1. Introduction
Mass transit corridors such as bus rapid transit (BRT) and light rail transit (LRT) lines balance mobility and amenity, providing more optimal economic outcomes to metropolitan conglomerations in general. Residential and commercial activities increase in value due to the proximity to transport corridors. Nevertheless, these transport infrastructure projects have a strong impact on the urban fabric, manifested through changes in the form and use of land and streetscapes. The development of mass transit systems tends to harness a compact development, where high-rise buildings often surround the main transport network. There are many traditional concepts including “neo-traditional design”, “new urbanism”, “transit sensitive design,” and “transit-oriented development” that attempt to explain the relationship between transport and land uses [
1]. Transit oriented development (TOD) is one of the significant aspects of mass transit systems which is incorporated within the surrounding environment [
2]. It has been argued that TOD can act as a promising tool to inject vitality into established urban areas and curb urban sprawl [
3]. It has been further claimed that the property values of the nearby land uses tend to rise because of investments in mega transport infrastructures [
4]. In many world cities, initiatives to invest in transport infrastructures attract people towards downtown areas and a land use revitalization process takes place, leading towards gentrification [
5]. Worldwide, with the increasing trends of urban population, private car ownership is also increasing, causing congestion (which has negative impacts on urban footprints). The principles of TOD have a special focus on non-motorized means of transport, and many agencies in the world are focusing on reducing automobile dependency [
6]. Another issue that has led towards unfavorable urban development patterns around transport infrastructures is a lack of understanding of the needs of current/local users within specific contexts [
7]. It might be possible that global development models are non-implementable in specific local contexts.
Lahore, the second largest city of Pakistan and the capital of the Punjab Province, with more than 11 million inhabitants [
8], is characterized by a mix of high and low-density developments set among wide tree-lined boulevards with many parks and historic buildings. The transport demand was 13.5 million daily passenger trips by all modes of transportation in 2012 [
9]. To effectively meet transport demands and to provide the city with a high-quality transit facilities system an integrated mass transit system has been proposed in Lahore City in the form of BRT and LRT systems. The Japanese International Cooperation Agency prepared the transportation master plan of Lahore city, and four corridors were identified for the development of mass transit systems as per passenger demand. Out of these four corridors, construction along one corridor (the green line) has been completed in 2013 and the BRT is now operational. Construction along the orange line started in 2015, and several construction works have been completed recently. However, the impacts of these mega transport infrastructure projects on the surrounding environment, land uses, streetscapes, landscapes, and urban form require further study. Apparently, mega transport infrastructure projects have a very strong impact on the character of Lahore City, but their ability to transform the surrounding urban fabric remains mainly unexplored. This provides the basis for our research. In the case of BRT Lahore, the impact of mass transit corridor construction is prominent at transit stations, as many buildings became a victim of the destruction in response to its development. Moreover, the front spaces of many buildings have been taken over by the construction of carriage ways. High-rise buildings serving multiple land uses are likely to be developed in the immediate surroundings of mass transit stations.
This research aims to focus on the urban transformation process that took place as a result of the construction of mass transit corridors in Lahore City, taking into account aspects of proximity, accessibility, programmatic adjacencies, and proportions of collective spaces. Huge investments in the mega transport infrastructures are followed by significant impacts on the urban fabric in the form of densification, land use transformation, gentrification, and the renewal of old established urban settings. Land development markets tend to place a high premium on the land parcels in proximity to transit corridors that enjoy significant accessibility benefits. After all, such land settings are scarce; there is a limited, finite supply of settings with superior accessibility offerings [
10]. This research not only focuses on land use transformations induced by the introduction of median lane BRT corridor in Lahore. It also emphasizes the spatial elements (at neighborhood level and parcel level) that are linked to these transformations. First, the empirical literature on BRT and land use impacts is reviewed to create a solid theoretical framework by a deductive approach, functioning as a frame of reference with parameters for observations and studies of reference projects. Next, we elaborate our research design, methodology, and supportive data sources. We then present our qualitative analysis, followed by quantitative analysis, to gauge the impacts of BRT investments. The paper concludes by accentuating on the policy implications of research findings.
