VI.

RESEARCHWORKDONEINACADEMICINSTITUTIONSRELATEDTOTHESISWORK

D.TRAFFICANDTRANSPORTATION

16.UrbanStructureandTransportInterrelationshipinIndianCities
DateofStart

January2006
SchoolofPlanningandArchitecture,NewDelhi(R)

ScopeandObjectives

(i) To appreciate the existing practice of city planning in the country and identify issues related to transport infrastructure
provisionsincityplans.

(ii)Toreviewgloballiteraturerelatingtourbanformandstructureandlandusetransportinterrelationships.

(iii)Toanalyzetheurbanstructure,transportsupplyandtravelpatternsofcasestudiesinIndiaacrosscitytypology.

(iv) To develop simplified models, establishing relationship between Urban StructureTravel PatternTransport Supply for case
studiesandanalyzeitssensitivitywithrespecttourbanstructureparameters.

(v)Toproposeguidelinesforrapidassessmentoftraveldemandandtransportsupplyforvariouscitytypologiesbasedonurban
structureparameters.

Thescopeoftheworkisbasedonsecondarydatacollectedfor40cities,upto45lakhspopulationinthecountryfromvarious
reportsandpublishedpapers.

Methodology

Urbanform/structuredeterminantsandtravelcharacteristicswereidentifiedfromindepthliteraturereviewandtheimpactof
urbanformandstructureontravelpatternsreviewedandishigherinlinearcitieswasseen.Inthirdstagedeterminantslike
urbanform/structure,travelpatternindicatorsandtransportsupplyindicatorswerecompiledandcollectedfor40citesbelow45
lakhpopulationsize.Urbanstructureanalysisofcasestudiesusingindicatorssuchasurbanradius,coefficientofdispersionwas
carried out. Various models were developed, to determine urban structure and travel patterns relationship, and to estimate
corridorvolumeforgivenurbanstructure.Thebestfittedmodelswereidentifiedforestimation.Afterwardsvalidationofthese
modelsandtheirapplicationtoNURMcitiesforpolicyplanningwascarriedout.Finallyinthelaststagesensitivityanalysiswas
donetoevolveplanningguidelines.

FindingsandConclusions

(i)Urbanradius,ameasureofsprawl,increaseswiththeincreaseincitysize.

(ii)Linearmonocentriccitieshaveurbanradiivaryingfrom1.2kmto4.9kmwhileincaseoflinearpolycentricitis3.7kmto
16.5km.

(iii)Circularmonocentriccitieshaveurbanradiivarying1.6kmto8.2kmwhileincaseofcircularpolycentricitis5kmto13.5
km.Thuscircularmonocentriccitieshavegreatertendencytosprawlincomparisontolinearcities.

(iv)Incircularpolycentriccities,employmentismoredispersedthanpopulation

(v)Locationassociationfactorisminimuminlinearmonocentriccitiesandgraduallyincreasesforotherstructuresmaximumis
fac
incircularpolycentriccities,signifyinghigherassociationbetweenpopulationandjobs.

(vi) Among all the urban structure indicators, urban radius comes out to be the most significant parameter for estimation of
traveldemand.