Thakkarbapa Nagar Grp 2 17.11.2014

Master in Planning, CEPT University

AREA PLANNING STUDIO

Semester One (Monsoon), 2014

AREA PLANNING STUDIO14

A VISION FOR THAKKARBAPA NAGAR

CHARMI : GIBY : MONAL : NANCY : RUPALI

CEPT University

Master in Planning, Semester One (Monsoon), 2014

Final Project Brief

Preparing a Ward Plan

Project Faculty

Subhrangshu Goswami, Jignesh Mehta

Academic Associate

Yogi Joseph

Group Name

Charmi Patel, Giby Abraham, Monal Jain, Nancy Saxena, Rupali Karne

Final Project Title

Thakkarbapa Nagar 2020

Faculty Members

Ashima Banker, Bhargay Adhvaryu, Deepa Dave, Chirayu Bhatt, Ganesh Ahire,

Jignesh Mehta, Leeta Mohanty, Melissa Smith, Ravi SS, Rutul Joshi, Subhrangshu

Goswami

Academic Associates

Arpit Kumar, Mansi Shah, Yogi Joseph




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This work, studied, compiled and edited by the students of Group D2 (Thakkarbapa Nagar),M.Plan

Ist year (2014) is an effort that would have remained incomplete without the support of the studio

faculty, Prof. Subhrangshu Goswami and Prof. Jignesh Mehta. The concern they showed toward

our initial presentations, correcting faults and pointing out flaws, has helped us no bounds.

Also, in equal mention, are the Academic Associates Arpit Kumar, Mansi Shah and Yogi Joseph. Thanks also go to the Studio coordinator, Prof. Rutul Joshi, who with timely intervention, organized

the series of highly helpful APS lectures.

The M. Plan 1st year batch (2014) has played an equal role in this end result - it would have been

possible only with the give-and-take dialogue that ensued with the various class groups dealing with

different wards.

Thanks also go to several government officials, most prominently, Vinubhai C Raddiya and Pinkibahen H. Patel, the ward councilors for answering our queries.

Acknowledgement Master in Planning, CEPT University



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Thakkarbapa Nagar, Muncipal ward no. 33 under the Ahmedabad Muncipal

Corporation was taken as the study area for Area Planning Studio. The problem

statement was to prepare a ward plan for the ward. In order to prepare the same, a

detailed study of the area is to be conducted. The study mainly includes existing

conditions in the area, for e.g.: land use, densities, transportation, water supply, built

forms, issues, etc. The study of the ward brought to our notice that the ward was

sandwiched between a national highway and the canal. This highway connects

Bombay, Vadodara and Ahmedabad and this gives a tremendous developmental

potential to the ward. Also the canal, can become a focal point of the ward, which

lacks spaces for recreational activities. The B.R.T.S. network has connected the ward

to different parts of the city. This document is a detailed description of all the

proposals that were formed to support the development of the ward. these proposals

strategies and objectives providing solutions to problems observed as well as

contribute to the growth of the ward in all aspects by the year 2020. The final result

expected is a ward plan supported by projects and a clear description of the financing

and implementation strategy which will fit into the growth plan of Ahmedabad as a

whole.

Key Words: Thakkarbapa nagar, ward plan, Municipal ward no. 33, A.M.C.

Abstract Master in Planning, CEPT University



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Fig 1.1 Map of Ahmedabad showing Areas under the Study

Fig 1.2 Present Ward Councilors

Fig 1.3 Governance Structure Administrative wing under AMC

Fig 2.1 Map showing location of Ward and Major Roads

Fig 2.2 Location of Ward w.r.t. some Important Landmarks

Fig 2.3 Timeline showing Important Events

Fig 2.4 Population Growth (source AMC census Data)

Fig 2.5 General population of the Ward includes shop owners, slum dwellers, hawkers, laborers and Owners of

small scale industries

Fig 2.6 Decadal literacy Rates

Fig 2.7 Sex Ratio (No. of females per 1000 males)

Fig 2.8 Low Cost Housing

Fig 2.9 Hawkers along the Street

Fig 2.10 Privately owned Villas

Fig 2.11 Mixed Use Development seen along Hari Villa Road

Fig 2.12 Birds eye View of the Ward

Fig 2.13 Commercial Complex

Fig 2.14 Map showing Distribution of Building Heights across the Ward

Fig 2.15 Typical View of Ward

Fig 2.16 Land use breakup within the Ward

Fig 2.17 Map showing existing land use

Fig 2.18 Map showing Land Ownership within the Ward

Fig 2.19 Ratio of municipal land to private

Fig 2.20 Map showing the Jantri rates at different areas in the ward

Fig 2.21 Jantri rates for different types of land (rates rupees per square meter)

Fig 2.22 Graph showing R.O.W. and lengths of Roads (in km) within the Ward area

Fig 2.23 Map Showing Existing Street Network

Fig 2.24 Map Showing Existing blocks

Fig 2.25 A.M.T.S. Bus along Nikol Gam Road

Fig 2.26 Auto Stand at Nikol Gam NH8 Junction

Fig 2.27 B.R.T.S. Bus stop and Buses on NH8

Fig 2.28 Map showing Bus stops, routes and auto stands

Fig 2.29 Map Showing Storm Water Pipeline and Water Logged areas in the Ward

Fig 2.30 Map Showing Existing Bins and Problem areas in the ward

Fig 2.31 Maniba School on Hari Villa Road

Fig 2.32 Madhav Mall and Hospital

Fig 2.33 Torrent Power House

Fig 2.34 Landscaped area within an Apartment Complex

Fig 2.35 Map showing existing Amenities in the Ward

Fig 2.36 Decadal Working Population

Fig 2.37 Hawkers and Vendors along the road

Fig 2.38 Diamond Cutters at work

Fig 2.39 The Marble cutting Factory

Fig 2.40 Retailers of different types can be found here

Fig 2.41 Embroidery workers at the Mill

Fig 3.1 Hawkers at Nikol Gam Road in front of the Torrent Power House

Fig 3.2 Water logging along the NH8

Fig 3.3 Water logging along Internal streets

Fig 3.4 Lack of recreational Spaces - informal spaces formed on roads

Fig 3.5 Garbage Dumping into the Canal

Fig 3.6 Spillover from shops onto the Pedestrian Pathway on Nikol Gam Road

Fig 3.7 Traffic at the junctions

Fig 3.8 Existing B.R.T.S. Corridor- top left at Thakkarbapa Nagar , top right elsewhere in Ahmedabad

Fig 3.9 High tension line along torrent power house

Fig 3.10 The Kharicut Canal

Fig 5.1.1 Map showing location of TOD zone

Fig 5.1.2 Encroachment on footpaths

Fig 5.1.3 Parking on carriageways

Fig 5.1.4 View of the front facade

Fig 5.1.5 Condition of buildings

Fig 5.1.6 Proposed DP-2002 under the 200 M patch along the BRTS corridor

Fig 5.1.7 Existing land-use under the 200 M patch along the BRTS corridor

Fig 5.1.8 Existing situation along the B.R.T.S. Corridor

Fig 5.1.9 Transit-oriented density distribution (highest at transit, stepping down to surrounding neighbourhood

Fig 5.1.10 A rich mix of pedestrian-friendly uses, and housing types, tenures, and price points distributed along the

corridor helps to optimize transit utilization

Fig 5.1.11 Large urban block size & cul-de-sacs results in long walking distances

Fig 5.1.12 Reduced urban block size to shorten the distance for pedestrian friendly walking.

Fig 5.1.13 Not-sopedestrian friendly neighbour-hood

Fig 5.1.14 Pedestrian friendly neighbour-hood

Fig 5.1.15 Poor transit geography forces a choice between providing a slow meandering route or one that

bypasses key destinations.

Fig 5.1.16 Good transit geography lines up destinations along a reasonably direct corridor. Be on the Way!

Fig 5.1.17 Proposed road section of 60 M wide Narol Naroda road showing arcade and street-scaping.

