Chandigarh Workshop at a glance!
Conceptualized and Designed by Varsha Jeyapandi
With Inputs from Keshav Suryanarayanan
Chandigarh Workshop at a glance!
Conceptualized and Designed by Varsha Jeyapandi
With Inputs from Keshav Suryanarayanan
An infographic blog
Conceptualized and Designed by Varsha Jeyapandi
Technical Inputs from Parin Visariya, Bala Nagendran
“All urban residents of Indian cities should have access to jobs, education, and recreation through means of mobility that are safe, affordable, resource-efficient, environment-friendly, and accessible to all.”
Over the last 20 years, the ITDP India Programme has worked with nearly 40 cities across the country to make this vision a reality, impacting the lives of millions.
We celebrate the completion of a glorious decade of work, and welcome a new one with renewed excitement and anticipation of the possibilities ahead.
Designed by Keshav Suryanarayanan
Conceptualised by Aishwarya Soni, Keshav Suryanarayanan
An Infographic Blog
Conceptualised and Designed by Kawin Kumaran
Content created by Nashwa Naushad, AV Venugopal
Photographs by TD Achuthan
The first two days of September saw two big changes to make India’s streets safer, freer and less congested. The new Motor Vehicles rules came into force on the first of September, attempting the impossible, controlling the behaviour of Indian motorists on the streets. Through heavier penalties, the rules seek to reduce violations. On September 2, the Supreme Court released a judgment on the Delhi Maintenance and Management of Parking Places Rules 2019, under the umbrella of the MC Mehta case. This judgment can be seen as a landmark not just for improving parking management in our cities, but also for other steps towards reclaiming spaces for pedestrians.
Our cities are known for their chaotic streets. Pedestrians and cyclists competing with other vehicles for space on the streets is a common sight. This is further exacerbated by the ever increasing need for parking space for all these vehicles, mostly on the street or on footpaths, blocking the movement of traffic and pedestrians. The Supreme Court judgment begins with an admonishment of the state for its failure to provide adequate public transport, and mismanaging the consequences of that failure, the increasing number of private vehicles that have taken over our streets.
The judgment has taken some progressive first steps, emphasising some important aspects such as the need for footpaths in all residential areas to be cleared of encroachments to make it usable for pedestrians, and the significance of modern technology in ensuring efficient utilisation of parking spaces. It also raises the possibility of charging people for parking, though leaving that decision to the state.
However, there are some aspects of the judgment that need more scrutiny. The judgment also called on city planners and architects to provide adequate off-street parking at major demand hubs – commercial and institutional areas, transportation hubs, etc – accommodating the potential demand for the next 25 years. The order touches multiple times on creating off street parking spaces to cater to parking demand. This can be effective only post an effective on street demand based priced PM system.
Multilevel car parking (MLCP) complexes are one such solution to provide off-street parking. It is a popular myth that high parking demand can be addressed by building MLCP complexes. However, examples from India and around the world clearly indicate that it is a short-sighted attempt. In India, these MLCPs are built at great public cost and remain underutilised and vacant in many cases. Most often, the high demand is an apparent local demand, centred around one or two streets with higher levels of activity (commercial for example), while the other streets in the neighbourhood are relatively free of vehicular parking. This demand could be eased by zone-based on-street parking management, so that parking supply is distributed evenly across different streets in the neighbourhood. Hence, detailed studies are required before proposing new MLCPs.
Another way to provide off-street parking are requirements that already exist in the Development Control Regulations(DCR) set by local development authorities, but are not adhered to in many cases. That might not be such a bad thing.
These requirements are referred to as parking minimums. They are laws that require property developers to include a fixed number of off-street parking spaces according to the size of a building. The reasoning for this is that without enough off-street parking, efficient traffic flow can be compromised due to vehicles cruising for parking or parking on the street. These parking minimums can be extremely problematic in practice.
