Академический Документы
Профессиональный Документы
Культура Документы
The number of people living in 5,161 Indian cities and towns in 2011 is 310 million. That is like cramming the entire population of America into 1/3 the place. In some Delhi 18 million areas of Mumbai, 101,066 people live in a square kilometer. In 2030 urban population will grow to 575 million and in 2045 it will grow to 800 million Indian has the 2nd largest urban system in the world. Every minute, 30 Indians leave rural India for it's cities. Estimates Ahmedabad predict that in the near future India will need 14 Delhis' or 18 Mum4 million bais' or 30 Bangalores. Every day traffic jams in Delhi alone Kolkata 16.2 million waste 3 million litres of fuel worth US$2.5 million. Indian metros generate 21,275 tonnes of waste every day. 60% of Mumbai 20.4 million the untreated sewage pollutes our rivers and oceans. Bangalore has 10,000 US $ millionaires and 1000 Hyderabad 6.3 million slums where 25% of it's population lives...
Bangalore 8.5 million
01 P R E FA CE I N TR O DU C TI O N
0 Preface Introduction
While 30% (328 million) of the Indian population is now living in urban areas, the urban growth will reach 473 million in 2021 and 820 million in 2051. As a world-wide phenomenon, the pace of urbanization which is directly correlated to the concentration of economic wealth and human resources in a physically limited space is generating an increase of motorized vehicles, overcrowded public transport, pollution and congestion. Balanced urban development is now an imperative and requires careful understanding and coordination. Interactions between economy, housing stock, social development, transportation systems, natural environment, must be well-integrated for the cities efficiency. This implies a radical change in the way one plans and forecasts the evolution of the city. All components of the city are now linked and only a systemic approach can guarantee the emergence of a broader and global development strategy. In most major Indian cities, population and economic growth have exceeded the capacity of organization and anticipation of urban amenities, particularly in terms of mobility, water supply, sanitation, electricity, waste management and environment. This situation is particularly exacerbated in the field of transportation. In the five major metropolises of India Delhi, Mumbai, Bangalore, Chennai, and Kolkata growth of motor vehicles has outpaced population growth! Nowadays, the most common strategic quandary of biggest cities is how to retain the economic benefits of city scale while limiting the deterioration of transport performance? Whatever are the heavy transport infrastructures (new roads, flyover, metro lines), they will not be efficient if they are disconnected from issues on urban functions (economical, residential, leisure, commercial...), urban density and urban renewal. Climate change, the need to reduce energy consumption and have access to renewable energy, correct water management, preservation - even gain of green
a llion
spaces, regulating the growth of social inequality, the growth of physical and social mobility, of humans, of materials, of products and informationAll these elements are pushing us to say that it is the metropolis that will yield the most efficient answers to these problems, on competitive, national and global levels. In this context, it is evident that small steps are no longer possible; an innovative and radical change is necessary. Innovation is a shift in perspective that requires time as well as clear and determined ideas. Soft Mobility: possibilities for an Indian reality was the first workshop organised by 7HighStreet think tank*, in the summer 2009, to understand and question one of the most important factor tied to the future of Indian cities and propose several fundamental shifts and new perspectives. During two weeks, a team of experts from various backgrounds (architects, urban planners & designers, philosopher, sociologists, designers, engineers) has worked extensively to collect data, interview people on their mobility patterns and analyse some iconic urban situations. This workshop didnt ended by a finished and highly detailed project, but more by a reflexion allowing identification and engagement in a dialogue concerning the priorities for a new phase of metropolitan development. A public exhibition was held, to communicate and disseminate ideas and perspectives developed during the workshop. This first collective initiative was the starting point of wider process of thoughts which aims to understand the relationship between mobility and planning, focusing on prevalent mobility patterns in the city with the logic of low carbon solutions. This booklet gathers all the information, data and perspectives collected during the first workshop and highlight the evolution of the process since then and the development of new research topics.
