About the Studio Exercise 1: Plan your precinct (1 Week) Exposure to planning through proposals for 1 sq km of area, a follow up of the previous semester’s studio work. Exercise 2: Development Plans and Road Networks (1 Week) Understand various development models and planning approaches around the world supported with road network study to identify patterns, block sizes, and spacing of arterial roads. Preparation of the Development Plan for the city of Surat Iteration 1: Existing Situation Analysis & Initial Concepts (3 Weeks) Analysis of the esisting situation through both primary and secondary data sources followed by developing individual concept for the Development Plan. Iteration 2: Vision, Approach, DP Framework and Zoning (4 Weeks) Development of key proposals related to zoning and development regulations, along with vision and objectives. Iteration 3A: Draft Development plan (3 Weeks) Draft proposals for zoning, transportation, housing, infrastructure, environment, heritage, economic development etc. along with broad cost estimates and revenue generation. Iteration 3B: Final Development Plan (4 Weeks) Refining the work in Iteration 3A with addition of 3D visualisations for urban form resulting from regulations at city, area, and/or street levels; implementation phasing through TP Schemes, monitoring & evaluation framework.
Contents 1.A prelude to the DP 1.1. Planning of a precinct 1.2. Road network Analysis 1.3. Case study and Analysis - Master plan of Chennai 2.Research and Conceptualization 2.1. Perception of the city 2.2. Existing Situation Analysis 2.3. Isuues and Potential 2.4. Vision and way forward 2.5. Planning Approach and Conceptualization 3.Planning Interventions and Strategies 3.1. Road Network and Mobility 3.2. Zoning 3.3. DP 2036 3.4. Development Control Regulations 3.5. Hazira - Envisioning a resilient coast 3.6. Creeks and Canals as Greenways 3.7. Phasing and Implementation 4.Conclusion 5.Bibliography
1. A Prelude to the DP 1.1. Planning of a precinct
Bal
ol N
aga
r cr
oss
Rd.
Situated in the north western part of the city of Ahmedabad, the precinct of Nava Vadaj comprises of four localities - Ranip, Vyaswadi , Nirnay nagar and Mansukh nagar. It can be identified as a dominant residential fabric with a variety of housing clusters that vary largely on their spatial context. The precinct has a major traffic carrying circulation spine, the Balol Nagar Cross Road and 4 major nodes that define the secondary circulation route. Temple shrines and educational institutions including schools and colleges situated across these 4 nodes serve as major local landmarks. The day and night scenes of the precinct vary widely from lower activity levels during the early hours of the day and a highly contrasting commercially and socially active life (local street markets and vending) at the end of the day.This diverse socio economic quality gives it the character of a residential city within the city.
Chandra bhaga Rd.
Map showing the built use character
Map showing plot ownership
Vacant plots used as parking lots
AMC
Unused part of the public land leased out for private bus parking
AUDA
Open spaces inside housing societies
Railway land
Housing board (GHB)
Road network and street infrastructure The condition of footpaths and lack of public open spaces encourage encroachments and result in poor pedestrian access and un usable public infrastructure.Also, the primary arterial roads are the only traffic carrying spines thereby resulting in congestion. TYPES OF ENCROACHMENT Encroached bus stops
Parking Informal settleVending Shop front
FOOTPATHS Poorly maintained footpaths
Less than 1.8 m More than 1.8 m
HIERARCHY OF ROADS The V/C ratio of primary arterial roads are above 0.9
Bus stops Primary sub arterial Collector roads Local roads
Identified urban issues: - Lack of public open spaces - TP schemes are not managed which results in dead public open spaces - Poor walkability due to lack of street infrastructure - 70 % footpaths are non-usable - Lack of adequate public transport connectivity - PTAI : 25 - Slum encroachments - Lack of public parking facilities - Inefficient solid waste management system - Vacant plots as nuisance points
PROPOSALS - Overview REVISED LAND USE
AUDA garden development
To promote effective usage of available public and vacant land. Offstreet parking and neighbourhood parks are proposed as comprehensive solutions. Parking lots Parks and Playground
Shared parking PPP
Available public land Gopal Chowk Park
FOOT PATH REPAIR AND REDEVELOPMENT
All existing footpaths are to be widened to 1.8 m and redeveloped to ensure ease of pedestrian accessibility to public transport nodes. This is to be executed in phases depending on the audit of condition of existing footpaths. Footpath redevelopment 1.8 m wide
EXISTING LAND USE AUDA garden Institutional use LIght industries Residential use
Widening of Chandrabhaga Road - 18m ROW
PROPOSALS IN BRIEF : Offstreet Parking: Reduces the encroachment of footpaths and traffic congestion Existing scenario : Available vacant public plots leased out to private agencies for parking - 6000 sq.m. (180 ECS ) Area of available public plot - 4000 sq.m. (80 ECS) *ECS - Equivalent car space Capital Investment : 2 crores Maintenance : Public Private Partnership model
Long Term Vision : A parking policy with dynamic charges for two - wheelers, four wheelers and LCV. Rebate on charges for two wheeler parking shall incentivise the use of public transport systems.
