by light duty vehicles, mainly cars –

annual average growth –10% by 2030.• Unaffordable –Nearly 85% of our crude oil needs will be imported at

exorbitant rates by 2030.759

379 411

298 278209 180

220 221

413

265

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100

200

300

400

500

600

700

800

Delhi

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Kolkata

Chennai

Bangalore

Hyderabad

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Pune

Kanpur

Ann

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( T

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Diesel

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National Data, 2004, Central Pollution Control Board

Delhi –Maximum consumption

Environmental Imperatives5. Equity and transportation planning:

Maximum trips –By BUS –By WALKING

Very less % of trips –By CAR –By 2-WHEELER

5. Equity and transportation planning:

• Poor –Majority in Indian cities –Travel pattern –Linked with close urban form –Short trip distances –WALKABLE

• Exclusive systems –Enhance urban poverty –Undermine informal services that support city's economy -Undermine economic growth.

• More than 50% of people –Do not drive cars –Too poor, too young or old, disabled or just unwilling.

Environmental Imperatives

34% population engages in “Walk-only” trips for their daily travels, needs or errands.

Only 14% population of Delhi drives private cars.

Approach1. Increase access -- integrate land-use with transportation planning2. Focus on people not vehicles3. Increase share of walking and cycling4. Increase public safety5. Prevent trade-offs between efficiency and toxic emissions6. Reduce dependence on personal vehicles and eliminate hidden subsidies:7. Protect urban commons, green areas and open spaces:

Principles for NMSH Parameters1. WALK: Develop neighbourhoods that promote walking.2. CYCLE: Prioritize cycle networks.3. CONNECT: Create dense networks of streets and paths.4. TRANSIT: Support high quality transit.5. DENSITY, DIVERSITY AND COMPACTNESS: Optimize density and match

transit capacity; Create compact regions with short commutes.6. SHIFT: Shift from unsustainable mobility to sustainable modes by using

technology, regulating road use, parking and fiscal measures.7. URBAN TRANSPORT FUND: Institutionalise fiscal and funding mechanisms

to ensure financial sustainability of investments in public transport and non-motorised transport.

8. IMPACT ASSESSMENT: evaluation and assessment measures to effectively measure impacts of urban transport policies and projects.

WALK• Walking is a zero-emission mode of transport that needs to be the primary

focus of a sustainable habitat policy.• WALKING needs emphasis because:

1. Walking is critical for success of public transport:2. Walking will reduce vehicle use for short distance commuting3. Walking and urban poor4. Walking enhances urbanity, lifestyle, and health5. Walking demands safe environment

(min. 2 M)

Walkability Parameters

5. ROW < 12m –125 Trees/km ROW > 12m –125 Trees/km /footpath @c/c ≤ 12m

• For SAFETY, COMFORT & CONVENIENCE:1. Pedestrians remain at ground level.2. Continuous unobstructed footpath on each side of all streets (ROW >

12m). Min. width – 2m. Wider than 2m wherever required.3. Intermittent buffers, bollards, etc –Protection from encroachment 4. Continuous Railings –Obstruction (Not acceptable)

Walkability Parameters

6. ROW ≤ 18m, Pedestrian traffic > 8000/hr ONLY PEDESTRIANS7. Footpath higher than Carriageway HEIGHT < 150mm 8. Barrier free

• For SAFETY, COMFORT & CONVENIENCE:

Walkability Parameters• For SAFETY, COMFORT & CONVENIENCE:9. 5 Street Level Pedestrian Crossing /km @c/c≤

250m10. Pedestrian refuge –Min. Width = 1m, after

crossing • 7m one-way traffic, OR • 10m of two-way traffic.

Cros

sing

@ c

/c ≤

250

m

Walkability Parameters• For SAFETY, COMFORT & CONVENIENCE:10. Speed Limits:

• 50km/hr –Arterial Roads (ROW 60-80m/ 45-60m) * Sub-arterial Roads (ROW 30-40m)• 30km/hr –Collector Roads (ROW 18-24m) Local Roads (ROW 12-20m)• 20km/hr –ROW ≤ 12m

11. Highway within city –as Arterial Roads12. Highway in Peripheral zone –4 crossings/km (if grade separated)13. Final Road level –Fixed (All roads)

* ROW of roads –As per Master Plan of Delhi 2021

Walkability Parameters• For SAFETY & ENJOYMENT:

1. Pedestrian access to buildings –From main roads (primary road) Vehicular access to buildings –From secondary roads (where possible) 2. Location of pedestrian access –Shortest distance from nearest Bus Stop3. Main building façade

–Facing the street4. Compound walls -

Transparent above a ht. of 100cm (High security Govt. Buildings can be exempted)

5. Along high pedestrian volume areas –Vending spaces/ Public utilities

• For SAFETY & ENJOYMENT:6. Building –

• Located on the property line –without setback

OR• Active use within

setback.7. Transparent edge (Min.