The hidden costs of parking
Global experts on parking such as Donald Shoup and Paul Barter point out that providing for parking minimums has a cost. By forcing developers to build huge amounts of parking, these rules increase traffic and harm the environment by encouraging more people to drive. They also lead to inefficient land use. Planners and architects tend to overestimate the demand, providing more off-street parking than necessary, leading to wastage of space. The increased cost of development are then passed on to buyers, even those who may not own vehicles.
At the same time, there is a reluctance to engage with managing on-street parking demand. This leads to a situation where we see the extremes of large, empty parking lots and streets choked with parked vehicles. As a society, we should think about the sense in using up valuable space to prioritise private vehicle parking demand for the next twenty-five years.
Cities around the world have moved away from the concept of parking minimums, realising that they result in a wastage of both public and private land and investments. Mexico City has now converted their parking minimums into a parking maximum. This would change the high levels of mandated parking into the maximum allowed amount of parking, allowing developers to provide lower amounts of parking. Parking maximums are more effective because they ensure that excessive parking is not created based on norms, and developers can choose to provide less parking according to market demand. Any parking above 50 percent of the maximum would be charged and the revenues from this fee would be used to improve public transport and subsidise housing.
Across our cities, free parking is viewed as a right by motorists, leading to a reluctance by city authorities and private developers to charge the full cost of parking onto motorists. It is strange that most people are outraged at having to pay for parking, while showing no surprise on hearing the cost of property in commercial and residential areas. Why should the cost of land for parking not be the same as commercial or residential rental value in a locality? Charging people for parking would discourage personal motor vehicle use, shift to alternative modes and ensure that they pay for the valuable public space they use up for parking.
As the judgment rightly observed, a primary cause for our current situation has been the failure of our governments to provide adequate good quality public transport. While enforcing the new Motor Vehicles act and creating efficient parking management systems are much needed steps, they will fail to achieve their goals without the support of an efficient public transportation system and last mile connectivity.
The judgment is a great start to a national level discussion on parking. Delhi has notified the Delhi Maintenance and Management of Parking Places Rules 2019 which aims to dramatically change parking in Delhi. The policy contains provisions to formulate hundreds of area-specific parking plans which will be developed in an exhaustive exercise over the next four months. Bengaluru and Hyderabad have also attempted to implement parking policies. Cities like Shimla and Gangtok have already created and approved city-wide parking policies. Chennai is also on the way to implementing a parking management system across the city.
Efficient parking management can be an effective way to ensure better streets and cities. Removing parking minimums and charging people for parking are important and necessary steps that can help cities to effectively manage the demand for parking. The judgment is a good starting point and Indian cities have already started taking the first steps towards this future.
Written by Keshav Suryanarayanan
Technical Direction: Vishnu Mohanakumar, AV Venugopal, Aswathy Dilip
The path to urban development is laid with good intentions but the one paved for sustainable development is full of good work.
A take on the age-old proverb, this is exactly the ethos that the ITDP India Programme has persevered for, while mobilising the landscape of India’s transport system. This effort, to infuse the principles of equality and sustainability to the core of urban mobility, was taken up a notch in 2018.
The year marked the India Programme’s two decades of catalysing change in over a third of urban India. In this pursuit, of creating better streets, better cities, and better lives, the ITDP India Programme registered some major wins and here are some of the notable achievements in 2018:
The path to reimagine Indian cities from the perspective of equitability, livability, and sustainability is full of good work and ITDP India Programme is all set for the long haul.
In the 1970s when Joni Mitchell crooned “Big Yellow Taxi”, not many realised the clairvoyance and the forewarning that the song’s lyrics expressed. Though every bit of the lyric has its own essence and social messaging, the starting couplet is resounding. The verse—“They paved paradise, And put up a parking lot”—held a mirror up to society, and here we are four decades later, perplexed and baffled as to how we got here.
Automobiles are the scourge that drive up emission levels and other environmental issues, yet their numbers continue to rise unabashed. As per a report by the Centre for Science and Environment (Delhi), it took India 60 years (1951-2008) to cross the mark of 105 million registered vehicles. The same number of vehicles were added in a mere six years (2009 – 2015) thereafter!