Fig 5.1.18 Proposed land use along the transit corridor

Fig 5.2.1 Current Design Practice

Fig 5.2.2 If a street does not provide separate space for pedestrians, people will walk in the carriageway




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List of Figures and Tables

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Fig 5.2.3 Map showing the existing road hierarchy along with the dead end locations

Fig 5.2.4 Map showing existing blocks and their perimeters

Fig 5.2.5 Map showing proposed blocks and their perimeters

Fig 5.2.6 Figure comparing an existing and proposed block in same location

Fig 5.2.7 Street Design Elements

Fig 5.2.8 Map showing active frontages in Thakkarbapa Nagar

Fig 5.2.9 Proposed ROW 60m (Narol- naroda NH-8 road

Fig 5.2.10 Proposed ROW 30m (Hari villa road)

Fig 5.2.11 Proposed ROW 30m (Nikol Gam road)

Fig 5.2.12 Proposed ROW 18m (Thakkarbapa nagar road)

Fig 5.2.13 Proposed ROW 18m (Vikram park road)

Fig 5.2.14 Proposed ROW 12m (Canal road)

Fig 5.3.1 Contour map

Fig 5.3.2 Map showing the existing storm water network

Fig 5.3.3 Water logging areas

Fig 5.3.4 Proposed road Section

Fig 5.3.5 Proposed map of storm water network

Fig 5.3.6 Clockwise from top, aerial view of slum, dilapidated structure within the slum, house with asbestos

roofing

Fig 5.3.7 Images showing the existing situation within the ward, it shows many of the dumping areas along roads,

the garbage in the canal

Fig 5.3.8 Map showing location of slums and low cost housing

Fig 5.3.9 Slum population in the ward

Fig 5.3.10 Map showing proposed space for temporary relocation of slums

Fig 5.3.11 Proposed EWS housing unit

Fig 5.3.12 Financing strategy

Fig 5.3.13 Map showing existing garbage collection routes highlighting the problem area

Fig 5.3.14 Map showing proposed garbage collection route

Fig 5.3.15 Garbage collection trucks

Fig 5.3.16 Municipal worker with a trolley

Fig 5.3.17 Road sweeping vehicle

Fig 5.3.18 Proposed and Existing bins within the ward

Fig 5.4.1 Available area of vacant plots under private and public ownership

Fig 5.4.2 Map showing existing parks and vacant land available

Fig 5.4.3 Canal and its Surroundings

Fig 5.4.4 Map showing proposed green spaces with their walkable distances

Fig 5.4.5 Course of Kharicut Canal

Fig 5.4.6 Proposed view of Canal

Fig 5.4.7 Map showing existing situation along Canal

Fig 5.4.8 Map showing proposed land use with decks and walkable distances

Fig 5.4.9 Detail of Decks Plan & Sections

Fig 5.5.1 Chaos caused by Hawkers on Hari Villa road and Nikol Gam Road

Fig 5.5.2 Right to left - Workers working in diamond factory and a woman doing embroidery

Fig 5.5.3 Map showing existing areas of informal activities

Fig 5.5.4 Plan, section of Hari Villa road showing designated hawker zones

Fig 5.5.5 Plan, section of Nikol Gam road showing designated hawker zones

Fig 5.5.6 Views of Nikol Gam Road showing designated hawker zones

Fig 5.5.7 Location identified for Amdavad ni Haat along with community center and community park

Fig 5.5.8 Conceptual site planning of Amdavad ni Haat

Fig 5.5.9 Map showing site planning of Bhopal Haat along with community park

Fig 5.5.10 Site images of bhopal haat

Fig 5.5.11 Map showing site planning of Ahmedabad Haat near Vastrapur lake

Fig 5.5.12 Site images of Ahmedabad haat

Fig 7.1 Final Proposed Land use

Fig 7.2 Overview of Proposals




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Table 2.1 Population Growth in Thakkarbapa Nagar

Table 5.2.1 Perimeter in the existing and proposed blocks

Table 5.2.2 Detailed costing for Road Infrastructure Improvement

Table 5.3.1 Costing for laying Storm water pipes

Table 5.3.2 Estimate of slum rehabilitation

Table 5.3.3 Waste generation of ward

Table 5.3.4 Road area calculation of ward

Table 5.3.5 Budget of solid waste management

Table 5.4.1 Detailed cost estimate for Recreational Spaces

Table 5.4.2 Detailed cost estimate for Canal

Table 6.1 Detailed phasing and estimate of Proposals

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1 Introduction 1

1.1 Areas under the Study 2

1.2 General Governance Structure 2

1.3 Methodology 2

2 Ward Profile 3

2.1 Location of the Ward 3

2.2 Evolution of Ward.. 3

2.3 Demography 4

2.4 Visual Fabric of the Ward 5

2.5 Land Use.. 6

2.6 Land Ownership. 7

2.7 Land Values 7

2.8 Existing Street Network 8

2.9 Blocks... 8

2.10 Public Transportation 9

2.11 Physical Infrastructure 10

2.12 Social Infrastructure 11

2.13 Economic Activities.. 12

3 Issues and Potentials 13

3.1 Issues. 13

3.2 Potentials 14

4 Vision.. 15

5 Proposals....... 16

5.1 Transit Oriented Development. 16

5.2 Improving Mobility and Road Infrastructure. 20

5.3 Improving Basic Infrastructure 27

5.4 Recreational Spaces.. 35

5.5 Organized Spaces for Informal Activities. 41

6 Implementation Strategies 45

7 Conclusion.. 46

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Contents

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Fig.1.1 Map of Ahmedabad Showing Area Under the Study

1. Introduction This exercise explores the different aspects of planning process through an area planning exercise.

This process helps us to balance the needs of the people, conflicting interests, efficient public

systems, financial or administrative constraints with the broad goals of enhanced livability,

sustainability and social equity.

The area planning studio aims to develop the capacity to think like planners and equip us, the

students with the elementary conceptual, analytical and communication skills necessary for

becoming professional planner. The studio digs into the planning process through a project of an

area development plan.

Planning is a continuous process with both technical and political dimensions. It is usually

understood to be a technical profession. But unlike the other technical professions, the issues and

decision making in planning are not based solely on technical parameters. Invariably, political

contests of the day influence how crucial resources, like space, are distributed and redistributed.

Planning deals with the future of our built environment and by consequence also the future of the

people, who live, work and play in these environments. It is a discipline that deals with contesting

and complimenting aspirations of diverse sets of people. Therefore in a democratic set-up, planners

must be prepared to deal with the politics of both policy-making and polity (governance).

Today one of our greatest challenges in planning is the rapid transformation of cities. Urban

planning is primarily concerned with the public realm and the people of an urban area or a city. In

order to ensure good quality of life for people, planning for public realm includes the components

like land use and built form regulation, transportation networks, services, infrastructure housing,

urban renewal, environmental sustainability, social equity and participatory planning.

Because of the newly rising urban challenges we face today, the studios main focus is on the planning of urban areas. Planning operates within administrative functions and policies of a city or a

town and it has inseparable close links with the municipal governance. The planning process is

legitimized, implemented, administered and disseminated by the municipal authority. Ahmedabad

has a comprehensive city plan prepared every ten years and then micro-planning is taken up at the

periphery through the tool of town planning schemes. Now, as the city becomes denser, micro

planning will become more important, used within the city and not just at its fringe. Thus the main

task in the planning studio is to prepare a plan for the basic administrative unit - a municipal ward -

within the city of Ahmedabad.

The given area of study is located in Ahmedabad, Gujarat. The activities and architecture reflect the

culture of this place. Ahmedabad is a city with a varied and rich history, it has been under several

monarchs and that has affected the built form, demography and the pattern of development of the

area. Figure 1 shows the City of Ahmedabad under AUDA and the wards selected for the study,

highlighted in red is Ward no. 33- Thakkarbapa Nagar.

CITY MAYOR

(Smt. MEENAXIBEN DASHRATBHAI PATEL)

WARD COUNCILOR

(AJAYSINGH B BHADORIYA)

WARD COUNCILOR

(PINKIBAHEN H PATEL)

WARD COUNCILOR

(VINUBHAI C RADDIYA)

Fig 1.2 Present Ward Councilor




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1.1 Areas under the Study The students were grouped into 10 groups with 9-10 students each and each group was allotted a

specific ward in Ahmedabad. Each group was asked to prepare two Ward Plans for each ward. The

wards selected for the study are as follows: SP Stadium, Sabarmati, Navrangpura, Kankaria,

Odhav, Thakarbapa Nagar, Amraiwadi, Indirapur, Raikhad, Sardar Nagar (as shown in fig1.1)

1.2 General Governance Structure The governance structure of the ward may be better understood through the figures 1.2 and 1.3.

The Ward is basically governed by two wings: the political (fig 1.2) and the administrative at the

ward level. The political wing is headed by three ward councilors and the administrative wing works

under the city wing as shown in figure 1.3. The major administrative departments are the

Engineering Department, Water Supply Operation and Management and the Health and Sanitation

Department.

1.3 Methodology The approach of study was to learn through revisions accordingly 4 formal iterations and various mock reviews were prepared. This give and take between the students, faculty, jurors etc. helped in

honing the proposals. After every iteration, the students are expected to improve upon their

proposals, based on the inputs given by the guides. The class was also encouraged to interact , to

learn new ideas. A mapping project was also given so that the students can better understand how

to compile the information they had collected.