2. Literature Review
The virtuous cycle between land development and transit investments describes how transport infrastructure investments generate accessibility benefits for landowners and dwellers. The number of land parcels benefiting from transportation infrastructure investments is limited and, as a result, access benefits are expected to be capitalized by higher property prices, land use transformation, redevelopment, and even renewal [
11]. A large body of scientific literature confirms that urban development patterns respond positively to the investments in the transportation infrastructures, mainly in the form of land use intensification [
12]. BRT service, Transmilenio, accounted for higher density developments around mass transit stations [
13] and in the case of Maxico, Metro Line B, the investment in the transport infrastructures increased densities and land values [
14]. BRT Lahore also accounted for higher property values within the immediate vicinity of the transit stations [
15].
Urban development along transport corridors plays a vital role in achieving sustainable mobility patterns. Supportive urban development along BRT not only helps to reduce the motorization trends, but many other benefits are also achieved. For example, surrounding neighborhoods are revitalized and the flow of riders is balanced out [
16]. The BRT service in Bogota has garnered admiration because of its beneficial impacts on congestion, air quality, and transit ridership [
17]. Benefits of the transportation investments are normally capitalized in two different time frames. Short term benefits are gained in the real estate markets instantaneously. Long-term benefits, such as land use transformations, tend to be slower, partly due to the socio-economic conditions of a particular area and institutional lags such as zoning adjustments and difficulties in securing building permits [
18]. Urban infrastructures from the level of the streets to highways and trains or bus lines to their associated transport hubs play a vivacious role in the transformation of the urban fabric. Higher demands for mobility, interaction, and societal changes require infrastructure improvements and new investments. The relationship between urban infrastructures and the surrounding urban fabric (and more precisely the collective spaces that are constituted at the level of the street) does not always represent the integral part of a project [
19]. This causes problems at later stages. It has been argued that a transportation system is conditioned by, and subservient to, existing spatial structures. Yet a relatively different paradigm is emerging in the planning of mass transit systems. This different paradigm leverages the capability of mass transit systems to shape urban development [
20]. BRT systems can be used to stimulate land development patterns that are intimately linked to the transportation systems and are mutually beneficial. These paradigms have been actively practiced in the cities of the developed countries such as Copenhagen and Stockholm to regenerate and invigorate the well-located parts of the city. Most of the transport infrastructure investment studies have focused on the paraphernalia of land values along roads, travel demand, and their impacts on the distribution of urban growth [
21]. Ref. [
22] studied the influences of transport infrastructures on the built environment along three principal dimensions (i.e., diversity, density and design) and Ref. [
23] discussed the concepts of smart cities in relation to mobility aspects and neo-liberal growth. Ref. [
24] focused on the impacts of design on changing urban systems and proposed a framework for the planning and designing of public projects. Ref. [
25] proposed a mathematical optimization framework for optimizing land use allocation, investment decisions, the location of new buildings, and zoning around transport infrastructures in smart cities. Ref. [
26] studied the influences of advanced transportation technologies on the sustainability of the cities and physical forms of neighborhoods. The wide range of definitions of sustainable transport systems have been discussed in literature [
27]; a transport system is considered to be sustainable when it has positive impacts on social well-being, the natural environment, and urban development [
28].