But when you throw ill-conceived parking systems into this mix, it is like taking gasoline to a firefight. The backlash of this self-inflicted problem is found in every nook and corner of our cities, in all sorts of positions (angular, parallel, perpendicular) and scales (on-street, multi-level, automated).
In India, the conversation surrounding parking management is kindled every now and then, only to be impounded with plans of creating more parking spaces. Or even worse, buried six-foot deep with a parking lot as a symbolical headstone. Irony at its best.
So, why is it that dialogues on parking and its management generate public ire, whereas implausible measures—such as unchecked on-street free parking and multi-level parking—venerated. The answer lies in the psyche of vehicle owners and commuters in general, who lay fodder to a whole bunch of myths regarding parking management.
Now, what are these myths and how do the arguments hold; well, not as solid as the ground their vehicles are parked on.
Let’s deduce this argument with the adage, “Your liberty to swing your fist ends just where my nose begins”. A citizen has the liberty to own a vehicle, but it doesn’t entitle them to occupy a public space of their fancy. Furthermore, no text, context, and subtext of a right allows for the infringement of someone else’s right. Whereas, parking poses as an obstruction for someone to use that common public space from walking or cycling.
Clearly, parking is not a right or an entitlement, but a privilege which needs to be charged and heavily at that. A parking fee must be charged proportional to demand, factoring in criteria such as location, time of day, duration of parking, and category of vehicle (defined by size and type).
Take the case of Ranchi, where a pilot parking management project on the arterial MG Road stretch led to a 12-fold increase in parking revenue. Even the state of Jharkhand, spurred by the revenue spike at Ranchi’s pilot parking management project, invested efforts to regulate parking as a statewide policy. According to reports, Greater Chennai Corporation stands to gain Rs 55 crore per year in revenue from the pricing of about 12,000 ECS (equivalent car spaces) of parking in Chennai: a whopping 110 times increase in revenue from what it presently earns.
Cities can innovatively use parking revenue to encourage sustainable modes of transport. For example, Bicing—the public cycle-sharing program in Barcelona—is financed by its parking revenue. London’s Freedom Pass, which allows elderly (60+) and disabled residents to use public transport for free, is funded by the parking fees collected in many boroughs. You can find more about these cases and other best practices in ITDP’s publication, Europe’s Parking U-Turn: From Accommodation to Regulation.
As per Dalia Research, the average global commute time per workday is 1 hour 9 minutes, India’s commute estimate hovers around 1 hour 31 minutes. That figure helps us to the third spot in the global list, behind only Israel and the UAE. So does the solution of offering more parking space offer a concession on congestion, the answer is and has always been in the negative.
An analogy often used while talking about urban commute is “Travel time was so much lesser when there were lesser vehicle!”. Hence, parking is to private vehicles, what flame is to moths. More parking only begets more private vehicles to hit the road.
An excessive supply of parking will only encourage people to use personal motor vehicles—even when good public transport is available. Cities, therefore, need to limit total parking supply, including off-street and on-street parking. Based on the capacity of the road network, cities must set caps on the total quantum of parking available in each zone.
Most cities invest in developing multi-level car parks to resolve parking woes. But examples, from across the world and India, clearly indicate that it is a myopic attempt. Over time such infrastructures only turn into ‘big white elephants’.
Take the example of Bengaluru’s 11 multi-storeyed parking complexes—Bengaluru Metropolitan Transport Company (BMTC) owns nine and the Bruhat Bengaluru Mahanagara Palike (BBMP) owns two. According to a Bangalore Mirror report, these “ghost storey” parking lots barely have 20-30% occupancy, reason being parking on roads or pavements is easier, since it is free and the safer.
“Multi-level car parking doesn’t solve parking woes, better on-street management does. Multi-level parking structures remain empty while people continue to park on the streets as long as it remains free and unenforced,” said Shreya Gadepalli, ITDP India Programme Lead. Thus, cities must manage and enforce on-street parking effectively before building any off-street parking facilities, public, or private.
