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Landuse / Economic Impacts of BRT Ahmedabad
Prof. H.M. Shivanand Swamy ExecuCve Director
Centre of Excellence in Urban Transport, CEPT University
29th September -‐ 01st October 2014
SAVE THE DATES
UNESCAP 2 Asia BRTS
Regional MeeFng on Sustainable Transport 2014
Conference 2014
ConCnued Involvement of CEPT • PreparaFon of Detailed Project Report
• Planning and Design – (Network, Corridors, Bus
staFons, Workshop, depots, terminals, interchanges,
Traffic Engineering)
• OperaFons Planning and Management
• Intelligent Transport Systems plan
• Area Traffic Control System
• Vehicle Technology – Bus design and specificaFons
• Tender PreparaFon and EvaluaFon
• PreparaFon of Contract documents
• Branding, CommunicaFon and Public Outreach
Janmarg -‐ Ahmedabad BRT
SiClink -‐ Surat BRT
Hubli-‐Dharwad BRT
Indore BRT (StaFon & Corridor design)
Vadodara BRT (Feasibility study in
progress)
Bhuvaneswar BRTS (DPR approved)
Centre of Excellence in Urban Transport, CEPT, Ahmedabad
An IniCaCve of Ministry of Urban
Development, Government of India and Ahmedabad Municipal CorporaCon
Role of CEPT in Planning and Designing BRT systems across India
Centre of Excellence in Urban Transport, CEPT University, Ahmedabad
BRT DESIGN COMPONENTS Fast
C u s t o m e r
orientated
High-‐quality
Comfortable
Low-‐cost
Network • Networks – Not corridors • Connect AcCviCes, Low & Middle Income Areas Running ways • Segregated bus ways
Bus StaCons • Accessible, Comfortable staCons – Level boarding, External
TickeCng
Vehicles • Clean buses & modern technologies • Trained Driver
ITS & Fare Payment • Public InformaCon System (Next bus/Next stop) • External TickeCng, Smart Cards, AVL • AutomaCc TickeCng • Affordable Fare • Area Traffic Management for Bus Priority & Minimise wastage of
GREEN TIME
OperaCng Plan • Frequent, Reliable service • Closed System • OperaCons under Single Management Control
Centre of Excellence in Urban Transport, CEPT University, Ahmedabad
Janmarg – Ahmedabad BRT, Gujarat
Chandkheda
Narodavillage
Odhav
Bopal
Narol
Kalupur Rly. Stn.
Maninagar Rly. stn.
RanipSola RoB
Shivranjani Nehrunagar
AECNaroda
Soni nichaali
Ahmedabad Airport.
Naroda GIDC
OdhavIndustrial estate
VatvaIndustrial estate
GandhigramRly. stn
Sabarmati Rly. stn
Gujarat University
RTO
GeetaMandir
Danilimda
• 80 kms. Network operaFonal • 30 kms. Under ImplementaFon • 150000 passengers /day
Centre of Excellence in Urban Transport, CEPT University, Ahmedabad
Sitilink – Surat BRT, Gujarat
• BRT Bus staFon Prototype Completed • BRT Phase 1 -‐ 30.5 kms • BRT Phase 2 – 72 kms.
Centre of Excellence in Urban Transport, CEPT University, Ahmedabad
Hubli- Dharwad BRT, Karnataka
Detailed Feasibility Report prepared 22.25 kms. BRT planned in Phase 1 Infrastructure faciliCes development : 2 BRT depots / 2 BRT terminals / 2 NWKRTC terminal / 1 NWKRTC workshop / 1 NWKRTC depot
Centre of Excellence in Urban Transport, CEPT University, Ahmedabad
Indore BRT, Madhya Pradesh
Planned for Median Bus StaFons BRT corridor and JuncFon designs 11.3 kms. and 21 Bus staFons under construcFon High quality BRT bus staFon design
Centre of Excellence in Urban Transport, CEPT University, Ahmedabad
Vadodara BRT, Gujarat
Feasibility Study in Progress: • Reconnaissance survey • Landuse-‐ AcFvity study • Topographic survey
IdenFficaFon of BRT PotenFal network-‐ 53 kms.
• Phase 1 – 30 kms. • Phase 2 – 23 kms.
