Revision of parking code for IRC


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Revision of parking code for IRC

  1. 1. UTTIPEC Revision of Parking Code for IRC
  2. 2. Background and Key Issues • Modal share of Indian cities is different than what is reflected from current parking situation. • Wasteful use of land, inequity in urban land uses. • Induced car use leading to pollution, adverse health impacts • Equity issue as public money is used to fund parking for rich car owners
  3. 3. Modal share! Modal Share is in favor of Public Transport and NMT with more than 80% users.
  4. 4. Personal vehicles dominate parking demand 100% 80% 60% 40% 20% 0% Nehru Place Cars Lajpat Nagar Two-wheelers Chandni Chowk Sadar Bazar Autorick-shaws Kamla Nagar Buses Ajmeri gate Daryaganj Goods vehicles Krishna Nagar Karol Bagh Other vehicles Figure 1: Personal vehicles dominate parking demand in market areas Source: Estimated from Anon 2006, Congestion and parking problems of selected locations in Delhi, Central Road Research Institute, New Delhi.
  5. 5. Parking is extremely wasteful use of scarce land in cities
  6. 6. Parking of personal vehicles leads to increased inequity in urban land use
  7. 7. Parking of personal vehicles leads to increased inequity in urban land use About 15% road users (cars) take up 80% of road space Transportation Infrastructure still being designed only for cars
  8. 8. Redefining mobility Image Source: Internet As per Indian National Transport Policy: “The Central Government would, encourage measures that allocate road space on a more equitable basis, with people as its focus.”
  9. 9. Induced Demand Delhi Present China Future?
  10. 10. Induced car use leading to pollution, adverse health impacts
  11. 11. NOx = 1,40,000 kg/day NOx = 1,00,000 kg/day 2011 69 LAKH Vehicles 2016 93 LAKH Vehicles We are already at risky/ fatally high levels of Pollution, even without looking at future projections, Therefore time has come for drastic paradigm change.
  12. 12. Parking induced demand for motor parking generates traffic leading to air pollution • Environmental impacts – pollution, fuel consumption, etc. • Health impacts
  13. 13. Vehicles also have an insatiable demand for land
  14. 14. Subsidized Land Cost for Private Parking Against the principle of equity. Cars Public agencies are responsible to fund car parking for the rich car users. Other modes of Transit
  16. 16. Private vehicle Park on a ‘ fully-paid, rented or owned’ space, based on ‘user pays’ principle Parking is a consumer commodity, not a legal right - NMSH
  17. 17. Increase Parking Charges to discourage Private Vehicle use. ► Price Parking higher within next 2 years? Results form “Willingness to Pay” Survey by RITES with private vehicle users at various parking locations shows: • 84% are willing to shift to “good” public transport System • 72% to shift if quality feeder system is available. • 45% of car users to shift to public transport if Parking fee is increased by 500%.
  18. 18. Parking management: a tool to dis-incentivize private vehicles and encourage public transport, IPT, NMT Street without Dedicated Bus lanes One Mixed Traffic Lane carries approx. 2640 Passengers/ Lane/ hour Street with Dedicated Bus lanes A dedicated BRT lane carries minimum of = 6000 - 20,000 Passengers/ Lane/ hour
  19. 19. Parking management: a tool to dis-incentivize private vehicles and encourage public transport, IPT, NMT  short trips (below 4 km) could easily be made on intermediate public transport (IPT) & non-motorized transport (NMT) and walking.  Limit, regulate and strictly enforce the Supply of private parking. Increasing supply without demand management measures would only induce more endless demand for parking space.  MRTS influence zones shall have further restricted parking provision and requirements, in order to prioritize use of public transport, IPT, NMT modes and walking,  Land is limited and there is a limit to the additional parking space that can be created in the city. Therefore, the existing parking spaces will have to be managed efficiently with effective and comprehensive parking strategies, to control the demand for parking space.  Facilitate round-the-clock and shared use of all available parking spaces in an area, between activities with different peak hours of use, in order to maximize efficient use of land.
  20. 20. Cycles, Cycle-rickshaws & Walking are the ideal modes for short 1-4 km Trips. • 60% of Trips in Delhi are below 4 KMs. Trip Lengths: Delhi Average Trip Lengths by Mode: Delhi 120 % of Trips 100 Mode Average Trip Length (KM) •Car 10.5 •2W 8.7 60 •Auto Rickshaw 4.7 40 •Bus 8.8 •Metro 13.8 •Train (IR) 20.2 80 20 0 •Bicycle 0-2 2-4 4-6 6-8 8-10 10-1515-2020-2525-3030-35 >35 Trip lengths in KM 4 •Cycle Rickshaw 1.7 •Walk 1.1 20 Source: RITES Transport Demand Forecast Study for DoT, GNCTD, 2010
  21. 21. For a 3 km trip, Buses & Cycle are most efficient PT 3 modes. car bicycle BRT metro walk 2.5 Distance, km 2 1.5 1 Metro Bicycling 0.5 Walking BRT 2-Wheeler/car 0 0 5 10 15 20 Time, minutes Source: Created by IIT Delhi + iTrans 25 30 35
  22. 22. Pricing and enforcement to eliminate or reduce long term on-street parking
  23. 23. Pricing and enforcement to eliminate Pricing and enforcement to eliminate or or reduce long reduce long term on-street parking on-street parking • There will be a substantial and progressive increase in parking rates for off-street multi-level parking rates, offstreet surface parking and on-street parking rates, in that order, to incentivise use of off-street facilities. • Rate of public parking will be variable and differential based on peak and non-peak demand and different categories of lands and colonies, exponentially increasing with the number of hours of use. • No policy for parking will work, unless there is adequate, stringent and effective enforcement against illegal/wrong parking. • No-tolerance policy to be enforced for parking on footpaths, walkways and cycle tracks, through enactment of the Municipal Act.