50% transparency) –”Eyes on the Street”

6 7

Walk: Methods• Emphasize –Pedestrian safety, comfort and convenience.• Encourage –Street-level activity and places to relax. • Device –Retrofitting and redevelopment strategies –dedicated institutions

for implementation, monitoring and auditing. • Limit –Speed on sub-arterial and local streets to permissible levels.• Restrict –Private vehicle oriented infrastructure investments.• Pedestrian plans –Mandatory and conditional to infrastructure funding.• Approval and clearance –Road projects –adherence to pedestrian

guidelines mandatory.• Standardise formats for submission of project details –available for public

scrutiny.• Road safety audits as per standards –at different stages.• Walkways and multi-modal integration: Management of the ‘last mile’.• Zero tolerance policy for road casualties.• Harmonise laws to protect pedestrians –Comprehensive Road Users Act.

Walk ability parameters: a critical analysis

• No public participatory measures included so as to gain knowledge about the reaction of public and the problems they face with new measures like encouraging walking as a matter of ground truth

• No programs or measures adopted as an attempt to create public awareness towards a shift for sustainability

• No clarified mentioning of the regulatory bodies to monitor, regulate and implement the pedestrian plans of a place.

• Methodology of implementation of the strategies mentioned hasn’t been given due importance. Concerned authorities with whom the power for concerned measures is not being mentioned.

• Specific design strategies are missing in terms of barrier free demands (curb ramps,tactlie paving), materials and other design specifications.

cycling

CYCLE• After walk, cycle is the second most accessible mode of transport for urban

poor.• Cycling needs emphasis because:

1. Reach and effectiveness of Public Transport can be improved –Cycling – 3-4 times faster than walking –Catchment area of public transport

stops – 9-16 times larger. 2. Cycling can counter congestion –bicycles use 1/5th of the space

occupied by a motor-car.3. ”Cycling promotion‟ & “improving road safety‟ can result in a self

reinforcing interaction of these two policies; the so-called “safety by numbers‟ effect.

4. Cycling can make cities more attractive -Cycling is often a preferred mode to enjoy the city, especially by tourists.

5. Contributes to improving air quality and mitigating climate change.6. Noise reduction7. Improved physical health

CYCLINGPARAMETERS• Total Motor vehicle carriageway ≥ 10m (not ROW) –Segregated bicycle

tracks –Width ≥ 2m –one in each direction • Motor vehicle carriageway < 10m (not ROW) –No cycle tracks –Traffic

calming through design –Speed ≤ 30 km/h • At least 5 safe street crossing per km for bicycles with spacing between

two crossings not more than 250m.• Citywide cycle network of segregated lanes or traffic calmed streets that

provides access to at least 80% of built plots. • At least one cycle sharing system with ≥ 5,000 cycles and automated

payment in cities with a population of over 5 lakhs –Ridership of the system should be > 1000 trips per bicycle per year.

• Elevation of segregated cycle track above the carriageway (e.g. <150 mm) that allows for storm water runoff.

CYCLINGMethods • Establish a dedicated unit for planning and audit of NMT facilities under

UMTAs and urban local bodies. It should have the power to direct the implementation side engineering team of the urban local body.

• Design streets that emphasize cyclist safety, comfort and convenience

• Provide secure parking for cycles at transit stations, all public spaces, and commercial and institutional buildings

• Promote, implement and continue promotion of public cycle sharing Schemes

• Promote and facilitate use of non-motorized vehicles (rickshaws and hand carts), passenger as well as freight, across the city.

Cycling parameters: a critical analysis

• No public participatory measures included so as to gain knowledge about the reaction of public and the problems they face with new measures like encouraging walking as a matter of ground truth

• No programs or measures adopted as an attempt to create public awareness towards a shift for sustainability

• “At least 5 safe street crossing per km for bicycles with spacing between two crossings not more than 250m.” gives an unfeasible measure for proper traffic flow.

• No mention about parking issues faced by the non motorized vehicles.

CONNECT• Routes are getting circuitous for pedestrians and cyclists as well as

motorized vehicles because of widely spaced streets that have poor interconnections.