Centre of Excellence in Urban Transport, CEPT University, Ahmedabad
AHMEDABAD -‐ LANDUSE PLAN
Chandkheda
Naroda village
Odhav
Bopal
Narol
Kalupur Rly. Stn.
Maninagar Rly. stn.
Ranip Sola RoB
Shivranjani Nehrunagar
AEC Naroda
Soni ni chaali
Ahmedabad Airport.
Naroda GIDC
Odhav Industrial estate
Vatva Industrial estate
Gandhigram Rly. stn
SabarmaC Rly. stn
Gujarat University
RTO
Geeta Mandir
Danilimda Total BRT Corridor-‐ 80 Kms
BRT corridor operaConal – 86 kms.
Total no. of Bus staCons –127
Total Buses operaConal –160 (incl 61 AC buses)
Daily ridership – 1.45 Lakh
Delhi darwaja
Proposed Extensions upto Ring road
Ahmedabad Janmarg -‐ BRTS
6 million people 466 sq kms
BRT Lanes BRT BUS STATION MIXED TRAFFIC MIXED TRAFFIC CYCLE TRACKS CYCLE TRACKS
PEDESTRIAN PATHS
PEDESTRIAN PATHS
BRT Lanes
Equitable road-‐space distribuCon
Ahmedabad Janmarg -‐ Vision
Accessible Ahmedabad
REDESIGN THE CITY STRUCTURE AND TRANSPORT SYSTEM TOWARDS GREATER ACCESSIBILITY, EFFICIENT MOBILITY AND LOW(ER)
CARBON FUTURE
Integrated land use – transport strategies put together around BRTS
BRTS Strategies
• Network – Not Corridors
• Focus on • Urban Poor LocaSons, • Old City, • Closed TexSle Mill Land
• Provision for AddiSonal FSI (On sale)
Ahmedabad Janmarg -‐ Vision It is believed that rail based transit systems generate
significant landuse impacts/TOD.
It is also believed that bus based rapid transit systems fail to generate landuse impacts of significant scale!
Analysis at 3 levels
• Local StaSon influence area level – We compare regular transit and BRTS staSon area
• City Level Building starts Mapping • AcSvity locaSon analysis through Shi\-‐Share Analysis
BRTS Land Use Impacts
BRTS AMTS (Regular)
SHIVRANJANI
NAROL
SHYAMAL CROSS ROAD
ISANPUR
STUDY
ARE
A 1: SHIVR
ANJANI (BR
T) AND SH
YAMAL
CRO
SS ROAD
(AMTS)
SHIVRA
NJANI
SHYA
MAL CRO
SS ROAD
2006 2014
STUDY
ARE
A 1: SHIVR
ANJANI (BR
T) AND SH
YAMAL
CRO
SS ROAD
(AMTS)
Sr. No. Use Shivranjani
% Change (3-‐4)
Shyamal Cross Road
% Change (6-‐7)
2006 2014 2006 2014 1 Commercial 3260 12789 292.3 5554 12409 123.4
2 Community
Hall -‐-‐ -‐-‐ -‐-‐ 310 190 -‐38.7 3 EducaConal 2740 3590 31.0 1687 2736 62.2
4
Garden/Park/Green
Space 20010 38807 93.9 22280 29230 31.2
6 InsCtuCona
l -‐-‐ 3870 -‐-‐ 1313 2353 79.2 7 Mixed use 2720 3980 46.3 2246 4311 91.9 8 Open Space 195524 104434 -‐46.6 107920 43121 -‐60.0 9 Religious 841 1368 62.7 309 353 14.2
10 ResidenCal 147672 160945 9.0 165666 192196 16.0
11 ResidenCal (Slum) -‐-‐ -‐-‐ -‐-‐ 3850 3730 -‐3.1
12 UClity 510 510 0.0 130 188 44.6
STUDY
ARE
A 1: SHIVR
ANJANI (BR
T) AND SH
YAMAL
CRO
SS ROAD
(AMTS)
STUDY
ARE
A 1: SHIVR
ANJANI (BR
T) AND SH
YAMAL
CRO
SS ROAD
(AMTS)
• Boarding: 7813 • Alightment: 7463
• Trips – 1100 • ource: Ahmedabad Janmarg Limited)
• Surveys conducted at peak and off – peak
hours and total of 350 people interviewed
• People come as far as from 1.2 – 1.5 km to
access the service
• Boarding: 758 • Alightment: 622 • TRIPS/Day : 636
• (Source: Primary Survey and ObservaFon )
• Surveys conducted at peak and off – peak
hours and total of 120 people interviewed
• Max. distance travelled by people to access
the stop is 300 meters.
