[email protected] 416.979.5000, ext. 2480 TRANSPORT-LAND USE LINKAGES COMPARISONS BETWEEN WESTERN AND ASIAN COUNTRIES Ted Rogers School of Management

[email protected], ext. 2480

TRANSPORT-LAND USE LINKAGES COMPARISONS BETWEEN WESTERN AND ASIAN COUNTRIES

Ted Rogers School of Management

Ryerson University, TorontoMurtaza Haider

© Murtaza Haider, 2014

The birth of an idea

World Urban Forum in Vancouver, 2006 Arif Hassan, Nasir Javed, Nazeer Ahmad

Wattoo The birth of an idea

Pakistan Urban Forum First forum in Lahore, 2011 Second forum in Karachi, 2014 Third forum in Peshawar, 2015/16


A summary of main arguments

Density is in the eye of the beholder Density gradients differ between East and West

Is it high density or high concentration of land uses that matter? South Asian cities are denser than those in the West, but lack

hubs Diminishing returns to density

Western narrative about density misses diminishing returns

Transport – land use are linked Transport land use transport land use …

Public transit use and development densities are linked High density leads to high transit use

Transport planning imperatives


DENSE AND DENSIBILITY!


Pop

ula

tion

Den

sit

ies

http://sapiens.revues.org/914Source: Adapted from Bertaud,

2003.


Low Density in Asia?

City Definition Population Area (km²)Population density (/km²)

Dhaka City Corporation 8,906,039 302.92 29,401Kolkata Municipal Corporation 4,486,679 200.7 24,252Shenyang Core districts 3,717,098 166 22,392Mumbai Municipal Corporation 12,478,447 603 20,694Manila Metropolitan 11,855,975 619.5 19,137Karachi City District 13,969,284 734 19,032Seoul Special City 10,442,426 605.21 17,254Jakarta Special capital district 9,761,407 664.12 14,698Tokyo 23 Special Wards 8,967,665 617.18 14,400Surat Municipal Corporation 4,462,002 326.515 13,666Kabul City proper 3,289,000 275 11,960Bangalore Municipal Corporation 8,425,970 709.5 11,876Ahmedabad Municipal Corporation 5,570,585 475 11,727Chengdu City core 4,741,929 421 11,260Chennai Municipal Corporation 4,681,087 426 10988Hyderabad Municipal Corporation 6,809,970 621.48 10,958New York City City proper 8,336,697 783.7 10,637Tehran City proper 8,244,535 760 10,359Lima Core districts 7,659,521 804.38 9,522Algiers City proper 3,415,811 363 9,400Casablanca City proper 3,427,000 386 8,878

© Murtaza Haider, 2014Density is in the eye of the

beholder

Rank City / Urban area Country PopulationLand area (in sq. km.)

Density (people per sqKm)

1 Mumbai India 14,350,000 484 29,6502 Kolkata India 12,700,000 531 23,9003 Karachi Pakistan 9,800,000 518 18,9004 Lagos Nigeria 13,400,000 738 18,1505 Shenzhen China 8,000,000 466 17,1506 Seoul/Incheon South Korea 17,500,000 1,049 16,7007 Taipei Taiwan 5,700,000 376 15,2008 Chennai India 5,950,000 414 14,3509 Bogota Colombia 7,000,000 518 13,500

10 Shanghai China 10,000,000 746 13,40011 Lima Peru 7,000,000 596 11,75012 Beijing China 8,614,000 748 11,50013 Delhi India 14,300,000 1,295 11,05014 Kinshasa Congo 5,000,000 469 10,65015 Manila Philippines 14,750,000 1,399 10,55016 Tehran Iran 7,250,000 686 10,550

114 New York USA 17,800,000 8,683 2,050

http://www.citymayors.com/statistics/largest-cities-density-125.html


Residential population densities

Source: Bertaud, 2001.


TRANSPORT-LAND USE IN THE WESTERN CONTEXT


Urban spatial structure, the Western construct


Transport-land use interaction

Transport

Land use

© Murtaza Haider, 2014Residential pop densities and

transit

Bertaud and Malpezzi, 2003.


Density and gasoline consumption

P Newman, JR Kenworthy, 1989


Urban transport mode splits

Source: Kenworthy & Laube, 2002.


Montreal, 1996 pop densities

© Murtaza Haider, 2014Transit and density linkage in

Montreal


THE SOUTH ASIAN CONTEXT


Mumbai Population Density


Rawalpindi population density


Karachi, spatial footprint


Karachi land uses

Residential > 50%

Economic < 20%


Lahore, urban footprint

http://lsecities.net/media/objects/articles/measuring-the-human-urban-footprint/en-gb/


Lahore’s urbanization, then



Lahore’s urbanization, and now



LAND USE – TRANSPORT THEORETICAL CONSTRUCT

© Murtaza Haider, 2014Transport demand is derived

demand


Spatial structure topologies

© Murtaza Haider, 2014A necessary condition for transit

viability

© Murtaza Haider, 2014What about the employment

densities?


The East-side story

High-density corridors, not hubs No downtowns Subways or higher order rail not feasible High-capacity bus system better Exclusive right of way for transit on

corridors Signal priority in mixed traffic for transit Freeways to deal with high demand for

higher automobile throughput


Motorways in the City: Toronto


The diminishing returns to density

Diminishing returns is the decrease in the marginal (per-unit) output of a production process as the amount of a single factor of production is increased, while the amounts of all other factors of production remain constant.

Can too much density be bad?


Different implications of density

Density

Transi

t A

fford

ab

ility

South Asian cities

Density

Transi

t R

iders

hip

Western cities


Diminishing returns

Density

Qualit

y o

f lif

e

© Murtaza Haider, 2014Transport planning imperatives for

Pakistan


Conclusions

Transit-land use are linked The relationship differs in the East and the West Diminishing returns: moderation in everything,

even in moderation Integrated transport-land use planning needed

Linking transit development with land use development

Plan networks not corridors Do not miss the link between high density and

low-incomes Exclusive right of way for transit and

automobiles

Documents

[email protected] 416.979.5000, ext. 2480 TRANSPORT-LAND USE LINKAGES COMPARISONS BETWEEN WESTERN AND ASIAN COUNTRIES Ted Rogers School of Management