There are few studies that have focused on the mass transit investments (BRT and LRT lines) and their impacts on the surrounding urban fabric. The majority of the research on the land development and BRT investments has explored the relationship between the property values and accessibility to BRT stations [
29]. The impact of BRT on the capitalization of housing prices were studied by [
30], and the results showed that BRT induced heterogenous impacts on the housing prices and values mainly depend upon their location. The spatial variations in the accessibility benefits and residential land values uplift around transitways were studied by [
31]; the linkage of the pedestrian environment around BRT transit stations with property values were studied by [
32]; and the impacts of Bogota’s BRT system on land values were studied by [
33]. However, there exists a lack of research related to the association between BRT investment and its impacts on the surrounding urban fabric in terms of land development. There are many cities in the developed world where transport infrastructure investments have been used to create a more dense, pedestrian friendly, and mixed-use urban form. Transportation infrastructure has had a very strong impact on the surrounding urban fabric in the case of Stockholm, Hong Kong SAR [
34], Seoul [
20], Madrid [
35], and the Washington DC metropolitan area. In the case of Latin America, many BRT systems have resulted in fostering transit-oriented development such as Bogota [
29], Mexico City [
36], and Curitiba [
37]. There are many design, planning, institutional, and financial approaches that are used to foster transit oriented development in these cities. Urban development is considered as transit oriented or transit friendly when it has a strong orientation towards pedestrians, supports non-motorized means of transport, demonstrates dense and mixed land uses, has a variety of office, residential, and retail options, and reassures multimodal transportation. Investments in the mass transit systems while considering the principles of TOD have gained currency worldwide as a means of promoting smart growth, expanding lifestyle choices, and introducing vitality into declining city settings. The focus of TOD is to locate new construction and redevelopment activities around transit stations. TOD can breathe new life into declining areas of the city by channeling new investments and by creating mixed-use, walkable, and attractive neighborhoods [
3]. Ref. [
20] analyzed the land development impacts of BRT in Seoul, Korea, in terms of densification and land use transformation activities. These researchers analyzed the single-family residential conversions into higher density activities. According to the results of their research, 96% of parcels (plots) remained unchanged during the period of 2001–2007. The remaining 4% of parcels were converted into higher density buildings, which includes condominiums and mixed land uses. The BRT system in the city of Curitiba has some of the characteristics of the transit-oriented development. Prominently absent are the prioritization of pedestrian environments and pedestrian orientation of urban development along transit stations [
11]. Similarly, in the case of BRT Lahore, pedestrian environment and pedestrian friendly orientations are notably missing around the BRT corridor. Transport investments have significant impacts on the land uses if these are supplemented by infrastructure provisions and specialized zoning plans [
38]. Conventional wisdom states that traditional bus services have indiscernible impacts on land use patterns and urban fabric in contrast to the rapid mass transit systems, as they fail to confer significant and appreciable accessibility benefits. This is the case in most of the developing countries where higher levels of automobile ownership mean that conventional bus services operate at very low speed for the majority of trips. The exemption to this rule, however, is BRT systems where buses are provided with dedicated and exclusive lanes, portending a noteworthy improvement in service quality and encouraging new developments along mass transit corridors. Ref. [
39] contended that BRT systems in Pittsburgh, Otawwa, Bisbane and Curitiba engendered land use benefits that were as large as those which would have been produced by rail investments. Contemporary research has argued that LRT has a pointedly higher potential to impact urban fabric than BRT [
40,
41].
BRT investments in different cities reveal heterogenous impacts on actual land development. In the city of Bogota, while the BRT project was accompanied by an increase in the urban density, no major changes in land uses occurred [
13]. According to [
10], while the BRT system in Bogota has produced some mobility benefits, yielding a feasible mobility system in the short term, its city-shaping impacts were disappointing. In Beijing, six years after the development of a BRT, real estate experts and urban planners were categorically positive about its impacts on high rise residential development and real estate activities [
42]. On the other hand, the lack of a pedestrian friendly environment, poor connectivity, parking issues, and an absence of specialized zoning plans were barricades to transit oriented development [
43]. A one-size-fits-all approach in the designing and planning of TOD concepts cannot be recommended predominantly for the fast-growing cities of developing world. Instead, urban areas should develop their own typologies in the environment of transit stations, and these should be developed according to local conditions [
44,
45,
46]. The empirical evidence supported from research studies shows that mass transit systems can have positive impacts on land development. Urban spatial outcome is being shaped by transit investments in the process of rapid urbanization. However, it is pertinent to mention that while land development impacts will certainly not occur automatically, they rely greatly on supporting zoning regulations and site conditions. Integrated urban and transportation planning is a necessity in order to reap the actual benefits of mass transit systems. This research aims to gain insights by examining changes in the land uses and streetscape activities over several time points around selected station along BRT Lahore. Both residential and non-residential properties are focused on in this paper. The next section describes the contextual analysis of Lahore and its BRT service.