Repair and Redevelopment of footpaths : Special case of Chandrabhaga Road : Considering the busy street market in the evenings, an average footfall of 180 people per hour, parking and vending encroachments on footpaths and a narrow carriage width of 7.5 m , widening of the Chandrabhaga road is the need of the hour. It would help reduce traffic congestion while providing a safe walkable environment for the public.A formal market is proposed in the vacant plot that is under Gujarat Housing Board. Land Acquisition is not necessary here as the plot is owned by a government body. Vendor market : Capital cost : 1.5 lakhs Infrastructure : 80,000 INR
Street Infrastructure : 15 lakhs Tree plantation : 30,000 INR Storm water drain network: 3 lakhs
Sectional elevation of the proposed 18 m wide road
Overall Footpath repair and redevelopment - 45 lakhs Length - 4.71 km
Envisioning the street market
RESTRUCTURING WARD LEVEL URBAN GOVERNANCE TO ENSURE PUBLIC TRANSPORT CONNECTIVITY
Given that walkability can be reasonably improved by street infrastructure and parking encroachments can be reduced by developing parking plots, one can use a Local Transport Plan, to tie all these together at the ward level giving a planning authority to the Urban Local Bodies which can be directly funded.A comprehensive solution is thus achieved to ensure unhindered connectivity and public safety.The “LTP” can be funded from the municipal budget allocation.This shows higher possibilities of implementation and will involve public participation to cater to an adaptive approach.
1. A Prelude to the DP 1.2. Road network Analysis - Tuticorin, TamilNadu. The city of Tuticorin is situated in the southern part of TamilNadu and is one of the major ports of the state. It is situated in the Gulf of Mannar and is considered a predominantly Industrial city.
Map showing the ring and radial arterial roads of Tuticorin
AREA OF THE CITY : 313 sq.km. POPULATION : 4.11 Lakhs
Area of the city in sq.km.
The city core has a grid iron pattern that has gradually emerged to become a grid - radial hybrid road network.
Population in lakhs
Average distance between arterials
0.88 km
Average block size
2.16 sq.km.
Rings
Avg.distance (km)
Radial
Avg.distance (km)
1-2
5.20
1
0.8
2-3
5.40
2
4.2
3
9.9
Between Ring 1 & 2 11.9 sq.km.
Between Ring 2 & 3 29.4 sq.km.
Between Ring 3 & 4 40.6 sq.km.
Owing to the medium population density of the city, its size and geographical features including the coast on the eastern side, less number of radials are present. The land uses are mainly industrial, agricultural and salt farms in the outermost arterial blocks thus contributing to their larger block sizes.
1. A Prelude to the DP 1.3. Case Study and Analysis - MasterPlan of Chennai 2026 Area : Chennai Metropolitan Area – 1189 sq.km Chennai City – 176 sq.km
Population : 46.46 lakhs (2011 census)
Average Annual Growth Rate : 1.51% Population Density : 247 pph (City) 59 pph (CMA)
Layers of Zoning Various aspects of planning have been considered with special focus in the following concerns. CMA Boundary
CMA Boundary City Boundary Taluk Boundary Village Boundary
City Boundary Road network CMA Boundary Taluk Boundary City Boundary
Village Boundary Taluk Boundary Railway Line Village Boundary RailwayRoad Line Arterial Arterial RoadRoad Sub arterial Sub arterial Road Collector Road Collector Road
National Highways Railway Line Primary Residential Mixed Residential Commercial Institutional Industrial Hazardous Industrial Open space Recreational Urbanisable
22%
Non urban
33%
CRZ III
CRZ III Recharge Area Aquifer Pallikaranai Swamp Area Aquifer Red hills Recharge Catchment Pallikaranai Swamp CRZ I
CRZ II CRZ III Aquifer Recharge Pallikaranai Swamp Lands proposed for Acquisition
Special Projects Lands identified for future Housing
Water body
Lands proposed for Acquisition For Acquisition
Red hills Catchment Area
Lands identified for future Housing For Housing
CRZ
4% 6% 0
Red hills Catchment area
IAF
14%
0
Red hills Catchment area Ecologically CRZ I CRZ I CRZ II sensitive areas CRZ II
5
10
5
10
16%
Reserved Forest
4% 1%km 20
20 km
Second Master Plan of Chennai (2006 - 2026)
Zoning (CMA)
Land use Distribution
22%
29%
32%
33%
3%
14%
7%
12% 11%
Chennai city area
3%
3%
4% 6% 16%
1%
4%
Chennai Metropolitan Area ; CMA (excl. Chennai city)
32%
29%
Metro Network
Continuous Building Areas (CBA)
Zoning (City)
The Master Plan caters to these major goals by identifying the developable and non - developable areas of the city.
