Rethinking Parking inIndian Cities: Case Study of Mumbai

Sulakshana MahajanConsultant- Mumbai Transformation &Support Unit (MTSU)

Pawan Mulukutla, MSProject Manager - EMBARQ India(pmulukutla@embarqindia.org )

UMI 2013- 5th Dec 2013

MTSU &

Global Urbanization- 2010Source: UNFPA

MTSU &

Global Urbanization- 2050Source: UNICEF

(52 %)

MTSU &

Global Land Transport InfrastructureRequirements- 2050

AlternativeScenarios

Transport infrastructure requirements,expenditure and investments

CO2eqemissionsMillion Ton

Impact onClimate

Emphasis onPrivateTransport

25 million paved road lane km335K rail track km

45-77K km2 Parking250-350K km2 areaUSD 45 trillion investment (0.7% Global GDP)USD 120 trillion expenditures (2% Global GDP)

9,97140 C rise

Emphasis onPublic TransportAVOID- SHIFT-IMPROVE[23% less veh-km]

15 million paved road lane km535 K rail track km, +90 K HSR+25 K BRT (10 times)

27K km2 ParkingUSD 100 trillion expenditures (1.6% Global GDP,20 trillion savings)

3,595[36%]

20 C rise

Source: http://www.iea.org/publications/freepublications/publication/name,34742,en.html

Parking Requirements India - 4DS

• 40 % addition will be from India and China

• About size of 11-35 Mumbai’s in India for Parking onlySource: http://www.iea.org/publications/freepublications/publication/name,34742,en.html

MTSU &

• About size of 7 - 23 Mumbai’s in India for Parking only

Parking Requirements India - 2DS

Source: http://www.iea.org/publications/freepublications/publication/name,34742,en.htmlMTSU &

Automobile OrientedAutomobile Oriented

Vicious Cycle Increasing VehicleOwnership

AutomobileOriented Transport

Planning

DecreasedDependency onPublic Transport

Alternative ModesMarginalised

(Walking/ NMT)

Suburbanization andLong Commutes

Automobile OrientedLand Use Planning

GenerousParking Supply

Source: VTPI

Socio-political/Socio-

economicmindset

Quality issue withpublic transport

MTSU &

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

Current Approach. . .

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

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

X

Photo Credit: EMBARQ India

Is this the future ofIndian Cities ?

Photo Credit: Google Images

MTSU &

Mindset for addressing Parking

Priority topublic

transport

Livable andSafe urban

forms

Address trafficcongestion

Need tomanageparking

Improvepedestrian/

NMTaccessibility

Access to openspaces

Address it onlywhen parking

causes congestion

MTSU &

Existing Institutional Set-up Mumbai

Off-Street Parking

City Traffic Police

Public Parking lots-Surface/Building

Parking provisionsin buildings

T& C Department DCRs- MCGM, SPA

On-Street Parking

Municipal Corporation

Enfo

rcem

ent

MTSU &

Local Area Approach needed for Parking

MunicipalCorporation

Traffic PoliceDepartment

LocalStakeholders

Strategies,Policies &

Implementation

Objective ofParking

Policy/Man-agement

DataCollection& Analysis

Strategies

Testing &Evaluation

PolicyFraming

Implementation

Methodology

MTSU &

MTSU &

Case Study MIDC Marol- On-Street

Opportunity: MIDC Marol in Mumbai

MIDC Marol128Ha

Bandra Kurla ComplexPlanned for 370Ha

Nariman Point28Ha~

Lower Parel

Fort

Opportunity: Location

1km2km

3km

INTERNATIONALAIRPORT

ANDHERISTATION

CHAKALASTATION

GHATKOPAR STATION

Road Network

Surveys: Approximately 46%travel by public transport;

28% by BEST

“We are forced towalk on the roads”

“Bus parkingis not

regulated”

Pedestrian Level of Service:E & F

Vehicular Level ofService: F

IRC 103: Guidelines for PedestrianFacilities recommends: B

Scenario: 2012

Impact of the metro

185 1670 7415 15565 15240

279602175514610 14615 12905 12390 12390 12225

183 5958 9476 1592 4 1891 1502 4 365 9756

VERSOVA GHATKOPARDNNAGAR

AZADNAGAR

ANDHERI WEH CHAKALA AIPORTROAD

MAROLNAKA

SAKI NAKA SUBHASHNAGAR

ASALPHA

152 4670 7059 1858 0 2191 2010 0 168 12223

150 2025 6480 12210 121552005026745

11860 11860 10440 10120 10115 9755

3607

2703

2077

60 (2031)

45 (2021)