The following paragraphs talk about the data collection process:

Primary Data Collection - Data was collected through on- site observation, and random sample

surveys of households and industries based on various topics like people living in the ward, road

network, land use, built form, infrastructure facilities and urban governance. Documentation of the

same was done in the form of photographs, maps and graphs. Additionally, data was collected from

various authorities like the Ward Councilor apart from the individual households and industries.

Maps depicting information like plot boundaries, government and privately owned plots and

intended land-use were either provide or obtained from the local authorities.

Data Analysis - Data collected from the primary surveys and interviews were analyzed. Maps were

prepared based on the analysis of the present situation of the ward. Strengths and weaknesses

were identified and listed for future reference. Issues identified brainstorming on what kind of solutions would best serve the ward and its citizens. At this point analysis was done using software

like AutoCAD and Excel Character of the ward was identified, building types and their attributes

documented. Any additional required information was collected.

Secondary Data Collection - Secondary data involved literature review of the GDCR (2002) and

later the URDPFI guidelines (2013). Also extensive study of development plans of other cities and

case studies pertaining to issues and solutions to the same observed in other places. This formed

the base for the first set of proposals put forth by us.

Data Analysis 2 - Based on analysis of both primary and secondary data strategies that would best serve the ward were identified. This process included compiling of data into maps and

illustrations using software like GIS, Photoshop and Microsoft Excel. Formulation of the vision took

place at this point. This was a decision making stage where we decided on what kind of

development should be encouraged in the ward. Also what the ward can contribute i.e. strength of

the ward can be identified.

Formation of Proposals - Seven proposals where finalized and put forth along with the

implementation strategies, financial backing, objectives and timeline for implementation. Discussion

with the guides resulted in the revision and fine tuning of the proposals to form our final

comprehensive strategy for the development of the ward.

ASSISTANT CITY ENGINEER (MAGANBHAI TABIYAL)

PUBLIC HEALTH SUPERVISOR (AMUL

PANDYA)

SANITARY INSPECTOR

SUB-INSPECTOR

ASSISTANT ENGIINEER - ROAD AND WATER

SUPPLY (ABHAY VANZARA)

TECHNICAL SUPERVISOR

SUPERVISOR

ASSISTANT ENGINEER - DRAINAGE AND

BUILDING (JAYESH BHRAMBHATT)

TECHNICAL SUPERVISOR

MAINTENANCE SUPERVISOR

(DHARMENDRA RAJPUT)

LINEMAN SUPERVISOR (LALBHAI PURABIA)

Fig1.3 Governance Structure Administrative Wing under the AMC

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2. Ward Profile

Fig 2.1 Map showing Location of Ward and Major Roads

2.1 Location of the Ward The ward under study, Thakkarbapa Nagar is ward number 33 under the Ahmadabad Municipality

Cooperation, Gujarat. The ward is located to the east of the Sabarmati River i.e. it is situated on the

eastern side of Ahmedabad. The ward is surrounded by Krishna Nagar in the North, Nikol on the

east, India Colony to the west and Virat Nagar on the south as shown in figure 2.1.

Fig 2.3 Timeline showing important events

2.2 Evolution of the Ward This timeline shows how people came to settle

in the ward and how this resulted in the present

scenario within the ward. During the pre-

independence time , this area was part of the

agricultural land owned by the farmers, the

canal was used for irrigation. This area became

home to the refugees from Pakistan who

migrated into India after the partition. In the

following year itself, this area was assigned to a

community of Sindhis, for building their houses

by Amritlal Vittaldas Thakkar, who owned this

area.

Fig 2.2 Location of Ward w.r.t. some Important Landmarks

Airport 10 Kms

Railway Station 7 Kms

Sabarmati River 12 Kms

LEGEND




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Fig 2.4 Population Growth (Source: AMC census data)

Fig 2.7 The Sex Ratio (No. of females per 1000 males)

0

10,000

20,000

30,000

40,000

50,000

1991 2001 2011

Num

ber

Year

Fig 2.6 Decadal literacy rates

Male literates

Female literates

Fig 2.5 The general

population of the Ward

includes, shop owners, slum

dwellers, hawkers, laborers

and owners of the small scale

industries

2.3 Demography According to the 2011 census, the ward population is about 1,14,000; with a growth rate of about

11%, which is considerably less than that of Ahmedabad (58%). Population density of the ward is

about 641 persons per hectare, considerably higher than that of Ahmedabad (150 pph). This can be

attributed to the fact that the ward has a highly residential land-use and the fact that it is well

connected to other places through the B.R.T.S. and A.M.T.S. routes. The potential for development

along these routes hasnt been tapped and hence the potential of the ward to house greater populations. It has an 88.2% literacy rate; out of the total population, 49% are male and the rest are

females. The demographic characteristics of the ward have been summed up here. Total number of

households in the ward is approximately 25,000.

As seen in the graph (fig 2.4) the population

growth rate in the ward has decreased in the last

decade. This maybe due to the increase in

density of buildings, the quality of life in the

ward, which is low. There has been an increase

in slum population. This could be because of the

location of the slums so close to the transit

corridor, this is something that should be

analyzed in order to determine the type and

location of housing to be provided for the slum

dwellers. Literacy rates in the ward in both male

and female population has increased over the

years, this is a good sign, children from the

poorer families also have access to education

because of the municipal schools.

Year Population Male Female Households Avg. Household size

1991 80158 41672 38486 15841 5

2001 102665 55665 47000 21665 4.7

2011 114146 61375 52771 24720 4.6

Table 2.1 Population Growth in Thakkarbapa Nagar




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2.4 Visual Fabric of the Ward Most of the structures are low rise, mainly ground or G+1. There is a mixed development in the

whole area. There are also a few new development residential and commercial buildings. There are

many vacant plots which are privately owned and many small open spaces which do not have any

designated activities.

The built form refers to the typology of buildings in an area, in terms of their ground coverage, built-

up area and density. The major characteristics of the built form are:

There is a large built coverage over the ward, with very few open spaces. Considering the built-typology, 20% of the residential buildings are apartments, an equal split of

bungalows and row-houses which add to about 62% of the whole, low cost housing make up

about 8% and slums which contribute about 10%. This shows majorly economically sound

population in the ward.

Though there are a large number of apartments in the ward, only 10% of the buildings have G+3 and above floors. Thus the map shows 70% of low-rise buildings.

The permissible FSI in the residential area is 1.8, after analyzing the consumed FSI map. This suggests the potential of the ward for vertical expansion in the future.

Fig 2.8 Low Cost Housing Fig 2.9 Hawkers along the Street

Fig2.10 Privately owned Villas Fig 2.11 Mixed Use Development

seen along Hari Villa Road

Fig 2.13 Commercial Complex Fig 2.12 Birds eye View of the Ward Fig 2.15 Typical View of Ward

Fig 2.14 Map showing Distribution of Building Heights across the Ward




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2.5 Land Use The development plan of 2002 shows that majority of the land had been given for residential land

use. The landowners found it economical to give the frontage of their plots for commercial purpose.

Hence a mixed use development can be observed along the main road sides. Majority of the area

includes residential, commercial and office activities, while no area is used for agriculture. Majority

of the vacant plots will be developed as residential and commercial complexes. With the

development of the BRTS corridor, the ward came to be along one of the major transit routes. Also

as per the norms (Transit Oriented Development), the FSI has been increased to 4, though this

hasnt been explored very well by the owners. Land uses play an important role in determining the activity patterns in a ward. It helps in

determining the infrastructure requirements of the ward too. The major land uses of the ward are as

follows:

Residential: The majority of the land is occupied by the residential use. Most of the housing is

bungalows and row houses, with apartments. There are large numbers of housing societies that

happen in the ward. Though they are multistoried structures, most of them do not have floors above

G+3. The slums settlements are found mainly in two patches in the ward. They are mostly semi-

pucca and kuchha houses.

Commercial: Commercial areas are located in small linear patches along the Narol-Naroda Road,

Sardar Road, Nikol Gam Road and Thakkarnagar Road.

Mixed Use: The mixed land use zones are small patches of area covering 3 %of the total area,

mainly of the commercial and residential mix. i.e. the ground floor has the commercial activity and

the upper floors house the residential use. There are a few instances of commercial and

institutional mixed use. This happens mainly along the arterial and sub-art

Vacant plots: Most of the larger vacant plots occur at the northern part of the ward. Many of them

are privately owned and have been used as informal recreational areas. However there are

government owned vacant lands, which can be proposed recreational spaces, which the ward

lacks.

Transportation: Main road networks in the ward have utilized 11% of the land, which shows the

well-established connectivity and accessibility throughout the ward. But sadly this is not the case.

