Transcript LUMS Urban Ecologies - 6 April 2013x

A Right to Mobility
Ahmad Rafay Alam
Saleem, Alam & Co.
Director, Urban Unit & LWMC
Member, PHA & PEPC
A city that is good for children, the elderly, the
handicapped, the poor, is good for everyone else.
Enrique Penalosa
Hitting the Urbanization “Sweet Spot”
“Opportunities in an Urbanizing World” – Credit
Suisse (2012):
• Per capita GDP generally superior in urban areas;
• Emerging economies exhibit superior urban vs. rural per
capital GDP growth rates;
• Rapid urbanization associated with swift economic expansion;
and
• There is an urbanization sweet spot (30-50% population
urbanization range) accompanied by peak per capital GDP
growth
Right to the City – David Harvey
“The question of what kind of city we want cannot be
divorced from that of what kind of social ties,
relationship to nature, lifestyles, technologies and
aesthetic values we desire. The right to the city is far
more than the individual liberty to access urban
resources: it is a right to change ourselves by changing
the city. It is, moreover, a common rather than an
individual right since this transformation inevitably
depends upon the exercise of a collective power to
reshape the processes of urbanization. The freedom to
make and remake our cities and ourselves is, I want to
argue, one of the most precious yet most neglected of
our human rights.”
Vehicle Ownership
・ Car ownership is highest in Cantonment (more than double the study area) at about 40%
・ Gulberg and Iqbal towns have car ownership close to 30%
・ There are about 350,000 cars in the study area
・ There are about 850,000
motorcycles in the study area
・ Household income has a strong
relationship with household vehicle
ownership
・ Car is owned more as income level
goes up
・ Motorcycle seems to be suitable for
middle- to high-income households
with a monthly income of PKR 20 to
50 thousand
Income Distribution by Vehicle Ownership
140000
120000
100000
80000
None
Bicycle
60000
40000
MC
Car/Van
Others
20000
0
-2
00
0
-4
00
0
-6
00
0
-8
00
-1 0
00
0
-1 0
25
0
-1 0
50
0
-1 0
75
0
-2 0
00
0
-2 0
50
0
-3 0
00
0
-4 0
00
0
-5 0
m 000
or
0
e
50
,00
・ Motorcycle ownership is dominant
in the inner city towns and also in the
rural areas
6
Modal Shares
- Walk shares about 40%, motorcycle 22% (driver + passenger), public transport 20% (bus,
wagon, rickshaw, etc.) and car 8%
- Female largely depends on walking and uses rickshaw relatively frequently
- Male uses motorcycles more than female
Modal Shares by Gender, 2010
Female
Trips (000)
Walking
Male
%
Trips (000)
Total
%
Trips (000)
%
1,270
53.9
2,548
35.2
3,818
39.9
19
0.8
470
6.5
489
5.1
-
-
1,639
25.5
1,729
18.0
MC (Passenger)
182
7.7
241
3.3
423
4.4
Rickshaw, etc.
258
11.0
474
6.6
732
7.6
Car
188
8.0
615
8.5
803
8.4
Bus, wagon, etc.
224
9.5
973
13.5
1,197
12.5
Others
163
6.9
231
3.2
394
4.1
2,356
100.0
7,229
100.0
9,585
100.0
Bicycle
MC (Driver)
Total
7
Population Distribution
Historical Urbanization Trends
- Population is mostly concentrated around the
old city area in a concentric fashion
- Linear developments along major arterial
roads
- The population around the city centre
accounts for over 66% population in
approximately 10% of the study area
- Population density in Lahore is still
considerably lower than similar cities in Asia
- Age groups 15-19 and 20-24 form the peak
for both male and female
75+
Male
Female
70-74
65-69
Age Structure of
Lahore Population,
2010
60-64
55-59
50-54
45-49
40-44
35-39
30-34
25-29
20-24
15-19
10-14
5- 9
0- 4
(800)
(600)
(400)
(200)
0
200
400
600
800
1,000
8
Person Trips
Number of Person Trips in the Study Area by Mode, 2010
No.
Mode
No. of Trips (000)
%
1
Walking
3839
39.9
2
Bicycle
491
5.1
3
M/C Driver
1735
18.0
4
M/C Pax
425
4.4
5
Car Driver
535
5.6
6
Car Pax
267
2.8
7
Wagon
401
4.2
8
Mazda
103
1.1
9
Public Bus
698
7.2
10
Rickshaw
420
4.4
11
Qinggi
318
3.3
12
Taxi
3
0.0
13
Tourist Bus
4
0.0
14
Company Bus
82
0.8
15
School Bus
261
2.7
16
Truck
6
0.1
17
Train
5
0.1
18
Air
1
0.0
19
Others
38
0.4
9631
100.0
Total
-In the study area, about 9.6 million trips are
made a day
-However, about 3.8 million trips or 40% of the
total trips are of short-distance walking
- Excluding walking, about 5.8 million trips are
made on a usual weekday
-On average, the residents in Lahore make 0.97
trips a day including walking or 0.58 trips a day
excluding walking
-This is very low at almost less-than-half level
compared to mega-cities in Asia such as Manila,
Ho Chi Minh and Jakarta
Trip Rate, 2010
Male
Female
Total
Including
walking
1.32
0.53
0.97
Excluding
walking
0.86
0.24
0.58
9
Fundamental Right to Mobility
Article 15 of the Constitution: Freedom of
movement
Every citizen shall have the right to remain in, and,
subject to any reasonable restrictions imposed by
law in the public interest, enter and move freely
throughout Pakistan and to reside and settle in an
part thereof.
About choices:
- Walking
- Cycling
- Motorcycle
- Rickshaw
- Taxi
- Bus
- Motor car
- Escalator
- Elevator
Protecting the FR of Mobility means
ensuring these options are always
available.
Anything that unreasonably restricts
our choices should be seen as an
impingement of the FR of Mobility.
Women and Transport
Safer Transport for Women Initiative
Do Pakistani cities
provide such
opportunities?
Axiom of Pakistani
Urbanism:
A street cricket match
is evidence of dense
social
infrastructure.
That is being ignored!!!
People v.s Cars
After
Before
Before
Symbol: Pedestrians are important
A quality city can provide much joy…
and ALSO economic growth.
Quality of urban life is the most
important competitive factor for the
Thank You – Be Green
next 100 years at least.