OPTIMAL LAND UTILISATION
PRESERVATION OF ECOLOGICALLY SENSITIVE AREAS
INTEGRATED TRANSPORT LINKS
DECENTRALISED JOB CENTRES
Vision “To make Chennai a prime metropolis which will become more liveable, economically vibrant, environmentally sustainable and with better assets for the future generations “
Proposed Land use 22% 37%
Built – up – 484.59 sq.km. Developable
Non – developable – 437.21 sq.km.
Developed 41%
Developable – 267.36 sq.km.
Non developable
05
5
10
10
20 20 kmkm
Identification of developable and non developable land
Statutory Framework and Levels of Planning Plan prepared by – Chennai Metropolitan Development Authority (CMDA) Plan sanctioned by – Department of Housing and Urban Development Prepared and sanctioned under the Act – TamilNadu Town and Country Planning Act, 1971 Relevant sections of the Act – Section 9A, 17 – 26, 32. Implemented by Detailed Development Plans – (Section 19 and 22 of TNTCP Act, 1972)
CMDA
0
Submission of draft and consent from Preparation of the director to Master Plan by publish notice the Metropolitan of preparation Development of Master Plan Authority. in the Gazette (Formed under sec 9A)
Publication of Notification for public objections
Addressing objections and other modifications
Approval by State Government
Review and variations or modification by the government if necessary
Forward Planning Mechanism
REGIONAL PLAN - macro REGIONAL PLAN - macro REGIONAL PLAN - macro
SEC 32 SEC 26
MASTER PLAN / MASTER PLAN / NEW TOWN DEVELOPMENT PLAN - meso MASTER PLAN / NEW TOWN DEVELOPMENT PLAN - meso NEW TOWN DEVELOPMENT PLAN - meso
SEC 26 SEC 26
SEC 24 SEC 17 2 MONTHS
AS PER TIME PRESCRIBED BY THE GOVT.
EVERY 5 YEARS
DETAIL DEVELOPMENT PLAN – micro DETAIL DEVELOPMENT PLAN – micro DETAIL DEVELOPMENT PLAN – micro
Spatial Evolution
1997 2017
2006 1988
2006
2017
Comparision of different Urban fabrics of the city City core : Nungambakkam
2011 (%)
2001 (%)
1991 (%)
1991 (%)
2001 (%)
2011 (%)
22% 78%
Green
Roads
23% 77% Public
0
100 200
Private
500
Built vs Open
Public vs Private
Predomonimant land use - Mixed Smaller block sizes catering to the mixed use developments. Residential Avg. block size : 230x96 m
Area : 1 sq.km. Road length : 12771 m
Urban zone : Guindy area
29% 71%
Green
Roads
25% 75% Public
0
100 200
Private
500
Built vs Open
Public vs Private
Predomonimant land use Industrial Avg. block size : 338x216 m
Larger block sizes and higher share of margins within plots.
Area : 1 sq.km. Road length : 11493 m
Development Control Regulations To increase population density : Incentivising high rise developments by providing higher FSI for MRTS Influence Areas ; Premium FSI and TDR : The Premium FSI shall be allowed in the Chennai Metropolitan Area excluding Red hills catchments area restricted for development and area of water bodies maintained by the Chennai Metropolitan Water Supply and Sewerage Board for drinking water purpose.
TDR Transferrable from Restricted Residential land use
Residential land use
Commercial land use
Control of built fabric by proposing special areas like Continuous building areas, Multi-storey building areas. W Circular Rd
Continuous building Area in Santhome
Multi-storey building Area in Nungambakkam
Land use/ Zoning
LIBERAL
CONTROL
Open space reservation : 10 % of layout area (excluding roads), additionally, shall be reserved for “Public Purpose” in plots more than 10000 sq.m. in extent. Reservation is kept in place for a year for government appeal – minimizing the need for land acquisition.In cases where the extent of the residential layout exceeds 10000 sq.m. (1 hectare) 10 % of layout area (excluding roads) shall be developed as EWS plots. In this way housing and social infrastructure is catered to efficiently.
FSI Built form
Control and liberal frame of the regulations
Key Inferences The Second Master Plan has evolved as a follow up to the first master plan. Continuation of developing the peri urban land parcels as new towns has strategically worked out to decongest the city. Ecologically sensitive areas have been considered to regulate built density. Housing – Zones have been identified to cater to the increasing population, towards satellite towns.