Land transformaFon Dudheshwar Delhi Darwaza BRTS Corridor
Janmarg -‐ Ahmedabad Bus Rapid Transit System
Buildings 2,70,029 New buildings aier 2006: 20,065 7.4% INCREASE
MAJOR NEW DEVELOPMENTS IN AHMEDABAD
Iskon-‐Bopal
Gota New SG
Motera Chandkheda Visat-‐Gandhinagar New CG
Dudheshwar-‐Delhi darwaja
Kalupur-‐Naroda
Sarangpur –Soni chali -‐ Odhav
Danilimda-‐Narol-‐Aslali
Changodar Bawla
Towards Sanand
Thakkarbapa nagar Krishnanagar Nikol
Science city road
New Maninagar Ghodasar
Commercial Prope
rty Va
lues
0
10000
20000
30000
40000
50000 2001 2003 2005 2007 2011
60-‐185% Commercial Land price hike Source: Jantri Rates
ESCALATION OF LAND VALUES
0
5000
10000
15000
20000
25000 2001 2003 2005 2007 2011
Reside
nCal Prope
rty Va
lues
50-‐105% ResidenCal Land price hike
2006 2011 Analysis of 6 – BRTS Corridor
2009 2014
Gurudwara BRT
Commercial Complex (Ravi Arcade) on Dudheshwar BRTS Corridor
Source: Google earth imagery
Commercial Complex (Ravi Arcade) on Dudheshwar BRTS Corridor
Gurudwara BRT
Gurudwara BRT
Commercial Complex (India Bulls) on Dudheshwar BRTS Corridor 2009 2014
Hanumanpura BRT
Source: Google earth imagery
Commercial Complex (India Bulls) on Dudheshwar BRTS Corridor
Hanumanpura BRT
Hanumanpura BRT
Hanumanpura BRT
Office Complex on Dudheshwar BRTS Corridor
2009 2014
Govt. Litho Press BRT
Source: Google earth imagery
Office Complex on Dudheshwar BRTS Corridor
Govt. Litho Press BRT
Commercial Complex on N.R.Patel Park to Juna Wadaj BRTS Corridor
Ramapir no Tekro BRT
2009 2014
Source: Google earth imagery
3. Economic AcFvity DistribuFon
Is a standard regional analysis method, it determines how much of regional job growth can be aributed to • the national trends • the unique regional factors. It takes the change of an economic variable over time, such as employment, and divides that change into various components. The region can be a town, city, county, statistical area, state.
Each regional change is decomposed into three components.