02 P R E FA CE I N TR O DU C TI O N
*7 High street think tank is a shared working space, a platform appropriated by INterland India / INLAB and Karun Kumbera, architects & urbanists. This space was primarily envisaged with the intention to create a ground for experimentation, production and diffusion, which op-erates beyond the realm of design, architecture and urbanism but also encompasses economy, sociology, urban anthropology, political sciences, engineering and visual research. www.7highstreet.com
Part 1. Factsheet
1 Automotive industry
- GDP share of automotive industry (2010) : 7%
13 million 50 billion - Vehicles sold in India in 2008 - 2009 : 11 million - of which exports : 1.5 million - Rank in the world production : 12 - Indian automotive industry turnover : 8.95 million US$) per day.
- People employed in the industry : - Size of auto and ancillary industry : US$ The automotive industry in the emerging countries is often used as a catalyst to create multiple small scale industry, employment and boost the international trade market.
03 FAC TS H E E T
10%
Germany has a fleet size that is 0.5x that of india Germany has 3.9x more cars than india Germany consumes 1.2x the amount of transport energy
than India. 90% of German transport sector is fueled by oil products,5% by combustible renewables+waste and 2% by electricity China has a fleet size that is 1.4x that of india.
China has 4.3x more cars than india. China consumes 3.4x the
amount of transport energy than India. 95% of chinese transport sector is fueled by oil products,1% by coal, 0.9% by combustible renewables+waste, 1% by electricity and 0.1% by natural gas.
0 4 FA C TS H E E T
America has a fleet size that is 2.8x that of india. America has 20x more cars than india. America consumes 13.3x the amount of tranport energy
than India. 94% of american transport sector is fueled by oil products, 4.8% by combustible renewables+waste, neg% by electricity and 2.4% by natural gas. 93% of indian transport sector is fueled by oil products, 0.3% by combustible renewables+waste, 2.2% by electricity and 4.2% by natural gas.
74/1000*.
motorisation rate is
[*Motorisation rate is the number of motor vehicles in a country per thousand inhabitants of the country. It includes all road motor vehicles (buses, freight, personal and commercial vehicles). The world bank describes the rate in India as 10 /1000 but the world bank does not include two wheelers. Two wheelers are an important mode of transport for a country like India. On a recalculation of motorisation rate including two wheelers, we achieve a rate of 74 / 1000]
This indicates a huge potential of growth domestically and it also indicates a huge opportunity to evaluate fuel diversity and modality diversity. In comparison, the motorisation rate in Germany 554/1000 and 838/1000 in the U.S.
is
Bangalore
The total number of motorized vehicles in the city on 31 December 2009 was 3 653 368. (RTO) Between 1991 and 2009, the population growth in the city stood at 94% whereas the motorized vehicles growth rate was 451 % in the same period !
Number of motor vehicles registered & kept in use in Bangalore city in 2009 (RTO)
2 wheelers Cars - 606 427 Trucks -129 312 3 wheelers - 105 630 Others - 68 843 Buses - 42164 Taxies - 31 879 Maxi Cab - 20 903 Tractors - 20 353 Trailers - 12 133
05 FA CT S H E E T
2 607 536
Jeeps - 8 188
Mode share in selected cities When a person is doing a trip in the city, which mode of transportation is he/she using ?
(Wilbur Smith Associates, 2008)
7% 8% 6% 14% 7 % 8% 4% 8%
17%
7% 5% 12% 7 % 6% 4% 11%
Public transport
Road network
Grade separator
Pedestrian facilities
Parking facilities
BTRAC
5%
5% 10% 10%
70%
1965
06 FA CT S H E E T
8% 4%
3% 25%
1998
60%
2009
Buses city ?