  24. 24. Parking Priority given to IPT, NMT pick and ride and feeder systems to encourage Modal shift. Public Transport Modes City Buses/Metro Buses Pedestrian Auto Rickshaws Cycling ShuttleAuto Rickshaws/Tempo Cycle Rickshaw
  25. 25. Parking Priority given to IPT, NMT pick and ride and feeder systems to encourage Modal shift. 1. Provide More IPT Choices 2. Provide organized IPT, NMT Parking at all Metro Stations & along all Roads.
  26. 26. Provide High quality infrastructure to Public Transport, IPT, NMT and walking to encourage a modal shift.
  27. 27. Road Safety especially for Pedestrians is Low. • There are more than 2100 accidents occurred during 2010. • Ring Road has recorded the highest fatal accidents followed by Outer Ring Road, Rohtak Road, G.T.Karnal Road. • The maximum casualty in the fatal accidents are pedestrians & 2 wheelers. • The maximum accidents have occurred during the lean hours both in the morning & night. • The reasons for all accidents are: 1. Signal free high speed corridors. 2. Insufficient/ No pedestrian Crossing facilities. 3. Central verge without grills. 4. No speed breakers/ rumble strips on long stretches. 5. Absence of dedicated lanes for slow moving vehicles. 6. Heavy volume of traffic. 7. Glaring during night etc. Pedestrians Two Wheelers Self Wazirabad Road G. T. Road Najafgarh Road Mahrauli Badarpur Road N. H.-8 Mathura Road G T K Road Rohtak Road Outer Ring Road Ring Road 0 20 40 60 80 100 120 Fatal Accidents in 2010 Source: Delhi Traffic Police 140 160 180 200
  28. 28. Why ? Why No Crossings ?
  29. 29. No environmentally sensitive lands shall be used for parking of any kind a) Ridge b) Forests a) River Flood Plains a) Steep slopes >25º b) Water Bodies/ Lakes c) Riparian zones (refer Glossary) d) Wetlands e) Storm Water Drains a) Wild life sanctuary
  30. 30. No green areas shall be converted and used for parking. G.K.
  31. 31. Implementation and Monitoring Strategies
  32. 32. Parking Benefit Districts (PBD) ON-STREET PARKING Demarcation of all available on-street and off-street public parking facilities available for both public and private modes within the district, along with numbering, marking and signage plan. Adequate space for cycle parking/ cycle sharing/ rickshaw stands / IPT stands, etc. in the entire district OFF-STREET PARKING
  33. 33. Parking Benefit Districts (PBD) Detailed design for surface, multi-level and on-street parking facilities. Public Recreation Zone Para transit Parking Cycle Stand Vendor Kiosks Stack Parking
  34. 34. Parking Benefit Districts (PBD) Demarcation of short term and long term parking facilities and their pricing strategy. As notified in GNCTD on Feb.21, 2013 by the Transport Deptt. Type of Parking Location Existing Rates Proposed Rates Penalty for extra time 5 Min Drop off On Street Rs. 10 Free Pay for 1 Hr Upto 1 Hr On Street Rs. 10 Rs. X Pay for 1.5 Hr Upto 1 ½ Hrs On Street Rs. 10 Rs. 2X Pay for 2 Hrs Upto 2 Hrs On Street Rs. 10 Rs. 4X Either move to stack parking OR the Car would be Impounded with Rs.1000 as fine. NO ON STREET PARKING ALLOWED BEYOND 2Hrs. 8Hr Stack Parking Rs. 10 Rs. 2X Night Only Stack Parking Rs. 20 Rs. 1 ½ X Monthly Stack Parking Rs. 600-700 Rs. 60X
  35. 35. Policies and Actions for Enforcement/ Parking Management Agency • Parking space markings, numbering and signage-plan to be approved and implemented as part of a comprehensive PBD Plan. • Parking spaces must be marked physically on ground in public areas as well as through display of signage, for the benefit of both parkers and enforcers. The approved PBD Plan of the area should also be displayed near major entry/exit locations and at various visible locations within entire PBD for transparency and public information. • Penalty for illegal/wrong parking to be increased enough to be a deterrent: The Municipal Act of Delhi that ...... should be used to enforce illegal parking on roads, footpaths and cycle tracks in Delhi, as they are an impediment to the movement and safety of all road users and also emergency vehicles. • Use handheld Electronic ticketing/fining system for better enforcement and transparency. Provision of parking meters is desirable.
  36. 36. Policies and Actions for Enforcement/ Parking Management Agency • Monitoring and Public Information: Parking lots, garages and on-street lots may display total and real-time available parking spaces. Parking help-booths to have monitoring personnel 24-hours. • PBDs have to be developed and monitored by a single agency. • Improve the vehicle information and ownership database. It has been seen that only 20 per cent notices for penalties issued reach the correct vehicle owners. Therefore vehicle ownership database must be continually updated by technological and administrative means. • In residential areas and consolidated parking facilities, regular parkers may apply for monthly annual passes and stickers, for use of public parking space and these may be monitored through RWAs or surprise checks.
  37. 37. Benefits to End Users • Access to a variety of modes of transport, including IPT, NMT and private modes within walking distance of homes, shops, offices and destinations. • Safe, secure, organized high-quality parking facilities for private vehicles. • Greater transparency and accountability and parking and public space management. • Advanced public information systems regarding mode choices and parking supply availability. • Benefit to local districts in the form of overall improvement in quality of place and reduction of vehicular chaos.