• The goal of this principle is to:1. Create dense street networks that are highly permeable to pedestrians,

bicycles and public transport 2. Create pedestrian-priority streets with optimum ROW to encourage non-

motorized travel3. Disperse high traffic volumes over multiple parallel human-scale streets

rather than concentrating traffic on fewer major arterial streets

CONNECTParameters:• Area of blocks surrounded by public access pedestrian/cyclist streets or

pathways not to exceed 2 ha. In existing built-up areas, statutory planning to be done for breaking up blocks with an area of more than 2 Ha, to provide publicly accessible pedestrian thoroughfare.

• Create pedestrian-priority streets with optimum ROW to encourage non- motorized travel.

• No new development allowed until local street grid is put in place which subdivides land into blocks of no more than 2 Ha.

• Vehicle access network should be set on a grid with no side exceeding (C/C) 250m with additional public access pedestrian thoroughfares cutting through the block, where possible.

• No urban streets with one way undivided motor vehicle carriageway width of over 10m

TRANSIT• Public transit can offer rapid and affordable mobility for all. The goal of

this principle is to:1. Ensure frequent, fast, reliable and affordable public transport network

across the city.2. Minimize the number of transfers needed for most passengers. 3. Prioritize integration of public transport, para transit and NMT modes

over private modes. 4. Wherever possible, locate public transport stations, homes, jobs and

services within walking distance of each other5. Maximize public transport capacity in developed areas and along

growth corridors• In cities across the world, buses form the primary mode of public

transport, even where extensive rail systems exist. Buses are flexible. Bus service can become inefficient when stuck in traffic. High demand corridors (>2000 passengers per hour per direction) should be converted into high-quality Bus Rapid Transit System (BRTS) corridors as part of a city wide network.

TRANSITParameters for access:

1. High quality and high frequency rapid public transport within 800m (10-15 minute walking distance) of all residences in areas over 175 persons / ha of built area.

2. Facilitation of access to para-transit within 300m walking distance.3. One or more high capacity, high speed transit corridor with dedicated transit

lines within walking distance for 80 per cent of the population.4. Deploy public bus service where present demand for public transport on any

given corridor - > 1000 passengers per hour per direction.5. Create Bus Rapid Transit System where demand (existing or potential for base

year) - > 4000 passengers per hour per direction.6. Develop modular design for growth in demand. Bus Rapid Transit Systems can

be designed for up to a demand of 45000 passengers per hour per direction.7. Develop metro rail system only if demand (existing or potential for base year) >

15000 passengers per hour per direction on given corridor.8. All public facilities (institutional/ educational/ cultural etc) should be accessible

by public transport within 400m walking distance

TRANSIT• Parameters for integration:

1. All public transport nodes (intersection of two public transit corridors/routes) should accommodate para-transit facilities.

2. Inter modal integration of formal public transport, para transit and cycle sharing should be within 200m from each other.

3. All public transport modes (including para transit and cycle sharing) to have integrated fare collection and passenger information.

4. Share of formal and informal public transport and NMT (excluding walk) shall be 80% of all vehicular trips.

DENSITY, DIVERSITY & COMPACTNESS“Higher the density, lower is the per capita infrastructure cost”. The goal of this principle is to:

1. Provide easy, convenient and fast public transport access to the maximum number of people through densification and enhanced connectivity.

2. Maximize transit systems capacities, reliability and accessibility.3. Development density should be matched to the carrying capacity of the maximized transit +

NMT System, car traffic capacity excluded from the calculation.4. Preservation, reuse and infill of existing areas balanced with dense areas of new growth should

be used to create compact regions.5. The hierarchy and intensity of mixed use should be planned based on Street Hierarchy and Level

of Public Transport Service.6. New FSI allowances above current caps can be taxed or otherwise monetized to fund

infrastructure while increased future property taxes could fund operation and maintenance of the systems.

DENSITY, DIVERSITY & COMPACTNESSParameters for Densification:• Maximize inhabitant densities, through increase in permissible FSI where

appropriate, within 800m (5-minute trip by bicycle) of a transit station, to match the area‟s peak commute transit + NMT capacity (For mix of use & income, refer Mixed Use Section)

• 175 persons per Ha of developed area should be treated as a minimum standard for an urban density that begins to be transit supportive. If higher densities than are desired within the 800m transit catchment, densification strategies should be holistically evaluated and planned for, based on local need and context.

• In case FSI bonuses are used as a TOD tool, they must specify minimum Density requirements with a desirable mix of uses as well as residential unit types and sizes, in order to ensure the required densities and desirable mix of incomes/uses.