In 2009, Janette Sadik-Khan, the then transportation commissioner of New York City, envisioned Times Square to be a car-free zone. That is, the hub would be less of a conduit for vehicles and an urban space where people could freely walk, sightsee, dine, and take in the magnanimity that is New York. Though there were initial reservations, the results were quite remarkable and by 2010 the changes were made permanent. Citylab reported that “business for merchants in the area was booming, and travel times for cars actually went down”.
There are plenty of such examples be it Hong Kong—where demand for commercial establishments rose post pedestrianisation, Copenhagen—a pilot pedestrian project from 1962 has since reclaimed 100,000 sq.m of motorised transit. Here in India, the Mall Road in Shimla, Temple Street in Madurai, and Heritage Street in Amritsar are examples of how reinventing urban design to focus on pedestrianisation does not affect commercial establishment as feared.
People over parking: regulations allows better streets, better cities, better lives
In conclusion, the need of the hour is to regulate parking, not to take it off the table. Policies which focus on parking management not only help in easing congestion, emissions, and travel time, but also are a feasible revenue generation model for a city. A robust management system clearly defines parking zones, pegs user fee to demand, and uses an IT-based mechanism for information, payment, and enforcement—discussed at length in ITDP’s Parking Basics.
The conversation revolving around parking management has been catching up, with ITDP India Programme offering plausible solutions to cities. Leading the conversation is Pune, which is on the verge of implementing a parking management policy—a demand-based parking system that smoothens traffic movement.
Multiple studies allude that personal cars and two-wheelers occupy most of our street space, yet serve less than a fourth of all trips. They also sit idle for 95 per cent of the time—consuming over a third of street space that could be used more effectively as footpaths, cycle tracks, and bus rapid transit (BRT). The discourse over urban mobility shouldn’t revolve around parking, rather the onus must be on transit-oriented development. Wherein, last-mile connectivity and rapid system of transit ensure movement of people and not just vehicles. As cities evolve, there is an urgent need to step away from an oblivious “man proposes and parking disposes” mentality.
More resources from ITDP on parking management and reforms:
If life is a theatre, then commuting on Indian urban roads is a Greek tragedy that unfolds daily. Jostling for space, dashing to beat a signal or tip-toeing around oncoming traffic, all these are daily reminders of how desperately the Indian transport system needs an overhaul. According to a Boston Consulting Group survey, a commuter in Mumbai spends 135% more time in road travel than any other Asian city.
Yet, our current vehicle-centric transportation planning only adds more vehicles on roads. And beating congestion by adding more roads is a battle that no city has won. It isn’t just the rapid increase in congestion, traffic snarls or travel time, but also the subsequent rise of pollution and road accidents that hamper quality of life in our cities.
“Every rupee spent by a city on public transport boosts its economy by four rupees!” said Mr Khatua, Director of Mumbai Technical Support Unit, at a workshop on the Maharashtra State Urban Transport Policy. Succinctly put, the senior officer magnifies the need of the hour: sustainable public transport systems.
Closely looking at Maharashtra’s urban population, it is expected to increase by a whopping 30% in the next decade and by another 50% in the years to follow. Going by the present-day scenario of urban commute in the state, the future seems too hazy. To counter these issues, the Urban Development Department of the state has drafted and published the Maharashtra Urban Mobility Policy.
With sustainability at its core, the policy looks to develop transport systems in accordance. So efforts will be concentrated on urban transit systems which reduces burden on resources and most importantly, offers an equal space to every commuter. Hence, facilitating walking, cycling and usage of public transport.
In 2006, the National Urban Transport Policy (NUTP) was laid out as a guidance for transportation planning in Indian cities. It prioritized the movement of people and not vehicles in cities, emphasizing on adequate road space for sustainable transport modes, such as walking, cycling and public transport. However, the NUTP mostly existed as a term of reference on papers.