3. Contextual Analysis of Lahore
Lahore is a rapidly growing metropolis with marvelous heterogeneity across its nine towns and tehsils and over two hundred union councils (local administrative unit). The city of Lahore has expanded and built on a rich existing base of cultural heritage to create a thriving economic base which is driven by trade, business, industry, and education. It is the second largest city of Pakistan with a population over 11 million inhabitants, as shown in
Figure 1 with red color.
The major challenges facing Lahore include a housing shortage, income-based segregation, and service delivery accompanied by rapid urbanization [
48]. Lahore, with its rich architectural heritage and blooming cultural life, attracts a lot of people from different parts of the country for its bustling markets, historic monuments, academic institutions, shopping, and food. Lahore has historically grown along the route of the Grand Truck Road linking the sub-continent with central Asia. In, recent decades Lahore has grown along its south and south-west axis. The study of the Japanese Corporate International Agency (2012) revealed that Lahore has 1.8 million households and 2.7 million employed residents. The population density of Lahore varies across different zones. Inner zones have a population density of 450 persons per hectare and the peripheral areas have a population density of 50 persons per hectare. The developed land of Lahore can be divided into three zones: intermediate, central, and outer zone (as shown in
Figure 2). The central zone of Lahore mainly comprises the poor and middle-class area, with a high concentration of business and commercial ventures. The intermediate zone is largely planned and uncontrolled mix of housing for the upper-middle-class. The outermost zone of Lahore represents the physiognomies of the urban sprawl, providing low density housing facilities to the rich. There is a substantial dependence on the central zone for the job opportunities.
This spatial growth of Lahore, as shown in
Table 1, has increased the demand to travel from the peripheral areas to central Lahore. According to the Punjab Bureau of Statistics [
8], there has been a rapid increase in the population of Lahore (116%) during last two decades and vehicle ownership has also increased by 17%, which has caused severe congestion on the roads of Lahore. Due to the growing transportation problems in Lahore, the Lahore Urban Transport Master Plan (LUTMP) called for the development of mass transit systems in Lahore in the form of BRT and LRT systems. As a result of the studies conducted by JICA, Pakistan’s first bus rapid transit system was developed.
BRT Lahore
Pakistan’s first mass transit system (BRT) commenced its operation in February 2013 (as shown in
Figure 3) with an objective to provide an efficient, safe and comfortable BRT consisting of 27 stations and spanning over an area of 27.8 km. The Lahore BRT system operates in dedicated lanes specially designed in the middle of the road and ranges from Gajjumata to Shahdara. The overall view of the land development and land use along the BRT reflects that there exists a mosaic of new and old buildings and planned and unplanned neighborhoods with high and low densities. The BRT passes through the old established built-up areas where a number of buildings are in dilapidated condition; some places along the corridor give an impression of the underutilization of land. At some sections, state-of-the-art facilities are available and some places show inadequate provision of services for transit rides and pedestrians.
Cities like Lahore with a population of over 10 million are favorable for the implementation of mega public transport infrastructures. The basic purpose behind these huge investments is to bring citizens towards the usage of public transport. The terminal stations of BRT Lahore produce the highest ridership. The Shahdara metro bus station has a daily ridership of 16,000 passengers. BRT Lahore has performed effectively in terms of travel time savings. According to a study, 91% of the riders of metro bus reach their destination stations in less than 20 min [
51]. A survey further revealed that 74.8% of metro bus users have a very low level of affluence, with an average monthly income of less than 25,000 PKR (179.13 USD). According to the survey conducted by the Punjab Metro Bus Authority, more than 62% riders were used to paying more fare for travelling as compared to the current situation. BRT Lahore has also tried to achieve its modal shift objectives. Passengers have shifted their modes of transport after the implementation of BRT. About 36.7% of metro bus users are people who have left their own private vehicles (either motorcycles or cars) to use the metro bus facility. The huge increase in the population of Lahore in the last two decades has also resulted in the increase of private vehicles in Lahore. Many people from all other parts of the country have moved to Lahore because of the presence of better life facilities. Although inter-district migration figures and statistics are not available, a labor force survey indicates that 15% of the total migrants in Punjab moved to Lahore in search of jobs (coming from the surrounding cities such as Kasur, Okara, Faisalabad, Sheikhupura and Gujranwala).