First Master Plan
Infrastructure is a concern as the plan promotes density development but the existing carrying capacity has not been analysed.
Map showing the growth of the city
No drastic increase in the area zoned for urban development but the intensity planned is optimum to control further urban sprawl. Zoning and Development Control Regulations are devised with higher level of control when compared to the First Master Plan.
Land use Transport Environment Housing Infrastructure
100% Focus graph of the Second Masterplan
2. Research and Conceptualization 2.1. Perception of the city
Experiencing the city through
5 10 Key map showing major transects0 of the city
major transects gives an insight of the urban morphology of the city of Surat.The dense city core with narrow Right of Way (ROWs) gradually expanding spatially into developed urban zones with mixed residential land uses supported by various economic and industrial activities, well serviced by public transport systems are evident along each of the identified stretches. The built form and neighbourhood characteristics are contextual and reflect the uniqueness of each area amalgamating into the city.
20 km
Characteristics of the identified transects
City Core - Central Zone
General urban zone - Textile market
Urban village - Olpad
Dense mixed use neighbourhoods with buildings of heritage character is identified in the central city zone.
General urban zone is mainly characterized by well established arterial roads, mixed use high rise built mass.
Peri urban areas are characterized by satellite towns, row housing and medium density development.
Case example : Surat Navsari Transect
5
10
20 km
Urban core - Udhna Darwaja BRTS
General urban zone - Bhestan area
Encroached edges - Sachin SEZ
10
20 km
0
0
5
Along the transect, one can witness significant urban processes such as high density development around public transport nodes, encroachments due to informal settlements along the stretch of industrial estates , polluted, unmonitored creeks and vending along the paved footpaths of the major arterials.
2. Research and Conceptualization 2.2. Existing Situation Analysis Introduction to the city Location Surat is a seaport located in the banks of river Tapi. The average elevation of the city is 13 meters.The city is surrounded by Bharuch, Navsari and Narmada with the Gulf of Cambay on the west. Function Surat is the fastest growing economic and commercial center of Gujarat. The city is under the influence zone of the Delhi-Mumbai Industrial Corridor (DMIC) and the Dedicated Frieght Corridor (DFC) passing through the city mark its significance as a growing industrial centre. 10 Regional setting of Surat 0
5
SUDA - 1351 sq.km SMC - 326.5 sq.km
20 km
Textile, Diamond and Petrochemicals dominate the Industrial scenario. Work force participation rate is 42.20 %
72.5 lakhs (2018) 95% population resides in SMC.
55.85 % of the total population are migrants. Increase in migrants due to the industrial boom in 2001.
A housing shortfall of 60,455 units in 2011.
Flood risk The lower basin of Tapi recieves an annual rainfall of 1407.9mm resulting in increased risks of flooding due to high surface runoff.
TAPI RIVER
SURAT - LOWER BASIN OF TAPI
Flood Vulnerability due to locational context
UKAI DAM
Road network and Connectivity
BRTS Metro line Antroli Station Rail HSR SUDA boundary SMC boundary
ROW 0
2.5
5
less than 24 m 24m - 36m 36m - 45m
10 km
Existing road network
Planning efforts, TP schemes show a two fold increase in the land under transportation network. 3950 ha by 2014.
0
5
10
37.5% roads have ROWs greater than 12m. 19% of the road network have ROWs greater than 30m.
20 km
Roads are facilitated with footpaths for pedestrian access. Road density is higher in the core city but have narrow ROWs.
A case of a road section in Pandesara area showing a well established arterial
> 45m
Well established intra city connectivity with BRTS serviced major arterials connecting the major job centres of the city.
Economy and landuse
Olpad ; Kadodara
Katargam ; Bhatpor - Kavas
Pandesara GIDC ; Palsana ; Sachin SEZ
Hazira 0
2.5
5
10 km
Map showing existing industrial footprint 0 5
10
20 km
Planning efforts and Existing Landuse Land proposed for residential use in the DP of 2004 has not been fully utilised due to slow implemetation of TP schemes and changing urban growth trends.Industrial spillover is observed in vacant land and areas proposed for residential use. Transport corridor on the west remains unimplemented and recreation zone proposed does not cater to the adequate green cover per capita with the value remaining constant at 2.70 sq.m. per person.
28% 48% 1% 6% 9% 6% 2%
Proposed landuse - DP 2004 14% 1% 5% 2% 0% 5% 73% 0
2.5
5
10 km
Map showing existing land use
0
5
10
20 km
Existing landuse
Land prices and Desirability
The land prices are higher in the areas at the periphery of the SMC area indicating spatial expansion due to better connectivity and upcoming infrastructure. Thus demand for further development towards the immediate periphery is seen. Also, the upcoming high rise residential districts such as Adajan and Vesu are areas where development is lead by the market.