You may ask, so why bring it up now? Well, Maharashtra is taking strides to plug this gap, making it the first state to define its own transportation policy. This further ensures that its urban transportation projects are consistent with NUTP. In June 2017, the Urban Development Department released a draft of the policy. To ensure transparency and insight on feasibility the process was participatory, taking into consideration comments and suggestions of citizens and officials from various cities.
Consultation with Pune Municipal Corporation
Consultation with Nashik Municipal Corporation
In all of this the ITDP India Programme provided technical guidance to the Urban Development Department, and the department is now in the last stages of finalizing the draft.
Applicable to all urban areas of the state, the policy envisions transport modes which are safe, reliable, sustainable and accessible for citizen from all walks of life. Additionally, focusing on women’s safety.
The key objectives that the policy will enforce upon cities are:
· Safety and convenience offered to pedestrians, cyclists and public transport users.
· Reducing usage of personal vehicles
· Our transportation infrastructure must be is universally accessible
· Road fatalities should be drastically reduced
· Ambient air quality should meet or exceed Central Pollution Control Board norms
All this is easier said than done, of course. Hence, the policy offers tangible metrics for infrastructure implementation, followed up with support and training provided by the state government.
The policy also helps to detangle the bureaucratic red-tape and ensures a coherent approach is in store. Cities with a population of 10 lakh or more are expected to establish a Unified Metropolitan Transport Authority and an Urban Transport Fund to manage financial resources for all transportation projects. This will ensure that each agency works in coordination and follows an identical vision.
In conclusion, the policy offers a glimmer of hope; and we say glimmer because there are still many a miles to go and stretches to be reclaimed for equal distribution. But this clearly is a step in the right direction which will impact and influence other states to follow suit. In essence, Maharashtra has shown its wherewithal to get with the times and be the trailblazer that leads by example.
It was back in 1998 that ITDP began its engagements in India, inspired by Mahatma Gandhi’s words, “Be the change that you wish to see in the world.” What started as one woman’s journey to change the dystopian path our cities were drifting towards has transformed into a formidable force of young, passionate visionaries who strive to bring back life in a place we call home. Today, ITDP celebrates two decades of action on the ground, catalysing tangible transformation at scale in over a third of urban India.
Transportation is the focus of many pressing issues facing the world today—decisions about whether to build highways or bus corridors have a great impact on our health and our planet. For this reason, ITDP has worked with over 18 Indian cities to reduce the human impact of transport choices: ensuring cities put people before cars, all citizens can walk and cycle safety, and jobs and services are a bus ride away. Through the dedicated efforts of our team and a strategic approach towards sustainable transport, ITDP India programme has impacted the lives of millions for the past 20 years.
The journey in India began in Agra. The vision to develop a modern cycle rickshaw to counter the growing threats of motor vehicular pollution, gave way to the India Cycle Rickshaw Improvement Project. What started off as five prototypes has become sustainably embedded as the standard design in cities across North India. Today, around half a million of these modern cycle rickshaws serve 4-5 million zero-carbon trips daily and offer dignified livelihood to over a million people, transforming the lives of their families as well.
ITDP realised the need to transform the quality and availability of public transport in Indian cities. Since 2003, the India Programme evangelised the idea of the Bus Rapid Transit (popularly known as BRT) to transform mediocre bus services into high-quality mass transit.
Ahmedabad, Gujarat’s largest city, welcomed ITDP to reimagine bus transit in 2005. Our partnership with Environment Planning Collaborative, and thereafter with CEPT University and the Ahmedabad Municipal Corporation resulted in the launch of Janmarg (in 2009)—India’s first high quality BRT system that expands to a network of 87 km. Janmarg has inspired many cities in India, and with guidance from ITDP, five cities have created 200 km of high-quality BRT to date.
In 2009, the India Programme revolutionised the way people perceived streets in India. Safe, child-friendly streets are not just a mirage of the past, but can be a beautiful reality even today. Ahmedabad was the first city in India to host Car-Free Sundays in collaboration with ITDP, Riverside School and other partners. The initiative allowed citizens to experience the freedom of walking and cycling on safer car-free streets. The success enabled expansion to Tamil Nadu and Maharashtra to raise awareness and transform their streets into places we all dream of everyday.