% OF TRIP
4810 BMTC Buses, Carrying 3.7 million passengers daily, Mayking 65,121 trips daily. 77 375 auto-rickshaws officially registered. Accident rate (%): - two wheelers riders : 31 % - pedestrians : 26% - pillions : 12% - cyclists : 8% In Bangalore, in 2009, 761 people died in a traffic accident caused by: - Motor cycle (17%), - Car (15%), - Lorry (14%), - BMTC buses (11%) 5 668 were injured, by : - car (28%) , - Motor cycle (24%), - Lorry (7%), - Tempo (7%), - BMTC buses (6%)
07 FA CT S H E E T
TERIs assessments in the slums did reveal that travel cost were an important issue or the poor who reportedly spend 15 to 25% of their household income on travel every month, which is a significant share.
km
15
25
3km/h
6km/h
15km/h
18km/h
20km/h
pedestrian
cyclist
bus autorickshaw
car
bike scooter
Comparison with : Paris : car = 15 km/hour ; cycle =17km/hour, bus=12km/hour, pedestrian= 5km/hour.
6.09 per Km, travels to an average length of 15 km, with an average speed of 15km/h.
Even a 5% reduction in traffic will increase vehicle speed by at least 10%
7 Congestion cost
Traffic congestion cost in Indian cities means a loss of
08 FA CT S H E E T
- at 10km/h (the peak hour speed average) a car spews 33g of carbon monoxide per km.
0 9 FAC TS H E E T
Congestion is not the problem,but a symptom of a bigger problem of poor urban planning and uncontrolled rates of motorisation
SUDHIR GHOTA
REDUCED PUBLIC SPENDING ON BUSES AND ROUTES TRANSPORT COST SUBSIDISED BY REDUCED HOUSE COST INCREASE OF PERSONAL AUTOMOBILES
MARGINALISATION OF PAVEMENTS/ CYCLE TRACKS INCREASE IN ROAD SURFACE ELEVATED HIGHWAYS/FLY OVERS
10 FA CT S H E E T
URBAN SPRAWL
CONGESTION
11 C H A NG I NG TH E MO B I LI TY PAR AD I G M
In the late 19th and early 20th century, the ideology behind many of the cities in the world, was guided by urban theories that linked notions of social progress, economic development and spatial concentration of information, human capital and wealth. Spatially, these functionalist and hygienists theories, led to the development of basics amenities: roads, communication networks, and city zones. Schematically during this phase, efforts were concentrated on city centers (business districts), functionally organised localities (residential, commercial) and connectivity through public transportation networks. Over time, these urban theories have been layered, and sometimes even replaced by economic theories of production of space as seen in the late 20th century. This layering and (or) replacement of urban theory runs parallel to the modifications seen in the structure of economy. Post War industrialisation and technological innovation formed the basis of cities in the 1960s with focus shifting from utopian forms to utopian systems of urban planning. Flexibility and organic were the buzz words. With the emergence of the economy of services in the 1980s, new proclaimed criteria of competition and attractive-
Some of the repercussions of the reactionary mode adopted by urban planning is seen in the ad-hoc land patterns, scale and cost of public amenities and inequalities of city geography. Centres or areas develop where growth has occurred, resulting in a consistent pattern of low-rise, low-density land use and urban sprawl. The scale and cost of urban and public services to public agencies has considerably increased. This period, marked primarily by a concern with flows and exchange, also symbolizes the progressive disconnection between the city (urban components), the individual (quality of life) and the natural ecosystem (natural replaced by the artificial). Population and economic growth have exceeded the capacity of organization and development of basic urban amenities (networks, publics equipments, public spaces, sewage and waste management). A large majority of cities have become fragmented, where both social and geographical barriers are reinforced: Medium income home ownership is found in midsuburban areas where private vehicles are the only form of mobility while low income neighbourhoods are situated as far as possible for the city core. The main output of this situation is a rapid and uncontrolled rate of motorization,
congestion and traffic jams and deterioration of the quality of life and environment, which contribute, to the weakening of the city in its ability to remain attractive. For public authorities, where vehicular growth has outpaced population growth, the big question is How to retain the economic benefits at the city scale while limiting the deterioration of transport performance and quality of life? In India, as well as in many countries in the world, authorities answered this question by quick-fix solutions (road widening, construction of flyover, ring road and satellite cities, promotion of investment corridors,...) to address the issue of congestion. The result is a paradoxical situation where urban sprawl feeds congestion, which in turn reinforces local decision makers in the idea of increasing the capacity of transport infrastructure! But congestion phenomenon can be summed up the following statement The more you provide, the more it seeks. This situation leads cities into a vicious circle, leading to offset the lack of public investment in urban planning through the development of huge infrastructure projects.