0
2.5
Jantri rate Market prices
10 km
5
0 5 Map showing land demand and high land prices
20 km
10
Infrastructure
Key map - SMC area
Transfer Station Disposal site STP WTP 0
5
10
20 km
0
5
10
20 km
WDS
Water supply Infrastructure
Sewerage and solid waste management
Total installed capacity : 1468 MLD (8 Water Treament Plants)
Total installed capacity : 1072 MLD (11 Sewage Treatment Plants)
95% population covered under piped water supply network.
84% of the total habitable area of SMC is covered by the sewer network.
85% of the villages in SUDA depend on borewells.
Storm water network has lesser area coverage with the open drains in central zone leading to drainage problems.
Adequate Per capita supply : 147 LPCD
Solid waste disposal site : Khajod does not serve the villages of SUDA. 77% villages dispose individually.
2.
Research and Conceptualization
2.3. Issues and Potential ECONOMY
ENVIRONMENT
INFRASTRUCTURE
TRANSPORT
Adequate supply through well established physical infrastructure.
A steady economic growth (High GDP) Less unemployment rate.
Contextual vulnerability to flood - Lower basin of Tapi. Inadequate green cover per capita.
High population influx creates a strain on city infrastructure.
Increased usage of private transport due to lack of a comprehensive PT system.
Under the DMIC influence zone with upcoming special transport projects.
Upcoming trade links such as HSR, Mumbai - Ahmedabad expressway.
S
A steady economic growth (High GDP) Less unemployment rate.
W
Economy relies on the two dominant sectors ; Textile and Diamond industry.
O
Potential Tourism Redevelopment of sites of Hazira and the coast to increase Dumas can help di- the city’s resilience. versify the economy.
Creek floods. Loss of biodiversity and environmental pollution due to high intensity growth.
T
Increased levels of pollution
Floods of 2006
More usage of private transport
Spatial changes and challenges - An environmental perspective Land Use (Total SUDA)
Area (sq. km)
Percentage
Residential
104.921
7.8
Commercial
2.78
0.2
Industry
65.874
4.9
Public and Semi-Public
9.799
0.7
Mixed - Use
0.86
0.1
Recreation
2.132
0.2
Vacant Land
198.93
3.2
Transport and Communication
43.836
14.7
Primary Activity (Agri )
514.5
60.2
Protective and Undevelopable Use Zone (Water bodies , forest, conserved zones)
93.37
6.9
Special Area (Gamtal)
15.6
1.2
Land cover changes and trends Area in sq.km
Magnifying the coast - Hazira
496
Vegetation
Other built up
94
0 1565
1984 2016
191
Industrial
1849
2310
Mudflats
1204
0
500
Area in hectares
1000
1500
2016
Eco sensitive zones - mangroves Vegetation Mudflats - Intertidal zone Land reclaimed for development
2000
1984
2500
2.
Research and Conceptualization
2.4. Vision and Way forward
Surat is one of the ten cities in the Asian Cities Climate Change Resilience Network (ACCCRN) and
became the first resilient Indian city under the “100 Resilient Cities” programme. Given the emerging issues of economy, environment, population, infrastructure and transport stresses, approaching the development plan with “Resilience” as the theme is to aim at a comprehensive solution to tackle all aspects of planning issues.
Resilience Framework for Development Plan 2036
The Resilience framework attempts to address the issues by identifying the level of control a development plan can provide over that particular aspect and how far it is achievable through planning interventions at a city level.
“By 2036, Surat will be a resilient city with vibrant economy that is people oriented catering to environmental resilience, infrastructure, governance and regulation.”
The potential growth magnets have been identified by studying the village clusters around, increas-
ing land use areas and shift from primary to non primary sectors. To channelize development towards the growing suburbs and cater to high population influx an area of 1351 sq.km has been delineated.
TOTAL SUDA 1351 sq.km.
Sayan Olpad Kamrej
Mora
Kadodara
Hazira Palsana Sachin 0
2.5
Horizon year 2036
10 km
5
2036 is considered the horizon year as the resilient framework aims at a medium term planning to assess the spatial transformations and keep up with the pace of growth.
Sachin
Palsana
Kadodara
Kamrej
Also, to have an “adapt and develop” approach, and respond to constantly changing risks.
Olpad
Hazira 0%
10%
20%
30%
40%
Shift in the work force
50%
60%
70%
80%
Non primary
90%
100%
Primary
2.