ITDP India Programme initiated collaboration with Chennai City Connect in 2009 to improve cycling and walking conditions across the city. Change isn’t easy in cities where the car is a symbol for status. But within five years of ITDP’s engagement with the city, Chennai took the bold move of adopting the Non Motorised Transport (NMT) Policy—first in India.
The policy mandates that a minimum of 60 percent of of transport funding to create and maintain walking and cycling infrastructure in the city. Having retrofitted over 50 km of walkable streets over the years, Chennai has initiated the next phase of redesigning an additional 50 km of street network. Chennai’s policy has inspired many national and international cities—from Chandigarh to Nairobi—to adopt similar policies. The comprehensive approach undertaken by Chennai, was awarded the Sustainia Award in 2015.
Since 2013, the India Programme has worked with the smaller cities of Tamil Nadu – Coimbatore, Trichy, Tirupur, Salem, and Madurai. In Coimbatore, the Namma Kovai Namakke (Our Coimbatore Ourselves) campaign, initiated by ITDP, sparked citizen demand for better pedestrian facilities. Coimbatore was the first city in Tamil Nadu to host Car-Free Sundays, that inspired Chennai and Madurai to do the same. The city also adopted The Coimbatore Street Design and Management Policy that aims to increase walking, cycling and public transport use. In light of Coimbatore’s vision to improve people-mobility, the city has planned a 30 km-network of walking and cycling paths to connect the city’s major lakes, in line with the guiding Policy.
The India programme began its engagements in Maharashtra in 2009, first with the Municipal Corporations of Pune and Pimpri-Chinchwad, and thereafter in Nashik and Aurangabad. Today, Pune is the epitome of a smart Indian city. Pune launched 40 kms of the Rainbow BRT in 2015, with an additional 45 km in the pipeline. The city adopted the Urban Street Design Guidelines and plans to redesign 100 km of streets based on the world-class standards set by the transformation of JM Road and DP Road pilot project.
While Pune has taken the first steps towards developing a people-centric city, the next challenge is to address the encroachment onto footpaths by parked vehicles. As a result, Pune adopted the Public Parking Policy to regulate parking, in 2018. The Policy aims to manage on-street parking through an efficient paid parking system but exempts bicycle parking from any charges. Pune realises that encouraging cycling reduces CO2, improves commuters’ health and increases retail visibility. As a result, the city plans to implement a dockless Public Bicycle Sharing system of 13,100 cycle, under the city’s Bicycle Plan. Yes, the city has worked wonders. Pune, Chennai, and Coimbatore – all cities ITDP assisted, were selected in the first round of the national government’s Smart City Mission.
In 2013, the India programme also expanded to Ranchi, the capital of the state of Jharkhand. Local conditions were unfavourable to support sustainable transport; thus, ITDP initiated collaboration with local civil society groups, educational institutions and trade associations that formed the Ranchi Mobility Partnership. Ranchi’s Mobility for All action plan prepared by ITDP, with input from the partners, provided a detailed roadmap of transport solutions for local conditions.
The action plan inspired the city to take responsibility of overseeing operations of 100 new buses, and an additional 300 buses in the due course—an applaudable move for a city that had fewer than 30 buses. The plan also identified a cycle network to improve access to public transport; as a result, the city is in the midst of constructing the state’s first Bicycle Sharing system comprising of 1200 cycles.
Onward and upward, Ranchi’s Parking Policy has inspired other cities in the state, like Jamshedpur, to manage on-street parking. The State too realised the chaos caused by unregulated parking and thereafter adopted the Jharkhand Parking Regulations—first in India. Jharkhand is also the first state to endorse the Transit Oriented Development Policy that was prepared in consultation with ITDP India.