4%

2% 3%

72%

1% 5%

2% 11%

Fig 2.16 Land use breakup within the Ward

Commercial

Institutional

Mixed Use

Residential

Public Semi Public

Open Land

Industrial

Roads

Fig 2.17 Map showing existing land use

0 0.1 0.2 0.3 0.40.05Kilometers




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Fig 2.20 Map showing the Jantri rates at different areas in the ward

0 5000 10000 15000 20000 25000 30000 35000 40000

Open Land

Residential Flats

Commercial Offices

Shops

Open Industrial Plots

Agricultural Land

Fig 2.21 Jantri rates for different types of land (rates rupees per square metre)

2.7 Land Values Jantri Value Jantri rates are the minimum price of land / building in a particular area or Jantri. (http://www.suratrealestate.com/info/). Jantri rates along the arterial and sub-arterial routes are high.,

as seen in the map. The area along the transit corridor and the area between Thakkarbapa road and

the Nikol Gam Road has a high jantri rate. These two roads are the busiest in the ward. In the areas

close to the slums and low cost housing, the land value is least. A very noticeable observation is that

jantri rates are high in the areas that lie along the high tension wires, this could be because of the

proposed road along the same.

Fig 2.18 Map Land Ownership within the Ward

2.6 Land Ownership Most of the land (about 76%) is privately owned as shown in figure. 2.18 Most of the owners have

their own homes in the land. Few of the lands have been taken up by developers the ones on smaller roads have been developed into apartments while the ones on the main roads were

developed into mixed use complexes. Since most of the land is privately owned, development can

only take place if the owners are given an incentive to develop their land, especially the area along

the transit corridor. Hence regulations that are proposed should give incentives such that the area

attracts private developers.

Private 76%

Municipal

24%

Fig 2.19 ratio of municipal land to private

0 0.1 0.2 0.3 0.40.05Kilometers0 0.1 0.2 0.3 0.40.05

Kilometers




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2.8 Existing Street Network There is a national highway, NH8 (Narol-Naroda) that runs along the west side of the ward, it

connects the ward to the rest of Ahmedabad. It has a B.R.T.S. corridor that connects the ward at 3

points. There arent many recreational spaces along the road. There are quite a few commercial frontages along the highway. It serves as a major connector for the ward; it connects major cities like

Mumbai, Surat, and Vadodara to Ahmedabad. Two arterial roads Hari-Villa and Nikol Gam roads run along the north and south side of the ward. Two sub arterial roads Sardar road and Thakkarnagar road. The rest of the roads are the collector roads of the ward. Total area covered by

roads is about 11%.

Fig 2.23 Map Showing Existing Street Network Fig 2.24 Map Showing Existing blocks

2.9 Blocks Size of urban blocks is very much important because it

effects on circulation pattern, pedestrian movement

and proximity to public transport. Higher block size

increase the travel distance and thus reduces the

proximity to public transport and vice-versa.

0 1 2 3 4 5 6 7 8 9

NH 8 (60m)

Arterial Roads (24-30m)

Sub Arterial Roads (12-

Collector Roads (9-12m)

Fig 22 Graph showing R.O.W. and lengths of Roads (in km) within the Ward area

0 0.1 0.2 0.3 0.40.05Kilometers

0 0.1 0.2 0.3 0.40.05Kilometers

minimum block size (m) = 127

Maximum block size (m) = 2548

average block size (m) = 444




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Fig 2.28 Map showing Bus stops, routes and auto stands

2.10 Public Transportation The ward is well connected with the other parts of the city with the major

roads like Narol Naroda Road (NH 8) on its west; the Nikol Gam road to the

south connects it to the Sardar Patel ring road. The Hari Villa Road bounds it

on the North. The Sardar Road connects it to the Northern part of the city.

The Thakkarbapa road connects most of smaller roads to the main road.

2.10.1 Bus Routes and Stops

The A.M.T.S. bus routes are along the Hari Villa Road, Thakkar Nagar Road

and the Nikol Gam Road. Seven stops as shown in the map. A good

frequency of buses is observed.

The B.R.T.S. network runs along the Narol Naroda route. There are three

stops along the entire stretch of the ward. Thus this network is easily

accessible by the people on the western side of the ward. But not by the

people on the eastern side.

2.10.2 Auto Shuttle routes/ Auto Parking

Auto shuttle routes are mainly along the NH8 (Narol Naroda route). There are

two main stands at the junctions of NH8, Hari Villa Road and Nikol Gam

Road.

2.10.3 Parking

Parking is a major issue on all the major roads. The residential units have

their own parking systems but on the main roads and streets with commercial

frontages there is a major lack of parking spaces.

Fig2.25 A.M.T.S. Bus along Nikol Gam

Road

Fig2.26 Auto Stand at Nikol Gam NH8

Junction

Fig 2.27 B.R.T.S. Bus stop and Buses on NH8

0 0.1 0.2 0.3 0.40.05Kilometers




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Fig 2.30 Map Showing Existing Bins and Problem areas in the ward

.2.11.3 Solid Waste

Primary collection consist of collection of garbage from road swiping which is collected in handcarts

door-to-door collection of waste which is stored in dust bins at the door of societies. Another part of

secondary collection is door-to-door collection by TATA ACE vehicles which collect waste from each

societys doors and send to nearby waste disposal site-Naroda. Secondary collection consists of collection of waste from community bins which is later transferred to nearby dumping site which is in

Naroda, where the waste is compressed. After compressing waste at primary disposal site then

waste is send to final disposal site which is Pirana for Ahmedabad. Some part of waste, almost

quarter part, is taken for processing by private company EXCEL to make compost.

Existing status:

Regular door to door collection and swiping.

No segregation of solid waste is carried out.

For door-to-door collection 7 TATA ACE is used

For road sweeping 48 hand carts are used.

No. of community bins are 10.

No of employs are 101 out of which 80 are permanent

Fig 2.29 Map Showing Storm Water Pipeline and Water Logged areas in the Ward

0 0.1 0.2 0.3 0.40.05Kilometers

0 0.1 0.2 0.3 0.40.05Kilometers

2.12 Physical Infrastructure The physical components of interrelated systems providing commodities and services essential to

enable, sustain, or enhance societal living conditions, is referred to as physical infrastructure. They

include basic services like water supply, sewerage and solid waste collection.

2.11.1 Water Supply

AMC is the major water supplying agency in the ward, especially in the residential areas. 88% of

the ward is covered by the AMC water pipelines, and water is supplied for two hours daily in the

morning. Water required for the ward is supplied from three parts, Viratnagar, Nikol and

Krishnanagar. There is an overhead water tank under construction, to meet the future needs of the

ward. Previously water was pumped into overhead water tanks of each building separately.

Presently there is no shortage in the water supplied.

2.11.3 Storm Water

Storm water is channelized through pipelines as shown in the map. It is functional but out of 48.12 km of roads only 5.69 km is the storm water pipe length, so 11% of roads having storm water drain

as shown in (fig 2.29). The diameter of storm water pipes varies from 300mm -1200 mm & catch

pits are laid at un even spacing .On the basis of site analysis following are the various common

areas/ causes of water logging as shown in the map. This also leads to damaging of the roads

within the ward. The existing network pump the rain water into the canal, thus the rainwater

collected is used for irrigation of agricultural land.




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2.12 Social Infrastructure Social infrastructure includes utilities like schools, hospitals, and amenities like parks and open

spaces. They along with the physical infrastructure of the ward part of interrelated systems

providing commodities and services essential to enable, sustain, or enhance societal living

conditions.

2.12.1 Education

A total of 7 schools are located within the boundaries of the ward. Of the 7 schools, 2 schools are

run by the Municipal Corporation. One of the municipal schools located within the ward impart

education through the medium of Hindi and Gujarati. Both these schools are high schools. Out of

the five private schools, one is pre-primary school, one is a primary school, one is a high school and

one is a higher secondary school. it is to be noted that the schools are well distributed in terms of

their location. Almost all the schools are located within a 5 minute distance of walking from the

residential areas, considering the fact that the average walking speed of a human being is about

8m/ min. here are a few schools located outside the ward. Also schools within the ward, along Hari

Villa road are also used by the residents of the ward. There is a municipal library (A.M.C.) located

centrally within the ward that has been provided for the benefit of the residents.

2.12.2 Health

There are 6 Hospitals, one under construction in Thakkarbapa ward. There is a lack of healthcare

facility for the poorer section. Health care units are located within the ward, of which one is a Multi-

specialty hospital, the others two Maternity hospitals, one pediatric clinic and one eye hospital. All

the health care units are privately owned and are located within a distance of 800m from the

residential within the ward.