12 CH AN G IN G TH E MO B IL I TY PAR AD I G M
*Image from a government brochure shows a futuristic Bangalore whose mimetic ideal, the Singapore model, is depicted in images of the proposed airport: illuminated passenger lounges, high roofs, coffee shops with uniformed attendants, glittering outlets interspaced by palm trees (1996) Source : B. Salomon - Occupancy Urbanism : Ten Theses
--A strategy that combines spatial and energy efficiency, revitalisation of existing urban fabrics, integration of non-built spaces and ecosystems, development and encouragement of soft infrastructure, and emergence of strategic urban governance forms the basis of the ideology of contemporary urban ideology. Soft mobility is way to investigate contemporary urban mobility by looking at mobility through a lens of energy and ecology, infrastructure, spatial equality and democratisation of the city and economy along with the given fundamentals of optimisation and efficiency. Generic infrastructure has proved to be a single layer in the infrastructural spectrum in a city and not the only one, this is also the belief of authorities and businesses as the ubiquitousness of <<generic infrastructure>> does not meet demands of quality of life and economic attractiveness of the city. The past decade, has shown the collapse of planning solutions only based on transportation and infrastructure development plans. Hence it is time adopt a systematic and holistic approach to integrate all components of the city, and measuring the relevance of choices in the mid and long-term perspectives.
URBAN THEORIES
Hygienist Quality of life and reduction of urban sprawl and slums Hierarchy of street Ecient mobility
1898
1922
1908
1956
treet ity
1924
1932
Hong Kong
URBAN THEORIES
Megastructure: high density mixeduse partially non motorised
1953
1960
1964
1970
1967
2006
cable/track mod
15 C H A NG I NG TH E MO B I LI TY PAR AD I G M
1930
1920
Congestion is a problem
Solar energy!
1970
1980
1960
17 C H A NG I NG TH E MO B I LI TY PAR AD I G M
1940s 1960s
2010s
Amount of space required to transport the same number of passengers by car, bus or bicycle.
Every form of mobility has an optimum distance of travel. Multi modality mobility solutions in city allow for a realisation of that optimal distance. Cities have to be planned for multi modality mobility solutions.
18 C H A NG I NG TH E MO B I LI TY PAR AD I G M
PUBLIC TRANSPORT
SERVICES
19 C H A NG I NG TH E MO B I LI TY PAR AD I G M
DISABLED/ELDERLY
In this context, two hypotheses emerge: - Should we give priority to economically innovative activities which are developing on a global scale, without strong regulation of the important consequences this development could have on the lifestyles (generally speaking) of the inhabitants of the city? - Or on the contrary, should we imagine that it is the improvement of spatial, social, and environmental factors that will engender innovative activities, creating new, better working conditions? Our idea is that the second hypothesis, even if it doesnt reflect collective trends, is more interesting and fertile. We are convinced that before the lifestyles and per-
formances of the residents can improve, there must first be an environmental, infrastructural, and urban reconstruction. In this context, the demand for growth in mobility must not be looked at negatively and condemned. Strong mobility is indispensable for an open and democratic society. All individuals should be free to travel in sanitary conditions, in good time, all over the city. But the main shift in this strategy is to reduce the use of individual motorized transport within the metropolis. This implies the construction of a new geography of central urban spaces as well as open natural spaces (using multiple tools for urban renewal), by developing a grid on all scales to guarantee the most isochronous permeability and accessibility. In a prospective view, the urban fabric must become permeable, connected and accessible, in order for the city to adapt to the rising need for renewable energy, to evolving lifestyles, and to the amalgamation of diverse activities. The emergence of an urban form of soft mobility, will be capable of structuring projects on a local scale, and within a strategy on a metropolitan scale. To guarantee this scaled permeability and articulation, soft mobility networks must be developed
using and optimizing the already existing networks (railway, public transportation lines, pedestrian walkways, street networks) and integrated into the citys elements (public spaces, poles of administration, commerce, and leisure). This network must be organized by interconnection hubs. These spaces must manage flow, interconnections, and become significant poles in themselvesfundamental points which make the agglomeration more easily decipherable.