• High intensity land uses such as office towers, apartments and large commercial establishments should only be located where direct access to high-quality transit services is available.

DENSITY, DIVERSITY & COMPACTNESS

Parameters for Diversity (mixed land use):• 95% of residences should have daily needs retail, parks, primary schools

and recreational areas accessible within 400m walking distance.• 95% residences should have access to employment and public and

institutional services by public transport or bicycle or walk or combination of two or more.

• At least 85% of all streets in the city have mixed use development. • Through policy, design and monitoring mechanisms, at least 20% of all

residential units to be occupied by economical weaker sections in each TOD Zone 800m from Transit Station (5-minute trip by bicycle distance).

• At least 30% residential and 30% commercial/institutional in every TOD Zone within 800m of Transit Stations (5-minute trip by bicycle).

DENSITY, DIVERSITY & COMPACTNESSParameters for Compactness:• Development Plans (and their revisions) to always ensure that 2/3rds of the

projected growth in population of metropolitan region is housed within existing developed lands. Enhance capacity of transport as well as non-transport utilities.

• Densification through redevelopment/ infill of existing Urban Areas is to be prioritized over urban expansion through acquisition or opening of land for development in peripheral sub-urban /agricultural /environmentally sensitive lands.

• New development in peripheral zone should be allowed only if it abuts existing developed areas with density of 175 inhabitants/Ha.

DENSITY, DIVERSITY & COMPACTNESSMethods to ensure Density, Diversity and Compactness of all Transit Oriented Developments, we need to:

1. Have UMTA work integrally and in complete coordination with the Planning Authorities and ULBs -ensure that transportation, landuse and infrastructure planning and investments are coordinated.

2. GIS databases for the city should be utilized for TOD planning if available.

3. A matrix of TOD implementation tools based on city type and local context need to be developed.

4. Strategies should enable adequate customization at the Local Planning level by implementing municipalities, without compromising the principles of Transit Orientated Development.

5. For effective TOD, high density is more important than increased FSI, the latter being a tool that can be used for redevelopment of low density neighbourhoods existing along transit stations.

Shift : to sustainable modes

• Using technology |regulating road use| parking | fiscal measures

Through spatial disincentives| fiscal disincentives eg. Parking controls, parking pricing along with increased taxes, Increasing

due on car for entering busy area

Cars PT modes / non motorized transport

RESULTS: reducing pollution & free up free space

The goals:

• Reduce private motor vehicle use, especially during peak hours.• Promote use of public transport, Para transit and NMT modes.• Limit and price parking to discourage driving in high density/intensity

urban areas• Use network and time based congestion tax as a means of controlling

number of vehicles on streets and accomplish free flow of traffic, thereby reducing emissions.

• Use tax measures to disincentives private modes and tap revenue for creation of UTF

• Use UTF for subsidizing public transport and promoting NMT use.• Use technology (ITS) for demand management and efficient• implementation/enforcement of above measures as well as capturing

data for further planning.

Parking policy for reducing travel demand

Parking Management strategies are aimed at encouraging more efficient use of- existing parking facilities, - reduce parking demand - shift travel to HOV modes.

Implementing Smart parking management High lights of policy

- parking as a consumer commodity – not a legal rite. - parking management - as demand management tool - efficient use of existing parking system, new proposals as - multi use

Shared amenity.- prioritize NMT

Methods for Parking Strategy as a Modal-Shift measure

• To implement Parking Management as a TDM and modal shift Strategy, a 3 tier Parking Management strategy:

Tier I: Design-based Parking Management Strategies: Tier I: price -based Parking Management Strategies: Tier I: TOD Parking Management Strategies:

Parameters

Eliminate long-term street parking to ease congestion Limit off-street parking ratios in job centres with access to public transport

to 0.2 spaces per worker Remove all parking-space minimums for residential buildings and establish

citywide parking-space maximums consistent with targets for private car use.

Institute a congestion-management system that limits car use in key urban and employment districts at peak traffic hours

Charge tolls for use of overloaded roads and bridges and use this toll fee collection to support public transport.

All commercial areas need parking charges by time of day and location to ensure high turnover.

Indicators of measurement

Percentage of on-street parking that is charged (should tend to 100%) Average off-street parking requirement for an average residential unit (should

tend to 0%) Ratio of parking required within 1km of a transit node versus all other areas Number of on-street parking spaces converted to public transport and NMT Number of cars parked in a manner that encroaches on standard

footpaths

Urban transport fund• To make transport investment sustainable and use levies on private vehicles to

subsidies the public transport and NMT• Urban transport financial resources should be pooled from transport authority

at the municipal or metropolitan level.• Financing arrangements might be structured to secure more effective integration

both within the sector and between sectors.• Private sector financing for transport infrastructure should be raised through

competitive tendering of concessions that may be supported by public contributions as long as these have been subject to proper cost benefit analysis.