2.12.3 Open Spaces

There are no public open spaces inside the ward. But there are a few multi-purpose area available

within most of the housing societies which are privately owned. They are used for parking as well as

recreational and gathering spaces. But such spaces are insufficient for these activities. Most of the

time children play on the streets with low traffic.

Fig 2.32 Madhav Mall and Hospital Fig 2.31 Maniba School on Hari Villa Road

Fig 2.34 Landscaped area within an Appartment

Complex Fig 2.33 Torrent Power House

Fig 2.35 Map showing existing Amenities in the Ward

0 0.1 0.2 0.3 0.40.05Kilometers




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2.13 Economic Activities The economy of the ward is based on small scale industries like diamond cutting, embroidery etc.

There are quite a few shop owners in the locality that own shops within the ward or in the

neighboring areas. Most of the people here work in firms outside the ward. The people that dwell in

the slums or low cost housing units work at construction sites, as vendors or even for the municipal

corporation for daily wages etc. Many of them are employed at the embroidery or diamond industry.

A few of them drive rickshaws and many of them own cattle. As seen in chart no. the marginal

worker population in the ward has increased. This may be because of the growth in slum

population. There are a few high income group staying towards the north of the ward, they are all

involved in business outside the ward. Some of the industries within the ward are owned by this

group. Also very noticeable is the non workers population, this could mean an increase in the

number of elderly as well an increase in the number of children in the ward.

0

5000

10000

15000

20000

25000

30000

35000

40000

45000

1991 2001 2011

NO

.

YEAR

Fig 2.36 Decadal working population

Main workers

Marginal Workers

Fig 2.39 the Marble cutting Factory

Fig 2.38 Diamond Cutters at work Fig 2.37 Hawkers and Vendors along the road

Fig 2.41 Embroidery workers at the Mill

Fig 2.40 Retailers of different types can be found here




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3. Issues and Potentials 3.1 Issues 3.1.1 Lack of Open Spaces

One of the main issues faced by the ward is that there are no parks or open spaces for leisure or

recreational activities. There is not a single decent playground for the children of the ward; they play

out on the streets. This fact was pointed out by many of the residents during the interview. Seventy

two percentage of Thakkarbapa Nagar has a residential land use, also the building density is very

high in many parts of the ward. This makes it necessary for the development plans for the ward to

include open spaces within the ward. The canal has been used as a dumping ground for garbage

and industrial wastes for many years as shown in figure 50; this area has a lot of potential for

development.

3.1.4 Lack of Effective Infrastructure

There is a need for the up gradation of physical infrastructure like solid waste management, storm

water drainage, drinking water facilities, public toilets, and sewerage system. As shown in figures

3.2 and 3.3, the water logging is a problem especially during the monsoon months. This is also due

to the fact that garbage thrown on the roads get trapped in the drains and clog them. The presence

of High Tension Line is a hindrance to high rise development. As mentioned earlier a road was

proposed along the high tension lines. Improper drainage of rainwater causes flooding on the

streets. The storm water lines cause backflow and hence causes flooding on the roads.

3.1.3 Growth of Slums

The total slum population in the ward is about 114000. Area covered under slums is about 86000

square meters. The slums are located to the western part of the ward nearer to the B.R.T.S.

corridor. Some of the slums just need maintenance and better infrastructure; while others need

complete redevelopment. The lack of space for household activities, storage and recreation

creates nuisance in the neighboring roads. Though the majority of the dwelling units are semi-

pucca houses, there is a need for the betterment of living conditions. The kuccha houses have to be

evacuated. Lack of defined / organized spaces for hawkers and vendors create nuisance on the

roads. This issue has to be addressed, since this causes traffic congestion on the Hari Villa Road

and Nikol Gam road. The main reason some of these areas turned into slums is the lack of access

to these spaces.

Fig 3.6 Spillover from shops onto the Pedestrian

Pathway on Nikol Gam Road

Fig 3.7 Traffic at the junctions

Fig 3.2 Water logging along the NH8

Fig 3.1 Hawkers at Nikol Gam Road in front of the

Torrent Power House

Fig 3.5 Garbage Dumping into the Canal

3.1.4 Abandoned Areas

Some areas of the ward like the canal road, some vacant lands, parts of the low cost housing areas

have been neglected. Enforcement of rules along the roads haven't been taken seriously and

hence, there is a spillover of activities, especially from the retail shops along the roads. There are

bins provided along the canal, yet people continue to throw garbage into the canal. Some internal

streets have fallen into disrepair and are now being used by the residents as recreational spaces

(figure 3.5)

3.1.5 Poor Accessibility

The ward has 11% of its area is covered by the road networks. Though the public transit systems

like BRTS and AMTS are well established in the ward, there is a lack of pedestrian pathways along

the roads. Also some of the internal roads have dead ends that result in large urban blocks. This

leads to unnecessary and increased travel times internally. The regulations along major roads like

the Narol-Naroda and Nikol Gam roads has to be enforced; since the R.O.W. has been either

inefficiently utilized or completely ignored by the shop owners. Provision for parking along all the

major roads is required. Also canal road needs to be redesigned in order to allow for pedestrian

street design. The Vikram Park Road is being extended both ways presently (existing development

plan). Since the planned path it takes will be along a residential area, it can be designed to carry

less traffic; green streets is an option along this road since a large part of the road R.O.W. will be

taken up by the towers. 3.1.6 Informal Activities Lack of defined / organized spaces for hawkers and vendors create nuisance on the roads. This issue has to be addressed, since this causes traffic congestion on the Hari Villa Road and Nikol Gam road.

Fig 3.4 Lack of recreational Spaces -

informal spaces formed on roads

Fig 3.3 Water-logging on internal streets




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Fig 3.9 High tension line along torrent power house

Fig 3.8 Existing brts Corridor top left a Thakkarbapa Nagar top right elsewhere in Ahmedabad

3.2 Potentials

3.1.1 Transit Oriented Development Existing B.R.T.S. line The Narol-Naroda Highway (NH8) lies to the west of the ward. This gives us an opportunity to

explore the development potential along this network. In order to tap the potential of large

sections of the population using public transit, the FSI has been improved from 1.8 to 4 (payable)

in the Development Plan of 2012. Sadly, this hasnt ben used by man owners of the plots along the highway. In order to encourage growth along this stretch, there is a need to attract private

developers. Development along the transit corridor provides people with a destination to travel to.

3.1.2 Torrent Power House

This can also be seen as an issue as tall structures arent allowed along the power lines. This lowers the possibility of high rise development but at the same time, it allows us to provide space

for a green belt, which has been lacking in the ward.

3.1.3 Canal

The canal has been servicing many villages for about a century now. There were several issues

like dumping of industrial wastes into the canal which has been solved. Now there is a cleaning

and revitalization project being undertaken by the AMC and SWRD. This project includes,

recharging the water, providing recreational spaces along the canal. The canal can be developed

as an area for leisure and gathering. Parks can be provided near this belt so that it will allow

people to enjoy the view and tranquility of the canal space.

3.1.4 Skilled Laborers

Laborers in the diamond industry and the embroidery industry live in this ward. This gives us the

opportunity to invite more industries to the area. This I n turn will increase the number of people

coming to the ward and add to the employment prospects in the ward.

Fig 3.10 Kharicut Canal




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4. Vision

1.TRANSIT ORIENTED DEVELOPMENT

2.IMPROVING MOBILITY 3.REDUCING URBAN BLOCK

4. STORM WATER MANAGEMENT 5. SLUM REHABILITATION 6. SOLID WASTE MANAGEMENT

7.RECREATIONAL SPACES 8.CANAL REVITALIZATION

7.HAWKER ZONES 8.AMDAVAD NI HAAT

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5. Proposal 5.1 Physical Infrastructure Provide high density mixed use development along BRTS Corridor in order to vitalize the use of

mass transport and to provide regulations to create an urban fabric.

Transit Oriented Development (TOD) is a walkable, mixed use form of development focused

around a transit station. Concentrating higher density development near the station makes transit

convenient and encourages ridership.

In the Thakkarbapa nagar ward there is a BRTS corridor running on the 60 M wide Narol-Naroda

Road which is also a National Highway (NH-8). Since this road has high scope for future

development, the TOD zone can be developed along this BRTS corridor

5.1.1 Objective

Mixed land use zoning, Incentivized higher density development Decreasing parking requirement Affordable housing Integration of employment and transit.

5.1.2. Existing Scenario

In the ward the present scenario along the BRTS corridor is such that, the buildings are in a

dilapidated condition, the street sections are not used properly, there are either encroachment on

footpaths or no footpaths, so the people are forced to walk on the carriageway, the cycle tracks are

used for parking and have been encroached by street dwellers and hawkers. The last mile problem

is also there since there are less public transport stops present nearby BRTS stops.