4. Materials and Methods
A complete comprehensive framework of this research is shown in
Figure 4, through which one can easily understand the research structure. This research has not only used the large-scale urban planning approach, but it has concentrated on an intermediate scale to investigate vivacious phenomena of land use transformation, streetscape activity shifts, properties reconfiguration, densification, and land use revitalization around BRT transit stations. This research has used both quantitative and qualitative analysis techniques to detect changes in the urban fabric along BRT Lahore during last decade. Qualitative analysis has helped to analyze the missing dimensions of TOD, and quantitative analysis assisted in quantifying the changes and identifying factors that contributed to land transformations. To analyze the effects of the BRT system of Lahore on land development activities, a detail urban development survey was conducted in 2018 and validated in 2019/2020 to gather the parcel level data, and drone images of the case study areas were also taken (as shown in
Figure 5). Since land use changes are always measured in nominal scale, numbers are used to analyze the impacts of BRT system of Lahore on land use transformations. In order to analyze the factors that contributed to land use transformations and densification patterns, numerous data sources were drawn up.
Table 2 describes and lists the key variables that were collected as well as the data sources.
Particularly primary data was collected related to the following urban development categories.
Category 1: Densification (Addition of Storeys in the existing building with same land use)
Category 2: Redevelopment + Densification (New Structures with additional storeys on same land use)
Category 3: Redevelopment + Densification + Land Use Transformation (Redevelopment with land use change and additional storeys)
Category 4: Land Use Change (Only land use change in the existing building)
Category 5: Facade Renewal/Refurbishment
Category 6: No change.
This detailed information helped in the preparation of Urban Transformations maps in Arc GIS. Urban transformation maps include information related to the typology of transformations under various categories presented.
- (1)
T1A: Single story shop to multistorey mixed-use building (R/C)
T1B: Two story shop to multistorey mixed-use building (R/C)
T1C: Multistorey commercial shop to commercial plaza
- (2)
T2: Several small buildings to mixed use plaza
- (3)
T3A: One/Two story residential building to multistorey mixed-use building
T3B: One/Two story residential building to multistorey residential building
- (4)
T4: Two Story R/C building to Multistorey R/C building
- (5)
T5: Vacant plot to multistorey building
- (6)
All Other Typologies of Transformations
The sample frame of this research study was seven transit stations along the BRT corridor and included Kalma Chowk metro station, Muslim Town metro station, Ichra metro station, Chungi Amarsidhu metro station, Gajumata metro station, Shahdara metro station and Azadi chowk metro station (as shown in
Figure 6). BRT Lahore passes through the many areas of varying character, from highly dense areas to less dense areas, from low level of affluence to high level of affluence among population, from smaller plot sizes to bigger plot sizes around BRT stations, and from Central Business Districts areas to peripheral areas. We have selected these seven stations based upon the criteria of population density, level of affluence, locational characteristics, and plot sizes so that we can represent each neighborhood class in this research study. Transformations in land parcels (plots) were measured within a 500-m buffer around each transit station. In 2012, land use maps were prepared by the Urban Panning Department of UET Lahore. These maps served as a reference study to gauge land use changes. As regular bus services are also operational along this corridor, their bus stops are not considered while applying the buffers.