valleys
21 C H A NG I NG TH E MO B I LI TY PAR AD I G M
road network
non-participatory lands
Ulsoor lake
Belandur lake
PALACE GROUND 568 acres 3 47 31 182ft 5x Race course 7x Bangalore Gulf Strenghts / transport connectivity (road and railway track) / availability of the land / already uses as an entertainement and cultural place / closeness with Cubbon Park Objectives / develop and consolidate the area as an entertainment and cultural hub / create a leisure corridor related with Cubbon Park Potential program : Metropolitan equipment / exhibition center / housing / entertainment park / public park
Ulsoor lake
MILITARY LANDS 372 acres 1 62 04 190 ft Strenghts / transport connectivity (road and railway track) / closeness with Palace ground Objectives / imagine the evolution of the military lands in a prospective approach / develop a urban renewal project to limit urban sprawl / optimise the location of the urban transport system to increase density of these lands Potential program : Housing / pedestrian and cycle path / park
MILITARY LANDS 2 320 acres 10 01 05 840 ft 23 x Cubbon Park 50 x Infosys Campus Strenghts / close to central Bangalore and Ulsoor Lake / transport connectivity (road and railway track) Objectives / imagine the evolution of the military lands in a prospective approach / develop a urban renewal project to limit urban sprawl / optimise the location of the urban transport system to increase density of these lands Potential program : Housing / military offices / commercial and high tech use / pedestrian and cycle path / park
Ulsoor lake
Ulsoor lake
Railway tracks : 130 km Drain network : 570 km Soft Mobility along the railway tracks: the railway is currently an important urban divider. It constitutes a physical delineation between localities. The main challenge of this process is to re-appropriate the railway as a system to implement soft mobility infrastructure and to generate urbanity. It is structurally reconfigured (elevated, trench, underground) and especially in its width (crossover devices, managed public spaces) Soft mobility and drain network: In the short-term perspective, the waste and sewage managment must be reconsidered. This is a sanitation and environmental obligation. Within this proposal, the physical space generated by the covering of the drains could be used to develop a network of soft mobility and pluri-functional public spaces. Different technical systems have been developed to optimize and manage water purification, biomass reuse, and energy generation
23 C H A NG I NG TH E MO B I LI TY PAR AD I G M
Railway crossing
24 C H A NG I NG TH E MO B I LI TY PAR AD I G M
Road network
6 City strategy creating a layer of program and movement along the soft-mobility network
Road network
25 C H A NG I NG TH E MO B I LI TY PAR AD I G M
+
The existing road network is treated as a system to facilitate efficient movement and connectivity for motorised city traffic. It is treated differentially when it meets a junction of the soft mobility network to allow for transition between the social network and the transport network
6 City strategy creating a layer of program and movement along the soft-mobility network
+
The soft mobility street network functions for interaction and low motorised connectivity across the city. This network is programmed with cultural and community economic programmes like urban agriculture, local stadiums, cafes and markets, music spaces.
Participants of the workshop | Soft Mobility : possibilities for an Indian context (July 30th - August 9th)
Margot Pons, Virginie Maurice, Deepak Prasad, Karun Kumbera, Clara Daguin, Violaine BuetKumbera, Brengre Mercier, Alexandre Vuillaume, Thibault Nugue.
http://issuu.com/INterland/docs/soft_mobility_09/1
Booklet conception
Naina Gupta, architect - researcher Shruti Chamaria, graphic designer Thibault Nugue, urban planner & designer
Edition
INterland India & INLAB March 2012 Naina Gupta Shruti Chamaria Thibault Nugue 26 C H A NG I NG TH E MO B I LI TY PAR AD I G M
www.in-lab.org