A new city-wide parking policy from the Chennai Unified Metropolitan Transport Authority (CUMTA) proposes that proof of at least one off-road parking space be made mandatory at the time of vehicle registration. The new norm is aimed at better parking management and the promotion of public transport over the use of private vehicles. It is also expected to discourage people from owning more vehicles than off-road parking slots. “People have only one parking space but have three cars. Two will be parked on the road, affecting the liveability of the entire neighbourhood. Proof of parking could be a checkpoint to restrict car buying and promote public transport,” said CUMTA member secretary I Jeykumar to The Times of India. As for existing vehicles with no designated off-street parking, CUMTA is reportedly planning to introduce residential parking permits on broad roads. These may be made available through a lottery auction system and will be monthly or annual plans. Homes that already have parking facilities will reportedly not be eligible for residential parking permits.
The new policy suggests that the administration bring in shared parking rules for private buildings, which involves the construction of paid parking facilities for the public. It advises that a parking development fee be introduced towards private off-street parking that will not be opened to public use; the funds, it proposes, can be used towards public mobility initiatives. Finally, the policy also recommends that public and private parking include infrastructure for electric vehicle charging.
The State Housing and Urban Development department is reported to have accepted the proposal and has directed CUMTA to push forward policy implementation.
Chennai is not alone in mulling a proof of parking policy for vehicle registration. The idea has been mooted many times in the past at both State and Central levels. Mumbai is also actively exploring this norm, now commonly recognised as the Certified Parking Area (CPA) policy. There is little doubt among experts and policy makers that proof of parking rules will help decongest the roads. However, the idea perhaps requires more detailing. For one, it sets the stage for disputes in residential communities over the available parking spaces, both within apartment complexes (if left undesignated) and on the neighbourhood streets. Old buildings with inadequate parking facilities will have to consider advancing redevelopment plans. With the onus of ensuring off-street parking now firmly on the shoulders of residents, there is also a possibility of builders hiking the prices of allotted parking lots – this is hardly desirable given that ownership of real estate is already out of reach for a significant portion of the population. And then, there remains the question of cause and effect. The policy effectively mandates that the upwardly mobile own an off-road parking space – after all, it is arguably prudent to plan against the possibility of a car purchase in the future. And so, will the very provision of a parking space lead to the purchase of a new car? This will be interesting to see.
There appears to be room for an expansion in the policy scope. The current rule appears to regulate the use of public parking by private vehicle owners, but what of commercial vehicles that are plied by rental cars, taxis and rideshares? The number of four-wheelers operated by app-based car services is not insignificant – it can be argued that they occupy as much, if not more, space than private vehicles. There is also an opportunity to appropriately extend the norm to include commercial establishments – both shopping and office complexes. These attract a steady stream of visitors and when facilities are not provided within the complex, the vehicles are parked on the road.
For the implementation to be successful in its aim to encourage the use of mass transit systems, the robust expansion as well as upgrade of public transport facilities are necessary. The majority who will switch to mass transit because of the new policy are likely to be those aspiring to own a car; this suggests that convenience and comfort will emerge as key triggers for the switch to become a habit and a way of life. Take buses, for instance. Facilities hitherto bucketed under luxuries – such as air-conditioning, rules against overcrowding or standing, etc – may be expected by upwardly mobile commuters who are likely prepared to pay higher prices to travel in premium buses. Last-mile connectivity will also be a crucial factor. Mumbai is reportedly considering implementing the CPA in a staggered approach alongside efforts to upgrade public transport.
It may not be enough to discourage private vehicles by making it harder or expensive to own and drive a car. An expansion in scope to include the commercial sector, and the provision of attractive public transport alternatives are important to bring about the sustainable change the policy wishes to deliver. It appears, then, that while the new policy holds much promise, there needs to be a discussion with stakeholders as well as mobility experts before implementation.