On account of leveraging the sustainable transport agenda at the national level, the India expanded to the country’s capital, Delhi, in 2016. This gave rise to the policy brief on Women and Transport in collaboration with Safetipin and UN Women. Women represent the largest share of public transport users, yet they face many barriers that limit their mobility such as safety, comfort, convenience and affordability. Empowering women in transport enables them to participate in workforce, thereby creating a societal shift to transform the entire world economy.
The India Programme’s capacity development work, through training workshops and study tours, has been imperative to the success of its projects and policy. The India Programme has trained over 1000 government officials and other stakeholders. Over the years, our knowledge products have not only been used for best practise references, but also endorsed by the government – for example, the National Guidelines for Public Bicycle-sharing for the Ministry of Urban Development, and Street Design and BRT Guidelines for the Indian Roads Congress (IRC).
Since 1998, ITDPs’ agenda of improving the quality of life of citizens through equitable and sustainable transport has only magnified in momentum over time. Times have evolved, but our dream remains the same. Take a moment and imagine a 2050: will we design a future where we continue to get trapped in endless traffic while pollution destroys the city, and infrastructure fails to deliver? Or, will we live in ‘smart cities’ where people can zip around town, connected with walking and cycling boulevards and world-class rapid transit. The choice is yours; we chose the latter.
P.S. Dear Mahatma Gandhiji, we are being the change we wish to see in the world today. And, we have been doing it successfully for the past 20 years in India!
“Congratulations to Pune on taking this important step! If the going gets tough, always remember WHY the streets need parking management. The fees, the enforcement and the well-designed parking spaces are needed to make sure that parking happens in an orderly way, only in the right places and that it is almost never too full (so newcomers can find a space to park).” Dr. Paul Barter, Urban transport researcher, policy advisor and trainer.
The renowned parking policy expert’s words ring true: making streets inclusive and people-friendly is one of the biggest challenges cities face today, and a key part of the puzzle lies in a system we mistakenly take for granted: parking. In a laudable move, Pune Metropolitan Corporation (also known as PMC) has approved a public parking policy that aims to manage on-street parking through an efficient paid parking system. Ultimately, it will shift people from private vehicles toward sustainable modes such as walking, cycling and using public transport.
PMC heralds a new era of travel demand management by regulating on-street parking. ITDP provided technical expertise to draft the Policy. The Policy introduces an efficient paid parking system, an intelligent transportation system that facilitates payment, and the creation of a management cell that oversees implementation. The outcome – a demand-based parking system that smoothens traffic movement – is avant-garde in India.
DP Road, Aundh is an example of street design that includes clear parking spots
It’s widely known that private vehicles are voracious consumers of space because they require a parking spot at each leg of a journey- at home, at the market, and at the office. Streets are crowded with parked vehicles that block traffic and turn walkways into obstacle courses for pedestrians. A parking policy is needed to ensure that the frustration and hassle of parking is addressed sustainably and efficiently.
The policy proposes to regulate on-street parking by clearly demarcating legal and restricted parking spaces, in accordance to Pune’s Urban Street Design Guidelines. The street design guide, which was adopted by the city in 2016, sets standards for designing street elements and provides a collection of street design templates catering to the needs of all road users.
The policy proposes clearly demarcating legal and restricted parking spaces
According to the policy, parking rates will be determined across the city for both on-street and off-street parking, depending on location, time and type of vehicles. Pune’s parking policy has determined parking fees based on vehicle dimensions, parking demand at particular locations, time (peak or off-peak hours), and occupancy to enable a fair fee structure. Revenue from parking fees can help fund further improvement in public transport and parking management.
The Policy aims to be proactive in ensuring that parking information is available to commuters through various means (such as real time digital displays, smartphone apps etc.) to reduce redundant trips for hunting parking spaces. In a move to promote cycling as an affordable and sustainable mode of transport, the policy exempts bicycle parking from any charge. Exemptions are also extended to daytime ambulances, special-aid vehicles and paratransit parked in designated lots.
Once implemented, the policy promises efficiency to travel demand management in the city. As a significant step towards holistic and sustainable urban transport planning, parking management can help Pune become a ‘world-class’ city!