• DEVELOPMENT PLAN: ACCESSIBILITY TO PERI-URBAN

AREAS

Presentation By

School of Planning and Architecture, New Delhi

ACCESSIBILITY OF PERI- URBAN AREASCity for All

School of Planning and Architecture, New Delhi

By: Apoorva Kumar, Isha Rana, Malvika Palival, Saneera Dev, Shreya Mangla, Yathartha Singh

Structure of Presentation

INTRODUCTION

CHARACTERISTICS OF PERI-URBAN AREAS

PROGRESSION OF URBANIZATION IN DELHI 1970s-2000s

ASSESSMENT OF MASTER PLAN PROVISIONS

IDENTIFIED ISSUES

PROPOSALS

Introduction

The provision of mobility and accessibility are the main outputs of atransport system.

Accessibility depends on infrastructure and available and affordable modesof transport for the movement of people and their loads.

Accessibility therefore depends on physical proximity and mobility. Since peri-urban settlements are located away from the city core, they

often receive less attention and priority. The urban poor locate themselves in the available places in the periphery of

the city due their inability to access to the formal sector housing since theyare economically poor.

This calls for a focus on improving and meeting local transportation needsmore effectively.

Relationship between mobility, transport and accessibility

Characteristics of Peri-Urban Areas

Exist beyond the city’s administrativelimits, i.e. territorial jurisdiction ofthe city authority.

Transition zone between fullyurbanized land in cities and areas inpredominantly agricultural use.

Characterized by mixed land uses Split between different

administrative areas. Areas of rural-urban linkages. Characterized by flows of people,

produce, finance, labour, servicesand waste moving outwards fromthe urban area.

ALIPUR

BADARPUR

CHATTARPURMEHRAULI

MUNDKA

NAJAFGARH

NARELA

REWLA KHANPUR

YAMUNA PUSHTA

PROGRESSION OF URBANIZATION IN DELHI 1970S-2000s

LEGEND

Peri-urban area

N

ALIPUR

BADARPUR

CHATTARPUR

MEHRAULI

MUNDKA

NAJAFGARH

NARELA

REWLA KHANPUR

YAMUNA PUSHTA

LEGEND

Peri-urban area

The Squatter households locate their shelter (mostly on the public landfound vacant) in the periphery of the city due their inability to access tothe formal sector housing since they are economically poor.

Access to land and proximity to friends and relatives determine theplace they choose to live.

The spatial access to work and livelihood needs remains a nightmarefor the many squatter households in the per-urban Delhi.

Spatial mobility comprises considerable movement by foot or bi-cycleor bus and construct an inward pattern to the city from the periphery.

Mobility is work based, recreation based, livelihood based and socialnetworking

Assessment Of Master Plan Provisions

Transportation policy of Master Plan focuses on:1. Inter linkages with other transport modes .2. An easy access and connectivity within urban and Peri- urban areas.3. Ensuring access to all the areas for all the sections of society.

Modal Split:• It gives the share of different modes of transportation for 2021.• Since the share of public transport is large ,we need to promote public

transport and give connectivity to the outer most parts of the city aswell.

80%

20%

PERCENTAGE SHARE

PublictransportPersonalModes

S. No MPD Provisions APPRAISAL

1 MRTS: It focuses on 15-minute walking distance from the proposed MRTS stations, after full development of the system.Preparation of detailed multi-modal transport plans .

1. Will cater to all sections of society. 2. Plans not flexible enough to integrate

with various upcoming projects.3. Does not relate with density of

population covered in 15 mins of radius.

S. No MPD Provisions APPRAISAL

2 RAIL: To facilitate improvement in themovement between Delhi and surrounding towns through:i. Extension of MRTS.ii. Provision of dedicated railway corridor with supplementary feeder bus services for linking with other modes of transport (IRBT Corridors).Example: Metropolitan passenger terminal in Narela.

1. Fuel efficient.2. Increase the floating population within

the city.

S. No MPD Provisions APPRAISAL

3 NMT Lanes: Cycle tracks should be provided at the sub-arterial and local level roads and streets.

1. Promotes low carbon mobility.2. Helps in balancing modal share.3. Not compatible with the existing

transportation networks.

S. No MPD Provisions APPRAISAL

4 Bus ( BRTS)Bus connectivity would need to be planned to a considerable extent in the form of feeder services to the Metro Rail Stations and the Ring Rail System.New bus terminals need to be planned and developed in strategic locations to make the use of BRTS and Metro Stations convenient for all commuters.

1. Reduces dependency on private vehicles for last mile connectivity.

2. Difficult to integrate with the existing infrastructure.

Assessment Of Master Plan Provisions

Master Plan Provisions: Lack of vision for peri-urban areas by development authorities. Lack of specific provisions for mobility and accessibility in peri-urban areas. Poor implementation of policies due to multiplicity of plans and

development agencies. Provisions incompatible with the existing situation of infrastructure in peri-

urban areas.

Identified Issues

Administrative Issues: There is no department within DDA or MCD that is responsible for village

development plans and peri-urban transportation plans.

In the absence of a detailed village development plan, the acquired

village land is often gets allocated to less desirable uses or get

encroached upon thus lack of planning for development priorities resulting

in poor accessibility.

The Rural Development Board, created by Delhi Government, proposed

the rural areas under ‘special zone’ for planning. But their planning

proposals finally needs approval from DDA and the conflict in interest

of these bodies ultimately delays finalisation as well as implementation

of plans.

Identified Issues

Transport Infrastructure issues: Highly unorganized public transport. Poor reliability of public transport services. Quality issues of public transport such as of cramped vehicles,

uncertain timing and overcharging by the vehicle operators. Lack of integration of supporting infrastructure for existing transport

facilities. Bias towards providing transport facilities in areas with high end

housing, commercial land use and high land costs.

Socio-Economic Issues: Unaffordable transport cost

Identified Issues

Proposals

Livelihood and Mobility interconnections: Expanding the SustainableLivelihoods Approach(SLA)

The development objectives are first and foremost the enhancementof people’s livelihoods and poverty eradication.

The suggested livelihood outcomes relate primarily to improvedeconomic well-being, increased income, food security, reducedvulnerability and environmental sustainability.

Policies to promote ‘efficient mobility’: combining a consideration of access and mobility

Ensuring access through planning- good access to work, educational and health services, recreation, shops and basic utilities like water and energy, should underpin regional and local authorities’ policies.

Sensitivity to income-differentiated mobility – The poor’s walking burden could be eased by the construction and

maintenance of dedicated walking and cycling paths that are smooth and safely positioned away from traffic hazards along main roads.

The poor in peri-urban areas rely on motorised transport far less than medium and high-income groups. Hence, mobility and access measures should concentrate on strengthening the non-motorised forms of transport that the poor can afford.

The lowering of public transport costs for the poor could be facilitated by local and other governmental authorities.

Horizontal integration of various organisations and departments. Provision of separate department for sustainable development of peri-

urban areas. Extension of Public Transportation to the Peri Urban Ring. Integration of Different modes of Transportation: NMTs-Metros, Bus stands.

Proposals

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