A detailed urban development survey yielded more than 12,876 parcel level observations, and the majority of these parcels were residential buildings. Polygon based maps were created in GIS by using this parcel level data, and straight-line distances between each parcel and BRT station were measured. Once the baseline information is compiled in the attribute tables of Arc GIS, then multi-level logit models were applied on the data to predict land use changes. Multilevel logit model rely on both neighborhood level and parcel level information, which is why several socio-economic variables were also compiled. Statistically, these variables allow one to partial out the exclusive effects of proximity to the BRT system of Lahore on land use transformations and densification trends. For instance, the variable ‘Park Ratio’ (the proximity for the spaces covered by parks and open spaces) can increase the attractiveness of an area in the congested and crowded city such as Lahore, which ultimately influences land development decisions by private developers.
4.1. Land Use Change Models
This section investigates how the introduction of BRT system in Lahore affected the land uses. Multi-level logit models were applied for three types of conversions (to multistory commercial plazas, to multistory mixed used buildings, and to multistorey residential/Apartment buildings (mainly T1 and T3 Transformations)). We observed that there were inadequate observations to model other possible land use conversions (T4 and T5 and T6) such as from vacant land to residential or commercial buildings and buildings that were developed after plot amalgamations. Mixed use refers to the combination of residential and commercial activities (e.g., flats, offices, services). All of these land use changes relate to what might be contemplated as the intensification of activates (i.e., more residential and commercial units, or the addition of retail activities). For property owners, normally intensification translates into higher property values and increases the overall rental income. The land use status of more than 23,000 land parcels were part of our sample. More than 97% of land parcels remained unchanged and, among the remaining land parcels, the dominant conversions were multistorey commercial buildings, multistorey mixed-use building, and multistorey residential buildings.
4.2. Model Structure
Multilevel logit models were used in this research to estimate the factors influencing the three types of land use conversions. Multilevel models account for the fact that plots/parcels from the same neighborhood share common attributes such as demographic characteristics and layout designs. In this study, multilevel models incorporated both random and fixed effects. Fixed effects embody variable coefficients that are constant at the upper level (i.e., neighborhoods units) and random effects imply error terms that vary among upper-level (neighborhood units). Estimated multilevel models for the land use transformations around BRT took the following form:
where
= 1 if land parcel
(Level 1) in neighborhood
(Level 2) faced a land use conversion; 0 if there was no land use change;
is the model constant and betas (
) represents the coefficients of the variables where (
k = 1, 2, 3…, m,); and m represents the number of variables.
is a vector of plot level attributes (e.g., sizes of individual plots) and
is a vector of neighborhood level attributes (e.g., population density of neighborhoods).
are the error terms associated with level 2 and level 1, respectively. One of the most important output of multilevel logit models is the intraclass correlation (ICC) which calculates relative variability in the estimated dependent variable between versus within upper-level neighborhood units. High values of the inter class correlation (ICC), usually above 0.05 and with statistically significant
p-values, suggest individual plots have a tendency to share neighborhood attributes, indicating the need of multilevel estimation [
52].
6. Conclusions and Policy Implications
A comprehensive analysis of existing land development patterns has revealed that BRT stations experienced a flurry of urban development patterns in a scattered form. It is clear that local development authorities have mainly focused on mobility aspects, rather than on shaping urban development patterns. There has been no proactive planning to achieve sustainable TOD goals. The cities of the developing countries such as Lahore have to overcome multiple challenges for the integration of land use and transit facilities, and these challenges become more severe in the old established settings (for instance, ICHRA metro station and Chungi Amarsidhu metro station). There are always short term demands for improving mobility, and long term sustainable urban development goals are often overridden because of fragmented institutional frameworks. Polygon-based GIS maps and empirical results have revealed that increased accessibility benefits caused by BRT service have prompted landowners to densify the land uses, mainly in the form of conversions to multistory commercial plazas, multi-story mixed use buildings, and multistory residential buildings. The sizes of the plots and distances to BRT stations are significantly associated with the typology of conversions. The findings of the research work of the BRT’s appreciable impacts are consistent with the previous work on the impacts of BRTs [
11,
20]. But in all of the above-mentioned cases, one can notice that each case study area has different character and that land uses have interacted differently with the transport infrastructure. Kalma Chowk faced densification in the form of high-rise buildings (8 to 10 storiesw) and expensive hotels and commercial plazas were developed. However, Chungi Amarsidhu and Ichra responded differently wherein one can see an addition of one to two stories. One can also notice unchanneled development patterns, since transit-oriented zoning around the BRT corridor is missing. The government of Pakistan has invested huge amounts in the development of these projects, but no attention has been given to channelizing the development patterns. It is not the transit hardware (such as rubber tire buses or transit lanes) that unleash the transformation of land use, but rather sustainable transit-oriented zoning, a sense of place making, and the effective organization of collective spaces and streetscape that channelizes sustainable development patterns.