Research and Conceptualization
2.5. Planning Approach and Conceptualization Projected Population
Geometric Mean Method 1.62 Crores
To keep built space per capita and infrastructure supply high
Strengthening Mobility Establishing missing road links Channelizing city traffic and logistics movement through zoning Preserving ecotone of waterbodies by providing accessways along their length
Diversifying the Economy Regulating Industrial growth Strenthening the tourism potential of Hazira
Planning Approach Mixed use development Limit the horizontal sprawl by developing a compact settlement Improvising existing infrastructure rather than establishing new networks (cost efficient)
LAND SUITABILITY USE BASED
Assessing vulnerabilities, risks and growth potential
Zoning Approach FAR BASED
Land use
DCR
Prioritising Environment
FAR
Urban Morphology and Identified patterns
Growth trend analysis
Population 1991 < 50,000
Population 2001 1,50,000 - 2,50,000
50,000 - 1,50,000
Population 2011 2,50,000
Identification of developing areas
ROW less than 24 m 24m - 36m 36m - 45m > 45m Population Dispersion Developing villages < 10,000 < 1,00,000 > 1,00,000
0
2.5
5
10 km
0
5
10
20 km
Growth along major transects, state and national highways is evident, in addition to the growth towards south eastern and eastern parts of the SMC area.
Identification of non developable areas
Gamtal Waterbodies HSR
0
Rail
39%
2.5
5
10 km
0
5
10
20 km
10
20 km
51%
10%
Varachha
Koyali
Mithi Bhedwad Kankra
Developed Sonari
Developable Undevelopable Green buffers Eco sensitive areas
0
2.5
5
10 km
0
The delineation of the green buffers is to constrict the encroachments and pollution of canals, creeks and rivers. Identification of major creeks
5
Identification of areas that require regulated development
Flood risk areas < 3 ft 3 - 5 ft 5 - 10 ft 0
> 10 ft
2.5
5
10 km
0
5
10
20 km
Conceptual Zoning
0
Non developable areas
2.5
5
10 km
0
Areas that require regulated development
5
10
20 km
Potential growth areas
The conceptual zoning diagram is a cumulative composition of the identified growth areas, non- developable zones and areas that require regulated growth.Keeping this as the basis the road networks and connectivity to the hinterlands is worked out.
3. Planning Interventions and Strategies 3.1. Road Network and Mobility Hinterland connectivity
Hansot
To Ahmedabad
Missing links and roads that need widening to channelize movement are identified.The first intent is to establish connectivity to the hinterland that are emerging job centers. To Navsari
Hansot
To Ahmedabad
Sampura
Sampura
Bardoli
Bardoli
To Mumbai
To Navsari
Rings catering to industrial traffic The outermost ring caters to the Delhi-Mumbai Industrial Corridor and also helps keep development along Mumbai – Ahmedabad NH to a minimum to retain its purpose as a bypass. The ring does not connect the Hazira region, to conserve the mangroves and preserve the biodiversity of the coast. Roads are aligned on existing village roads to enable upgradation of road infrastructure.
Olpad Kamrej
Kadodara DFC
Hazira
Sachin
Rings catering to the city traffic Completion of the existing inner ring road to facilitate city traffic. A ring is proposed in parallel to the Dedicated Freight Corridor (DFC) towards the city to cater to the upcoming development along the transit. The city traffic is limited to the proposed two internal ring roads.
Canal roads and Internal city roads Sub arterial roads are proposed alongside the existing canals to preserve the ecotone.The average block sizes of the internal city roads are kept to an area of 1.5 sq.km to promote walkable neighbourhoods.
To Mumbai
DFC
Palsana
< 24 24 36 45 60 HSR Rail Metro Existing BRTS Proposed BRTS
0
2.5
5
10 km
0
5
10
20 km
36m wide ROW - Within City
Facilitates last mile connectivity
36m wide ROW - Outside city
Facilitates logistics
60m wide ROW
3.
Planning Interventions and Strategies
3.2. Zoning Land suitability and Use based zoning Parks, green buffers and ecosensitive zones A clear delineation of ecosensitive areas, accessible green buffers and city level parks are proposed in order to regulate the growth along the creeks, intertidal zones, canals etc. Government lands have been identified for this purpose.The buffer width depends on flood levels and catchment area of the waterbodies.
127 sq.km.
Eco tourism and Port zones Eco tourism zone is proposed to regulate the increasing industrial footprint in Hazira and to channelize the economy by utilizing the area’s potential for tourism.The Port zone is demarcated as a zone dedicated to industries that require shore facilities and the coast for trade.
42 ; 11 sq.km.
Mixed Use Zone 1 A pollution free city centre is envisioned as the zone does not permit any industrial use. The low lying vulnerable areas of the city and the areas in proximity to the ecosensitive zones are considered. The zone promote mixed use neighbourhoods catering to the existing market scenario.
289 sq.km.
Mixed Use Zone 2 This acts as a transition zone from mixed use neighbourhoods towards industrial activities, allowing light non polluting industries and logistics.The potential growth areas such as the DFC corridor, proposed HSR are considerations for the delineation of this zone.