Fig 5.1.2 Encroachment on footpaths Fig 5.1.3 Parking on carriageways Fig 5.1.4 view of the front facade Fig 5.1.5 condition of buildings




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Fig 5.1.1 Map showing tod zone

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5.1.2.1 Existing Land use The existing land-use along the 200 m patch of the BRTS corridor is mixed-use development,

which is ideal for Transit oriented development, but the natural growth of the development is in a

haphazard manner, on the front faade there is commercial on the ground floor and industrial on

the above floors and commercial plus residential in the rest of the area. In residential land-use

there is HIG, MIG, LIG & slum areas. There are Medium & small scale industries like Diamond ,

Embroidery, metal work etc.

Fig 5.1.7 Existing land-use under the 200 M patch

along the BRTS corridor

Fig 5.1.6 Proposed DP-2002 under the 200 M patch

along the BRTS corridor

Lack of Pedestrian Pathways.

Lack of signage.- auto stand on NH8

Chaos caused by trucks - loading, unloading, parking , noise

Unorganized informal activities

Encroachment on the road., and cycle track

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Fig 5.1.8Existing situation along the BRTS corridor

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5.1.3 Proposal - 5D Strategy for Transit Oriented Development After a detail study of the issues and transit related problems in the ward, there is a need of the

hour of strategically planned development which not only provides solutions to the existing issues

but also provide scope for better future development. There is no single right way to create successful transit-oriented communities and, ultimately, many variations on these basic

development patterns are possible depending on a communitys aspirations for how it wants to grow.

While each of the 5Ds is important in shaping travel behaviour, some aspects of built form are more permanent than others. For instance, once a neighbourhood is established, its location and

its street network become very difcult to change over the long term, whereas building form and the uses within buildings change more readily along with market trends. The 5Ds can be listed down as, Density, Diversity, Distance, Design & Destinations. The following sections explain each

of the 5Ds in detail.

2. Diversity

Ensure a good diversity of uses, especially those which animate the streetscape; provide a mix

of housing types, tenures, and price points; and a good jobs-housing balance so that people are

never too far from work, shopping and other destinations.

Fig 5.1.10 A rich mix of

pedestrian-friendly uses, and

housing types, tenures, and

price points distributed along

the corridor helps to optimize

transit utilization

3. Distance

Create a supportive urban structure by introducing a ne-grained network of pedestrian- and bicycle-friendly streets. If block sizes are too big and streets are too discontinuous, distances

will be too far to walk

Fig 5.1.12

Reduced urban

block size to

shorten the

distance for

pedestrian friendly

walking.

4. Design

Design a public realm that is pedestrian- and bicycle- friendly. Bring buildings up to the

sidewalk, animate them with active frontages, provide amenities and weather protection, and

tuck automobile parking behind or underground.

Fig 5.1.14

pedestrian

friendly

neighbour

-hood

1. Density

Higher densities should be concentrated as close to frequent transit stops and stations as

possible in order to minimize walking distances to more destinations for more people. Densities

can then gradually step down in order to integrate with surrounding lower-density

neighbourhoods, where applicable.

Fig 5.1.9 Transit-oriented

density distribution (highest

at transit, stepping down to

surrounding neighbourhood).

5. Destinations

Get the location right: focus high demand destinations along frequent transit corridors and limit

growth elsewhere. Also to solve the Last mile problem proper public transport to be provided

near transit stops reaching final destinations.

Fig. 5.1.15 Poor transit

geography forces a

choice between

providing a slow

meandering route or one

that bypasses key

destinations.

Fig. 5.1.16 Good transit

geography lines up

destinations along a

reasonably direct

corridor. Be on the Way!

18

Fig 5.1.11 Large

urban blocks &

cul-de-sacs

results in long

walking distance.

Fig 5.1.13

Not

pedestrian

friendly

neighbour

-hood

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5.1.4 Development Control

Regulations proposed

In the future development the extra 2.2 FSI will be provided on

low charges if there is commercial

+ residential in first 100 M patch

and commercial + Industrial in

the patch of another 100 M.

For the development on front faade, a setback of 3 M on

Ground floor has to be provided

for Arcade.

Parking in buildings should be provided either in basement or in

the backyard of buildings.

Fig 5.1.18 Proposed land use map.

The 5D strategy has been implemented in the ward planning in the following ways:

1. Density : in the existing scenario the density along the Transit corridor is not very high but by

giving land-use development proposal, the density will increase in the coming years.

2. Diversity : the natural growth of the development along the corridor is mixed use only, but not in

an organized manner, thus proposing regulations to maintain the diverse nature of land-use.(as

shown in fig. 5.24)

3. Distance : There are disconnected street network full of cul-de-sacs and large urban block sizes

which results in long walking distances and less efcient transit operations. Thus urban block sizes have been reduced and street network is designed as such to shorten the travel distance.

4. Design: designing not in terms of just the building design like arcade design in front faade but

also street network design so as to provide pedestrian friendly streets.(as shown in fig.5.23)

5. Destinations: to curb the last mile problem public transport stops like auto stands have been

proposed nearby BRTS stops(as shown in fig. 5.23) so that people can reach to their final

destinations without hassle.

Fig 5.1.17 Proposed road section of 60 M wide Narol Naroda road

showing arcade and street-scaping.

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5.2 Improving Mobility and Road Infrastructure 5.2.1 Issues

The key problems with the ward streets is that they are designed from the centreline outwards, as

shown in fig 5.2.1 , without taking the needs of all users into account. The median is marked and a

carriageway constructed, and the undefined outer area is left for other purposes. After parking eats

away a significant share of this area, pedestrians, trees, utilities, street vending, and social

activities jostle for whatever space remains, as shown in fig 5.2.2. Due to inadequate width,

encroachment & absence of footpath, pedestrians are forced to walk on the carriageway.

Dead ends to several local collector roads lead to incomplete circulation thus increasing the

travel time

Large urban block sizes

No direct access to public transport

Inadequate R.O.W. provided for pedestrians

Footpath is obstructed by business spill out

On- street parking is a major cause of traffic congestion along the sub-arterials, especially during

peak hour traffic.

Un-used cycle tracks on the NH8, which is presently being used for parking and informal

activities

5.2.2 Proposal 1: Better local circulation (making connectors)

The fig 5.2.3 shows the map of existing road hierarchy along with the dead end location. These

missing linkages lead to incomplete circulation, no direct access to public transport & large block

sizes. In order to improve the local circulation & increase accessibility to public transport, joining all

those missing links and completing network, which will reduce the urban block sizes, distance &

travel time.

Fig 5.2.2 If a street does not provide separate space for pedestrians, people will walk in the carriageway.

Pedestrians are

forced to walk on

the carriage way

Separate 3m lane for bicycle .

Now used for parking.

On-street parking Footpath is

obstructed

On-street

parking

Pedestrians are forced to

walk on the carriage way

Narol- Naroda Road Thakkarnagar Road

- Dead end streets

0 0.1 0.2 0.3 0.40.05Kilometers

Fig 5.2.3 Map showing the existing road hierarchy along with the dead end locations

Carriage way Carriage way

Carriage way Carriage way

Center line

Outwards Outwards

Inwards Inwards

Footpath Footpath

Fig 5.2.1 Current design practise

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Figure 5.2.4 shows the existing blocks along with a classification of their block perimeters. Also

larger block sizes encourage use of vehicles, instead of pedestrian movement. The proposal tries

to cut through the bigger blocks trying to reduce the travel time, reducing the travel time, thus

increasing the accessibility .

Fig 5.2.4 Map showing existing blocks and their perimeters

0 0.1 0.2 0.3 0.40.05Kilometers

0 0.1 0.2 0.3 0.40.05Kilometers

Fig 5.2.5 Map showing proposed blocks and their perimeters

1213

EX

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620

534

488

344

270

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Fig 5.2.6 Figure showing breakup of large block s into smaller blocks.

Perimeter Existing Proposed

minimum (m) 127 127

maximum (m) 2548 1168

average (m) 444 390

Table 5.2.1 Perimeter in the existing and proposed blocks

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5.2.2.2 Proposal 2 Restructuring Road Sections Completing Streets In order to improve the existing congested streets of ward all streets need to be developed as

Complete Streets that enable safe and comfortable travel for users of all modes including walking, cycling and public transport and for people of all ages and abilities. Complete Streets provide

dedicated space for all activities or zones like pedestrian movement, cycle tracks, parking space,

commercial and informal activities, plantation and landscape, street furniture and lighting etc.