• Intergovernmental transfers should normally be made to the fund and should be structured in such a way as to avoid distorting the efficient allocation of resources within the transport sector at the local level.

• When allocating funds to urban transport, the relationship between transport policy and other sector policies, in particular housing, should be borne in mind.

Fiscal measures and UTF Minimize taxation on public passenger transport vehicles and substantially

increase on private vehicles: Rationalize and increase excise at the national level and the registration

cost at the city level of diesel propelled private vehicles to neutralize the financial gain due to differential pricing of fuels:

Advertisement revenue for public transport: Tap parking revenue: Congestion Charging should contribute to UTF: Fuel taxes: Land Value Capture in TOD zones to fund public transport through the UTF

mechanism:

Transport impact assessment

• High proliferation of high impact building and construction, attracts additional traffic to the area.

• Traffic impact assessment comes under environment clearance rules.

• Example : shopping mall/ hotels etc create large traffic inflows.

• Methods

- Make traffic related clearances from competent authority mandatory:

- Mitigation strategies for TIA must be addressed/ provided by project developer:

Implementation of the NMSH parameters

1. Institutional structure

1. UMTA in national urban development hierarchy

2 . local institutions: transport management associations

2. programs/tools. . station area plans [ focus on growth around public transit nodes ] . transfer of development rights . mobility plan by the UMTA to be a part of master plan . UMTA as a single window clearing house of transport project.

3. Data management for implementation of NMSH Parameters4. Capacity building5. Road map for clean and fuel efficient vehicles.6. Reduce road based freight kilometers

Critical analysis

Zero Emission Vehicles and Cleaner Fuels Promotion of cleaner fuels, especially zero-emission technologies in the urban Indian context and to promote R & D leading to their commercialization, the available technology options should be evaluated with a view to identify vehicle technologies and fuels for the future. Eliminating emissions from the tailpipe goes even further to cut down on harmful air pollutants.

The implementation of CNG as an automotive fuel in Delhi has been a landmark for implementation in other cities of the country as well for improving the air quality. It is also a fact that CNG alone can not be implemented all over the country as solution for improving air quality. There is need to decentralize our policy on alternative fuels based on the resource availability at local level. While the government at national levels should assist and support technically as well as financially these initiatives at local levels.

Also advanced technique like remote sensing techniques which have been very well deployed in various developed countries for the real life monitoring of emission from in-use vehicles and development of control policies are to be tried. this technique in can be used metro cities and subsequently its uses may be extended to other cities as well.

Development of appropriate vehicle scrap page guidelines are very essential after implementation of old vehicle phasing out program in India. Within this purview Government should direct automotive industry to strengthen its R& D endeavors for making most of its automotive components as recyclable and to be reused while scrapping a vehicle and generate least possible pollution (solid waste, water & air pollution) during scrap page.

Awareness Raising Public awareness and participation is a key to bringing about policy change. Widespread environmental education promotes understanding of linkages between pollution and health and encourages public involvement. Raising mass awareness among general public has been perceived as one of the major tool in the success of our vehicular pollution control policy framework. Private sector participation through innovative schemes like accepting delivery only from trucks that meet emission standards, Adopt a street campaigns, and air quality monitoring displays should be encouraged / strengthened. Media can also participate in awareness raising by disseminating air pollution related data.

No mention on usage of alternative renewable energy resources projected for future .

Building bye laws should also have an integration of consideration of traffic management to cater to the traffic issues they create pertaining to its use. Already containing consideration of provision of parking facilities should have to be strengthened.

Transit oriented developmenthow about ecosystem…?

Concern of road network in terms of sustainability is missing. Corridors of movement defragmenting ecosystems is a part and parcel of any developing city.

Critical analysis

Energy efficiency markers are not satisfactory in comparison to the international standards. ICT implementation can reduce pollution and increase cost reduction.Rate of urbanization (roughly 31%) is basically population growth of the major cities and towns in India where as the growth in number of cities is not fairly similar.The success of the urban sustainability depends mainly on good governance and inclusive development with appropriate funding mechanism in place.World is talking about Urban Sustainability, but social aspects like safety and security is compromised at high level particularly in fastest growing cities like Delhi, Bangalore, etc.Ultimate question is “ What is the optimum size of a city ?“

THANK YOU . . .