214 sq.km.
Mixed Use Zone 3 The zone aims at a predominantly industrial fabric, with ancillary commercial and other mixed uses, excluding residential landuse inorder to promote quality of life.The peripheral growth clusters identified in the SUDA region (Kadodara, Palsana, Olpad, Sachin, Kamrej) are the considerations for delineation of this zone. 37% of the total area is zoned as agriculture land due to its double cropping potential.
96 sq.km.
Use based zones
M1 M2 M3 Ecotourism Port zone Ecosensitive zone Parks Green buffers Agriculture Gamtal Gamtal extension
0
2.5
10 km
5
0
5
10
20 km
0
5
10
20 km
FAR based zones
Low intensity Medium intensity High intensity
0
2.5
5
10 km
3.
Planning Interventions and Strategies
3.3. DP 2036 A combination of Use based zones and FAR based zones
0
2.5
5
10 km
Zones
0
% Area (sq.km.) share
M1H M1M M2 M3 Ecotourism Port zone Ecosensitive zone Agriculture
149.66 139.55 213.89 95.55 42 11 107 501
11 10.3 16 7 3.1 0.8 8 37
Gamtal
13.5
1
Gamtal extension
9
0.7
Waterbody
68
5
Parks 7.25 sq.km
Green buffers 13.7 sq.km
5
10
20 km
Open space per capita
8 sq.m
Simplified approach to land use and FAR regulations Base FAR
FAR purchasable at 40% jantri
Non Permissible Uses Light and Heavy Industries Logistics
Light and Heavy Industries Logistics
Heavy Industries
Residential and other Recreational uses
Light and Heavy Industries Logistics Residential land uses Obnoxious Industries
Rationale for Base FAR
FAR consumption scenarios
Predominant typologies
Assumed per capita space consumption = 32 sq.m Rowhouses 25.9 sq.m
Apartments 31.3 sq.m
Total built up area for 1.62 Cr population = 519 sq.km.
1,11,47,686 Population gap Built-up area = 356.73 sq.km. FAR = 356.73/175 = 2
HIGH SUPPLY
3.
Planning Interventions and Strategies
3.4. Development Control Regulations Considerations for formulating the Development Control Regulations The regulatory aspects of margins, ground coverage and minimum plot requirements are derived with respect to the road widths and FAR. Maximum building heights are not specified as the plan promotes a compact city with vertical development.However, to avoid compromises on the quality of living mimimum plot sizes and ground coverage are specified for Residential, Mixed uses and other single land uses such as Institutional, Commercial etc. in addition to the minimum margins to cater to the open space requirements indirectly. MIXED USE ZONE 1 - MEDIUM INTENSITY (M1M)
Keyplan
Minimum plot sizes increase and ground coverage decreases as the road width increases to avoid horizontal overcrowding.
Envisioned low intensity built form in a 24m wide road Horizontal and vertical mixed use development
Setbacks
Category Road width
Use Residential
< 24
Mixed Use Others - Single use
Residential 24 to < 36 Mixed Use Others - Single use Residential 36 to < 45 Mixed Use Others - Single use
> = 45
Special regulations for low lying areas upto 800 m from the Tapi river buffer to have all structures built on stilt.
Stilts Parking / Open spaces
Minimum plot size
Front
200
3
FAR
Rear
Side 1.5
Ground Coverage
Base FAR
Purchasable (40% of the jantri rate)
Maximum permissible
60%
2
Nil
2
60%
2
0.5
2.5
55%
2.5
0.5
3
3
Nil
3
3
300 200
3
1.5
300
4.5
3
300
3
500
4.5
Residential
400
3
Mixed Use
500
4.5
Others - Single use
1000
6
3
3 4.5
50% 40% 45%
Pooling of common plots Keyplan
MIXED USE ZONE 1 - HIGH INTENSITY (M1H)
PEDESTRIAN REALM
BUILT LINE
Envisioned high intensity built form in a 45m wide road
All mixed uses excluding industrial uses, with building area of 5000 sq.m and more should have a common plot allocation of 8 % with 20% ground coverage, 30% for open parking provisions.In case of high intensity development zones, pooling of various small common plots facilitate social infrastructure. Category Road width
Use
FRONTAGE
Front
Rear
Side
PARKING
It is evident that as road width increases the front margins increase in order to accomodate Non Motorised Transport (NMT) lanes and foot paths for ease of pedestrain movement.