The Activity Frontage map (figure 5.2.8) illustrates the current pattern of active frontages in

Thakkarbapa Nagar. Red circles represent the most active frontages, such as schools, work place

restaurants, retail shops, and vendors. Yellow circles represent frontages that produce slightly less

activity, such as residential units and office space. It also illustrate the streets which are active &

which need to be upgraded & restructure.

Nikol Gam Road, Hari Villa Road and the Narol Naroda highways, though automobile dominated

streets have a high concentration of active frontages. Even though canal road is supposed to be

active, there is very low amount of pedestrians on this road. Thakkarbapa road is highly

pedestrianized even though the footpaths are virtually non-existant.

Principles followed for street design are (source: Better street guidelines ITDP, EPC)

1. Safety : Streets must be safe for all users. This implies that every street needs to have a

slow zone where pedestrians have priority.

2. Mobility : Mobility zone for vehicle movement of private vehicles & public transport which

should be separated from the slow zone.

3. Pedestrian accessibility : All streets need to have continuous footpaths or safe shared

space with minimal grade differences and adequate clear width for pedestrian through

movement.

4. Liveability : Elements such as tree lines, landscaping, and furniture enhance a streets slow zone, creating space for relaxation, interaction.

5. Sensitivity to local context : Street design should factor in local street activities like street

vending , patterns of pedestrian movement, and nearby land uses.

Fig 5.2.8 Map showing the current active frontages in thakkarbapa nagar.

Fig 5.2.7 Street design elements

0 0.1 0.2 0.3 0.40.05Kilometers

Safety

Mobility

Pedestrian accessibility

Liveability,

Sensitivity to local context

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Proposed Road sections

Fig 5.2.9 Proposed ROW 60m ( Narol- naroda NH-8 road)

To Retrofit Streets for equal or higher priority for Public Transit and Pedestrians

following are the various elements provided for street design:

1. Footpath- Providing continuous unobstructed minimum width of 2 m, on all streets except

on traffic calmed small streets.

2. Median- continuous, and direct. On streets with high-speed traffic, cycle tracks can reduce

conflicts between cycles and motor vehicles.

3. Carriageway

4. Cycle track- Providing segregated cycle tracks ,which are safe, convenient continuous, and

direct on streets with high-speed traffic, cycle tracks can reduce conflicts between cycles and

motor vehicles.

5. Multi utility zone- Multi utility zone on street may accommodate many functions like hawker

zones, bus stops, on street paid parking, street light, street furniture

6. Service lane

7. Street light

8. Street landscaping

9. Street furniture

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Fig 5.2.10 Proposed ROW 30m ( Hari villa road)

Fig 5.2.11 Proposed ROW 30m ( Nikol gam road)

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Fig 5.2.12 Proposed ROW 18m ( Thakkarbapa nagar road)

Fig-5.2.13 Proposed ROW 18m ( Vikram park road)

Fig-5.2.14 Proposed ROW 12m ( Canal road)

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Sno. Description Nos Length Width Quantity Unit Rate Amount

1 Narol naroda (60m)

A Service lane(resurfacing) 2 1350 6 16200 sqm 968

1,56,81,600

B cycle track(MUZ) 2 1350 1.8 4860 sqm 1550

75,33,000

C Footpath 2 1350 2.5 6750 rmt 1862

1,25,68,500

D Footpath(MUZ) 2 1350 2 5400 rmt 1562

84,34,800

4,42,17,900

2 Harivilla road (30m)

A carriage way(resurfacing) 2 1082 7 15148 sqm 968

1,46,63,264

B footpath 2 1082 2.5 5410 rmt 1862

1,00,73,420

C MUZ footpath 2 600 2 2400 rmt 1562

37,48,800

D cycle track 2 1082 2 4328 sqm 968

41,89,504

3,26,74,988

3 Nikol gam road (24m)

A carriage way 2 1313 7 18382 Sqm 1739

3,19,66,298

B foot path 2 1313 2 5252 rmt 1562

82,03,624

C multiple zone footpath 2 780 2.5 3900 rmt 1862

72,61,800

D centre median 1 1313 1 1313 rmt 974

12,78,862

E Street light (Solar) 44 44 Nos 33230

14,62,120

5,01,72,704

4 Vikram park road(18m)

A Carriage way 1 1554 9 13986 sqm 1739

2,43,21,654

B Footpath 2 1554 2 3108 rmt 1562

48,54,696

C Green belt 4 1554 1.3 2020.2 rmt 800

16,16,160

D Street light (Solar) 52 52 Nos 33230

17,27,960

3,25,20,470

5 Thakkarbapa nagar (18m)


1,66,34,112

B footpath 2 1432 2.5 7160 rmt 1862

1,33,31,920

C centre median with green belt 1 1432 0.5 716 rmt 974

6,97,384

D Street light (Solar) 48 48 Nos 33230

15,95,040

3,22,58,456

Sno. Description Nos Length Width Quantity Unit Rate Amount

6 Canal Road (12m)


1,09,24,848

B Footpath 2 1254 2 5016 rmt 1562

78,34,992

C Street light 42 42 Nos 33230

13,95,660

2,01,55,500

7 Sardar road (12m)


58,54,464

B footpath 2 864 2.5 4320 rmt 1862

80,43,840

C Street light (Solar) 29 29 Nos 33230

9,63,670

1,48,61,974

8 Proposed ROW 12m

A carriage way 1 1186 7 8302 sqm 1739

1,44,37,178

B Footpath 2 1186 2.5 5930 rmt 1862

1,10,41,660


13,29,200

2,68,08,038

9 Proposed ROW 9m

A Carriage way 1 1274 6 7644 Sqm 1739

1,32,92,916

B Footpath 2 1274 1.5 3822 Rmt 1262

48,23,364


14,28,890

1,95,45,170

10 Proposed ROW 6m

A Carriage way 1 1561 6 9366 Sqm 1739

1,62,87,474

B Street light (Solar) 52 52 Nos 33230

17,27,960

1,80,15,434

11 Resurfacing after storm line laying

A 12 m ROW 1 494 7 3458 Sqm 968

33,47,344

B 9 m ROW 1 297 6 1782 Sqm 968

17,24,976

C 6 m ROW 1 1019 6 6114 Sqm 968

59,18,352

1,09,90,672

TOTAL

30,22,21,306

Costing :

Costing of Road infrastructure includes the cost of construction of new lanes , resurfacing of

existing lanes, laying of footpath, median, cycle track, multi-utility zone & streetlight. Including all

material, excavation, refilling, installation & labour cost.

Total estimated budget for road infrastructure : Rs 30,22,21,306

Table 5.2.2 Detailed costing for Road Infrastructure Improvement

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5.3.1 Issues

Storm water drainage network is very poor in Thakkarbapa nagar ward , during the monsoon

months ward suffers temporarily flooding in some low laying areas. Out of 48.12 km of roads only

5.69 km is the storm water pipe length, so 11% of roads having storm water drain as shown in (fig

5.3.1). The diameter of storm water pipes varies from 300mm -1200 mm & catchpits are laid at un

even spacing .On the basis of site analysis following are the various common areas/ causes of

water logging as shown in contour map(fig 5.3.2) & (fig 5.3.3).

1. When storm water lines are present , but longitudinal & cross- sectional are not properly

workout.

2. When storm water lines are present , but catchpits are blocked .

3. No storm water line and discharge is into sewerage pipe .

4. No storm water line and area is low lying.

Fig 5.3.3 water logging areas Fig 5.3.1 Contour map.

5.3 Improving basic Infrastructure

LEGEND

300 mm

450 mm

600 mm

1200 mm

canal

Road

0 0.1 0.2 0.3 0.40.05Kilometers

Fig5.3.2 Map showing the existing storm water network.

Water logged areas

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5.3.2 Proposal

Following are the various proposals :

1. Providing and laying RCC I:S (NP-3) pipes of diameter 450mm & 600mm for storm water

disposal.

2. Providing storm water pipes on both sides of the road with crown type camber of 2% on roads

having R.O.W greater than 12 m as shown in fig 5.3.4

3. Construction of storm water brick masonry catch basin of size (0.6m X 0.9m) for 450mm & ( 0.9m

X 0.9 m ) for 600mm at spacing of 20m.

4. Manual cleaning of existing blocked catchpits by labour.

5. Providing 2% camber (slope) on roads .

LEGEND

450 mm

600 mm

1200 mm

canal

Road

0 0.1 0.2 0.3 0.40.05Kilometers

Fig 5.3.5 Proposed map of storm water network.

Fig 5.3.4 Proposed road section

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5.3.3 Costing

Costing for storm water network includes the cost for the following :

1. Providing and laying RCC I:S (NP-3) pipes of diameter 450mm & 600mm, RCC socket and spigot

pipes with rubber gasket joint for storm water disposal system including excavation and disposal

of excavated materials .