The findings of this research study inform several policy recommendations. The desire of sustainable transit-oriented development to intensify the land uses require local urban designers and planner to think ahead of the curve by working on the regulatory and zoning restrictions according to the local conditions governing the designs of buildings and streetscapes. Higher permissible densities increase permissible floor area ratios and trends of land use intensification should be defined in the zoning by laws according to the area’s conditions and without disturbing local identities. For example, a one-size-fits-all approach cannot be used in the case of Lahore. The uniformly adopted floor area ratios (FARs) all along the BRT corridor may become problematic. From the planning point of view, allocating low to medium FARs around old established and densely populated areas are in the interest of all stakeholders, as it will be helpful in saving the urban environment and streetscapes. There are specific areas on the route of BRT with small plot sizes, high population densities, and low level of affluence among building users (for instance, Ichra). Thus, higher permissible densities and floor area ratios would be different for these areas, as existing infrastructure cannot bear high-rise constructions and compact development may cause the issues of gentrification and social inequity. The city of Ahmadabad introduced a legislation by which local urban planners have put a cap on the higher permissible densities around BRT stations. This law somehow allows the sale of additional FARs for properties abutting the street width of 35 feet around BRT, and the current permissible FAR of 1.80 could be increased to 2.25 [
55]. However, high-rise constructions are still controlled. Conversely, there are specific areas on the route of BRT Lahore with bigger plot sizes, low population densities and high level of affluence among building users (for instance, Kalma Chowk). The definition of compact development would be different for areas of this character. The developers cannot be restricted to three story buildings in Kalma Chowk, nor could ten story buildings be allowed to be developed in ICHRA. Each area has a different balance of human activities, and this should be considered while planning and designing for sustainable transit-oriented development. Moreover, the impacts of BRT are highly context-dependent, and future developments are strongly linked to the established factors such as land development regulations, property size and reconfiguration, land availability, location, multiple developer’s perspectives, flexible market conditions and, above all, qualitative place-making strategies by the government and stakeholders.
One more important point to be discussed here is based upon the saying “mass transit needs mass” [
55]. Through zoning overlays, government agencies should focus on the development of housing projects around transit stations and encourage private developers to work in the housing market near transit stations so that true concepts of sustainable transit-oriented zoning could be achieved. The Development of transit-oriented zoning plans is not enough from the perspective of sustainability. Other supportive transit infrastructure such as sewerage and water lines, parking facilities, and services for non-motorized means of transport must be expanded and upgraded to serve residents and building users. Just like Pakistan, many developing countries have developed BRT, but they severely lack the resources and institutional capacities to carry out strategic planning.
The Punjab government must coordinate with all local development authorities to channelize the development patterns around mass transit corridors and leverage sustainable TOD in Lahore. Sustainable TOD policies will not only reduce the vehicular miles travelled by private cars, but they will also form social inclusion for both higher and lower income groups. If sustainable TOD policies are not implemented and development patterns are still left on the markets forces, then with the passage of time all of the lower income groups will have to leave the surroundings of the mass transit stations due to the effects of gentrification and they will be left with no other option than to move to the periphery of the city. Future research can also focus on the provision of affordable housing in the context of mass transit investments so that the issues of social inequity and gentrification can be resolved in a sustainable way.