Growth is decomposed in to 3 parts 1. National growth effect: is the portion of the change aributed to the
total growth of the national economy. It equals the theoretical change in the regional variable had it increased by the same percentage as the national economy. à>>> CITY GROWTH EFFECT
2. Industry mix effect: is the portion of the change aributed to the performance of the speci$c economic industry. It is to be equal to the theoretical change in the regional variable had it increased by the same percentage as the industry nationwide, minus the national growth effect. (Proportional shift) à>>> INDUSTRY MIX EFFECT
3. Local share effect: is the portion of the change aributed to regional in%uences, and is the component of primary concern to regional analysts. It equals the actual change in the regional variable, minus the previous two effects. (Differential shift, Regional shift or Competitive share). à>>> ZONE/LOCAL AREA EFFECT
SHIFT - SHARE ANALYSIS – A Regional Analysis Tool
BRTS station with buffer
Ahmedabad Property Tax Wards Station Buffers – 250m Landuses in each of the wards & buffer areas was analysed 2006 -14
32
DATA:
YEAR
NON RESIDENTIAL -
units RESIDENTIAL -
units
% increase - NON
RESIDENTIAL % increase -
RESIDENTIAL Ratio of non-residential
to residential unit 2006-200
7 262008 806958
3.1 2007-200
8 263958 811118 1% 1% 3.1
2008-2009
255043 800380 -3% -1% 3.1 2009-201
0 277972 926307 9% 16% 3.3 2010-201
1 322831
1085558 16% 17% 3.4 2011-201
2 370476
1255342 15% 16% 3.4 2012-201
3 433787 1375964 17% 10% 3.2 2006-201
3 66% 71%
YEAR
AREA - NON RESIDENTIAL
(sqm)
AREA – RESIDENTIAL
(sqm) % increase - NON
RESIDENTIAL
% increase - RESIDENTIA
L Ratio of non-residential
to residential unit 2006-20
07 27350000 37624992
1.4 2007-20
08 26942495 37969079 -1% 1% 1.4
2008-2009
27229311 38041113 1% 0% 1.4 2009-20
10 29788928 38461073 9% 1% 1.3 2010-20
11 32953783 39486944 11% 3% 1.2
2011-2012 36208575 41841736
10% 6% 1.2 2012-20
13 38942921 42876223 8% 2% 1.1 2006-20
13 42% 14%
33
GROWTH IN RESIDENTIAL AND NON RESIDENTIAL PROPERTIES AND AREA IN THE CITY:
34
AVERAGE AREA INTENSITY OF NON-RESIDENTIAL AND RESIDENTIAL UNITS:
YEAR NON-RESIDENTIAL (sq m) RESIDENTIAL (sq m)
2006-2007 104.38 46.62
2009-2010 107.16 41.52
2012-2013 89.7 31.16
ECONOMIC DEVELOPMENT IMPACTS
OVERALL SHIFT SHARE ANALYSIS
What Next?
It is emperically proved that bus rapid transit systems generate significant landuse impacts Using this acSvely through policies is required -‐ Encourage TRANSIT OROENTED USES through Tax Measures -‐ -‐Property Title Regimes need reform -‐ Use of Terminal Area Development as TOD
29th September -‐ 01st October 2014
SAVE THE DATES
UNESCAP 2 Asia BRTS
Regional MeeFng on Sustainable Transport 2014
Conference 2014
BRTS objecCves and its achievements Encourage use of Public Transport
56% 27%
10%
7%
0% MODAL SHIFT
AMTS
PRIVATE VEHICLE
AUTO
SHARED AUTO
27% shim from Private vehicles (2W & 4W) 17% shim from IPT and Taxi services It is also idenFfied that 28% trips were generated because of BRTS connecFvity It is also observed 86% sample commuters owns private vehicle and sFll uses BRTS
Sample -‐ 1868
22%
14% 63%
1% DAILY USERS VEHICLE OWNERSHIP
HAVING 2W AND 4W BOTH
NOT HAVING 2W AND 4W
HAVING ONLY 2W
HAVING ONLY 4W
Sample -‐ 1626
BRTS objecCves and its achievements Encourage use of Public Transport
40%
60%
0% GENDER DISTRIBUTION
F
M
9%
44% 43%
4%
AGE DISTRIBUTION
BELOW 18
18-‐30
30-‐60
ABOVE 60
44%
25%
13%
10% 6%
2% 0%
OCCUPATION
SERVICE
STUDENT
HOUSEWIFE
BUSINESS
WORKER
OTHERS
36%
27%
18%
12%
5% 2% 0%
MONTHLY HOUSEHOLD INCOME
10,000-‐25,000 25,000-‐50,000 LESS THAN 10,000 50,000-‐75,000 75,000-‐1,00,000 GREATER THAN 1 LAKH
Sample -‐ 2599
BRTS objecCves and its achievements Improved accessibility of Public Transport
20.6% commuters have household are lower income group less than Rs 10,000 40.9% passengers are from lower middle income group 1.5% commuters from high income group are also witnessed The minimum fare is Rs 4 equivalent to fare of local bus service and marginally escalates thereaier with maximum of Rs 27.
0
100
200
300
400
500
600
700
LESS THAN 10,000 10,000-‐25,000 25,000-‐50,000 50,000-‐75,000 75,000-‐1,00,000 GREATER THAN 1 LAKH
INCOME GROUPS V/S DAILY USAGE
Sample -‐ 1626
Thank you