2. Construction of storm water brick masonry catch basin of size (0.6m X 0.9m) for 450mm & ( 0.9m X

0.9 m ) for 600mm in C.M. 1:6 up to 1.5 m depth below road edging level to soffit level of pipes &

medium duty precast fibre reinforced top cover, also include cost of material, labour, excavation,

refilling .

3. Manual cleaning of existing blocked catchpits

Total estimated budget for storm water management : 5.86 cr

Sno Description Quantity Unit Rate Amount

1 RCC (NP-3) pipe 450 mm 8108 m 1980/Rmt Rs 1,60,53,840

2 RCC (NP-3) pipe 600 mm 10140 m 3000/Rmt Rs 3,04,20,000

3 Catchpit proposed (0.6m x 0.9 m) for 450 mm

440 nos 12,000/nos Rs 52,80,000

4 Catchpit proposed (0.9m x 0.9 m) for 600 mm

455 nos 15000/nos Rs 68,25,000

5 Catchpit maintenance (manual cleaning)

454 nos 200/nos Rs 90,800

Total Rs 5,86,69,640

Table 5.3.1Costing for laying Storm water pipes

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Fig 5.3.7 Images showing the existing situation within the

ward, it shows many of the dumping areas along roads, the

garbage in the canal

5.3.4 Issues 1. Storm water drainage network is very poor in Thakkarbapa Nagar ward, during the monsoon months

ward suffers temporarily flooding in some low lying areas. 2. They have basic infrastructure facilities. But the buildings are dilapidated, as most of them are

semi-pucca houses which need to be maintained regularly. Area of each unit is about 24sqm

with an average of 5 persons per household. The land occupied by these slums is under the

government. All slums have inadequate, water supply and sanitation facilities. The roads are

not paved, and there is need for better connected streets. The slums have grown onto existing

streets and therefore there is no clear distinction. 80% of the houses are in very bad conditions,

most of the houses here have asbestos roofing. The high density in housing and lack of proper

sanitation facilities creates unhygienic living conditions in these areas. Electricity is available at

all times because it is supplied from the torrent power station in the ward.

3. Inadequate Solid Waste Management On the basis of the size of the population, it has been estimated that the waste generated per day in Thakkarbapa nagar ward is approximately 0.8 kg/cap/day, whereas the solid waste collected per day is roughly around 0.39kg/cap/day. Thus, there is a deficiency in the waste collected with the waste produced in the ward. Littering of the roads and over-spilling of bins are observed because of inefficient collection and transfer procedures. Door to door collection is present in most of areas of the ward but some parts of the ward is unattended. Lack of awareness among the citizens about the importance of proper solid waste management and the effect of improper solid waste disposal is the main cause of dumping of garbage on the roads and into the canal. The market areas are always littered, but there is no system set up to clean up after the market closes, thus the wastes left behind becomes a hazard not only to humans but also to animals. The still unhygienic water in the canal causes dangerous water and vector borne disease.

Fig 5.3.6 Clockwise from top, aerial view of slum, dilapidated structure within the slum, house with asbestos

roofing

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Fig 5.3.9 slum population

in the ward Fig 5.3.8 Map showing location of slums and low cost housing

5.3.5 Proposal 2 Slum Rehabilitation and Redevelopment The main objective here is to introduce new slum redevelopment and rehabilitate schemes to

improve living conditions, Better infrastructure, Healthy environment, Proper sanitation facilities,

Less alienated communities in accordance with the by laws provision of slum rehabilitation policies.

The slums are located towards the western stretch of the ward as shown in the figure. In image

hatched area show the slums and low income group. Total population of slums is around 15000.

Almost 18.75% of the wards population (approximately 3000 households) lives in degraded areas. Total area occupied by slum is 85,606 sq.m.

Area belongs to slum is namely, Sant Rohidas Nagar, Kevdajini Chali, Gangaben ni chali,

Narbheram Nagar, Visat Nagar, Ratndip na Chhapra, Garib Nagar.

Many of slum dwellers work in surrounding industries , few of them are vendors, few of them work

for loading and unloading cargo. They are daily wage workers. Their children study at the

government provided schools.

18.7

Location Identified for

Rehabilitation, total area

of slum rehabilitation is

24000 sqm.

Location Identified for

Transit Camps

In situ slum rehabilitation is proposed to minimize adverse

impacts on livelihoods and

community assets and access to

health and education facilities.

Proposed area of slum

rehabilitation is 24000 sq.m., rest

of the area 61,606sq.m. will be

used for different new proposals.

Like Amdavaad ni haat. In order to

create a cash flow into the ward.

The planning process aims at improvement in the living

conditions, infrastructure and level

of security of the urban slum

dwellers. There should be

universal provision of basic

services like water supply and

sanitation irrespective of land

tenure and legal status.

Customers approach to the entire slum redevelopment is quality

construction, optimal space

design , avoid clutter, amenieties

that are of good quality, durable, fit

for use and a structure with

desirable look.

Central financial assistance under the scheme will be at 75,000 per

DUs for housing

The slum rehabilitation will be done in two phases. In first phase, out of 24000 sqm area required

half of the dwellings will be shifted to the location identified for transit camps. Area identified for

transit camp is around 6151 sqm. Once construction of the blocks is done, they will be allowed to

occupy the new buildings.

0 0.1 0.2 0.3 0.40.05Kilometers

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Fig 5.3.10 Map showing proposed space for

temporary relocation of slum

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Fig 5.3.12 Financing strategy

FUNDINGS

AMC

AHP(RAY)

NGOs

BENEFICIARIES (SLUM

DWELLERS

Fig 5.3.11 Proposed EWS housing unit

Estimate for Slum Rehabilitation

Ews housing Rate per DU Total

Constructing 3300 DU's 2,50,000 82.50 cr Fundings (AHP) 75,000 25 cr

Total 57.5 crore

The Total population of slum situated in Thakkarbapa ward is 15000.the average person per

household is 5. The total no. of households situated in slum are 3000. Further, as guidelines given

under RAY 10% household should be added to the total no of household. Applying this rule to the

no of household situated in the slum we get a total 3300 households to design for. In order

accommodate 15000 people, the no of building blocks required is 82, Each block is a G+4 structure

with 8 dwelling units per floor as shown in the figure. Area provided per unit is 32sq.m. The total

area required for constructing one block 256 sq.m. the total built up area is 24000sq.m. which

includes 20500sq.m . Of area for 82 blocks further adding 10% open area provided(2050sq.m.) plus

5% for offset.

5.3.3.1 Costing

Estimated budget for constructing 3300 dwelling units is 82.50 crores. The cost for constructing one

dwelling unit is 2,50,000rs out of which AHP will fund 75,000rs per unit. Other funding can be

collected through multiple medium like NGOs , benificiaries,etc.

Area provided per unit = 32sqm

Total area reqd for a block = 256 sqm

Total built up = 24000sqm

10% for open spaces = 2050 sqm

Total area reqd. = 20500sqm

Table 5.3.1 Estimate

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Fig 5.3.16 Municipal worker with a trolley

Fig 5.3.15 Garbage collection trucks

Fig 5.3.17 Road sweeping machine

LEGEND

Route 1

Route 2

Route 3

Route 4

Route 5

Route 60 0.1 0.2 0.3 0.40.05Kilometers

Fig 5.3.13 Map showing existing garbage collection routes highlighting the problem area Fig 5.3.14 Map showing proposed garbage collection route

LEGEND

Proposed route

0 0.1 0.2 0.3 0.40.05Kilometers

In this ward six chhota hathi is used for door to door collection of garbage from the residential areas. This covers six different routes.

Despite providing d2d facilities by AMC to Thakkarbapa ward there is a part of the ward which is not serviced and requires the d2d garbage

collection facility.

There is no provision of d2d collection for the commercial areas along the main roads.

Apart from chhota hathi 48 trolleys and 80 road sweepers are engaged in dump collection activity from the road side.

Presently there are 11 bins placed around the ward, the location of which is shown in figure 5.3.18.

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Fig 5.3.18 Proposed and Existing bins within the ward

5.3.3.1 Strategies Implemented

I. New primary waste collection bins.To meet the requirement for collection of additional of

wastes, eleven new primary bins located at the mentioned spots. Relocation of four existing

bins to more efficient sites will be done

II. Unattended part of the ward has to be provided with chhota hathi for residential area.

III. Additionally two chhota hathi has to be provided for commercial area.

IV. Thirty two trolleys will be provided for waste collection.

V. Eighty eight more road sweeper will be employed

VI. Regulating doo

Documents

Thakkarbapa Nagar Grp 2 17.11.2014