35 P/MIN (2011)

2415

3145

4197

40 P/MIN

52

70

Objective ofParking

Policy/Man-agement

DataCollection& Analysis

Strategies

Testing &Evaluation

PolicyFraming

Implementation

Methodology

MTSU &

Objective of Parking Policy

Priority topublic

transport

Livable andSafe urban

forms

Address trafficcongestion

Need tomanageparking

Improvepedestrian/

NMTaccessibility

Access to openspaces MTSU &

Workshop with Additional MunicipalCommissioner (Mumbai) on Parking

Field visit of MIDC Marol with JointCommissioner of Police- Traffic, Mumbai

Engagement with Local Stakeholders

Data Analysis

MTSU &

Usage Summary

Bus Parking

No Parking

Taxi Stand &Private Vehicles Parking

2W, Cars & Bus Parking

Car Parking

No Parking

Car & Tempo Parking

Bus Parking

Car & Tempo Parking

Car & 2W Parking

Autos & 2W Parking

Bus Parking

Car Parking

2W, Car & Bus Parking

Occupancy Summary

40%

No Parking

100%

80%

90%

No Parking

100%

40%

80%

80%

20%

60%

Assumption: Onelane in each directionis used for parking

60%

Average Duration Summary

>4 hrs

2-4 hrs

< 2 hrs

Street Priority Ranking

1

2

3

Cross Road B- Transit Access Street

Central Road- Arterial Corridor serves as

pedestrian access for SEEPZ and MIDC

Street Prioritization

MTSU &

Parking at BEST Depots

Timings

Pricing

Engaging local stakeholders

Institutional Set-up

Strategies

MTSU &

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

Framework for Policy

MTSU &

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

Framework for Policy

MTSU &

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)

Framework for Policy

MTSU &

MCGM to formulate policy with inputs from MMIA (local stakeholder)

Private contractor (through MCGM) with technology for collectingparking charges

Enforcement by traffic police

Support from traffic warden for at least one year after Metro-1commencement

% of parking revenue to be used for local improvement projectsidentified by MMIA

Institutional Set-up

MTSU &

Case Study: Ghatkopar TOD (Off-Street)

Opportunity: Ghatkopar TOD

Ghatkopar

Bandra Kurla ComplexPlanned for 370Ha

Nariman Point28Ha~

Lower Parel

Fort

Location

INTERNATIONALAIRPORT

ANDHERISTATION

CHAKALASTATION

GHATKOPAR STATION

Road Network

MTSU &

Ghatkopar Railwaystation located alongthe suburban railway-CENTRAL LINE

Stop for FAST TRAINS

Last Stop for METROLINE 1

INTERMODALCONNECTION

Projected 30,550People per hour usingthe METRO by 2031

Ghatkopar Station Area: IntermodalConnectivity

GhatkoparStation

MTSU &

MTSU &

Rethinking Parking for Transit Oriented Development

Precincts in MumbaiPilot Case at Ghatkopar Railway Station

MTSU &

Distances and time of walktrips and cycling trips arevery high for MumbaiAverage walking distanceper day has been recordedas .91km and averagecycling distance as 2.7kmin Mumbai [1]

Normative delineations forTOD precinct:

1. First 500m: PedestrianPriority Zone

2. 1000m: IPT and feeder busservice priority zone

Delineating the TOD Influence Zone area

[1] Rajat Rastogi, Department of Civil Engineering, Indian Institute of Technology Roorkee, Roorkee 247 667,India

Walking PriorityzoneIPT/ Feeder bus Priorityzone

MTSU &

Delineation Zones for Analysis

GhatkoparStation

MTSU &

Estimate current parking supply and demand (on-street andoff-street)

Estimate auto-ownership from household survey

Project future demand and supply ( FSI consumption infuture, automobile ownership and road capacity)

Calculate % reduction in parking

Inputs into DCRs for establishing parking norms

Establish parking related urban form guidelines in TOD

Methodology

MTSU &

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 commercialneighbourhoods);

On-street parking survey to gauge demand for parking within 4-blocksdelineated within the TOD precinct;

Household survey to gauge vehicle ownership, mode shares based on incomeand off-street parking availability and usage for 4-blocks within the delineatedTOD precincts;

Land survey mapping building heights, mixed land-uses, and ownership data for4-blocks within the delineated TOD precinct.

Data collection

MTSU &

During the morning and evening peaks, Ghatkopar railway station witnesses atleast 4000-6000 people every 15min entering or exiting the station area

Passenger Counts

0

1000

2000

3000

4000

5000

6000

7000

8.00

to 8

.15

8.30

to 8

.45

9.00

to 9

.15

9.30

to 9

.45

10.0

0 to

10.

1510

.30

to 1

0.45

11.0

0 to

11.

1511

.30

to 1

1.45

12.0

0 to

12.

1512

.30

to 1

2.45

13.0

0 to

13.

1513

.30

to 1

3.45

14.0

0 to

14.

1514

.30

to 1

4.45

15.0

0 to

15.

1515

.30

to 1

5.45

16.0

0 to

16.

1516

.30

to 1

6.45

17.0

0 to

17.

1517

.30

to 1

7.45

18.0

0 to

18.

1518

.30

to 1

8.45

19.0

0 to

19.

1519

.30

to 1

9.45

20.0

0 to

20.

1520

.30

to 2

0.45

21.0

0 to

21.

1521

.30

to 2

1.45

No.

of P

asse

nger

s

Travel Times

Number ofPassengersEntryNumber ofPassengersExit

PEAK TIME TRAVEL

MTSU &

Parking requirements in TOD with theMunicipal Commissioner-Mumbai & MTSU

MTSU &

Mumbai Development Plan- WorkingSession on Parking with the DP Team

MTSU &

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

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

Strategies

MTSU &

MTSU &

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

Ktd = Adjustment due to transit density (access to various PTmodes)

Kmu = Adjustment for mixed –use componentKah = Adjustment for affordable housing (estimate costescalation for providing parking)

Establish % parking reduction in TODs in Indiancontext

Parking Reduction Equation

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— Guidelines for urban forms related to parking

Way-Forward

MTSU &

Stilt and surface parking lots to be located at rear of buildings/ underground/ awayfrom public realm Photo Credit: EMBARQ India

Thank you!