Setbacks
Minimum plot size
FOOT PATH
Ground Coverage
FAR Purchasable Base FAR (40% of the jantri Maximum permissible rate)
< 24
24 to < 36
36 to < 45
> = 45
Residential Mixed Use Others - Single use
1.5
200 300
3
Residential Mixed Use Others - Single use
200
3
1.5
4.5
3
Residential Mixed Use Others - Single use
400
Residential Mixed Use Others - Single use
400 800 1000
300
500
60%
2
Nil
2
60%
2.5
0.5
3
3
0.5
3.5
4
Nil
4
3
3 4.5
55% 3
3 6
50% 50%
4.5
40%
MIXED USE ZONE 2 (M2)
Keyplan
Envisioned high intensity built form in a 45m wide road Category Road width
Minimum plot size
Front
Residential Mixed Use Others - Single use
200 300 500
3
24 to < 36
Residential Mixed Use Others - Single use
200 300 300
36 to < 45
Residential Mixed Use Others - Single use
> = 45
Residential Mixed Use Others - Single use
< 24
Use
Setbacks
FAR
Rear
Side 1.5
Ground Coverage
Base FAR
Purchasable (40% of the jantri rate)
Maximum permissible
65%
2
Nil
2
60%
2
0.5
2.5
55%
2.5
0.5
3
50% 40% 45%
3
1
4
3 3
1.5
4.5
3
400 800 1000
3 4.5 6
3
400 500 1000
3 4.5 6
3 4.5
MIXED USE ZONE 3 (M3)
Keyplan Medium intensity development with high intensity nodes
Envisioned medium intensity built form in a 36m wide road Category Road width
Use
FAR
Setbacks
Minimum plot size
Front
< 24
Industrial Others
500 200
6 3
24 to < 36
Industrial Others
500 200
6
36 to < 45
Industrial Others
1000 400
4.5
> = 45
Industrial Others
1000 400
4.5
Rear
Side 3 1.5 4.5
3 6 3 6 3
Ground Coverage
Base FAR
Purchasable (40% of the jantri rate)
Maximum permissible
55%
2
Nil
2
50%
2
0.5
2.5
50%
2.5
0.5
3
40%
3
Nil
3
Special regulations Common plot for Residential land use
e single uses
Building area(sq.m) CP (% of the Building area) Ground Coverage of Common Plot Note > = 2000 30% of the plot can be used for open parking 10% 15% Nil Upto 8000 8000 - 20000 8% Nil 25% > 20000 1600 + 8% of the area exceeding 20000 20% of the plot can be used for open parking e Building area(sq.m) CP (% of the Building area) Ground Coverage of Common Plot Note single uses > = 2000area of 5000 sq.m and more 30% ofcoverage the plot can used open parking 10%should have a common plot allocation ndustrial uses, with building andbe 30% for for open parking 15% of 8 % with 20% ground Nil Upto 8000 8% Nil ble in CP is 6 m 8000 - 20000 25% cilities such as Electric Sub Stations,1600 Utility+ corridors, Treatment Plants and Waste Treatment facilities can20% alsoof bethe permitted common plots incase > 20000 8% of the Sewage area exceeding 20000 plot canon bethe used for open parking
Common plot for Industrial land use
ndustrial uses, with building area of 5000 sq.m and more should have a common plot allocation of 8 % with 20% ground coverage and 30% for open parking
Maximum height permissible is 6m. Common Infrastructure facilities such as Electric Sub Stations, Utility corridors, Sewage Treatment Plants and Waste Treatment facilities can also be permitted on the common plots incase of Industrial land uses.
ble in CP is 6 m cilities such as Electric Sub Stations, Utility corridors, Sewage Treatment Plants and Waste Treatment facilities can also be permitted on the common plots incase
Amalgamation of Plots Amalgamation of plots - Incentive Area (sq.m)
Higher the buildable area
% Reduction from the purchasable FSI (charged at 40% jantri rate per sq.m)
2000 - 8000 8000 - 20000 > 20000
10 15 20
Greater the liveability
** Does not apply to assemblage of common plots
Inclusionary Housing It is mandatory for developers to provide affordable housing if the residential plot area is more than 2000 sq.m with a minimum of 20% of the built up area allocated for LIG and MIG units. Incentivising amalgamation of plots further gives access to implementation of Inclusionary housing.
Envisioning the Surat City M3 Zone FAR 3.0 Eco Tourism FAR 1.0
M2 Zone FAR 4.0
M1M Zone FAR 3.0
M1H Zone FAR 4.0
M2 Zone FAR 4.0
M3 Zone FAR 3.0
3.
Planning Interventions and Strategies
3.5. Hazira - Envisioning a resilient coast Why Hazira?
• • • •
Hazards High erosion at coast High tides Decrease in area of mud flats
• • • •
• •
Exposure: Industries and infrastructure in the low lying areas Dependent population
•
RISK
Vulnerability : Lack of capacity to adapt/cope Dependency on the coast Sea level rise
Map showing the sea rise level and flood threat for the year 2040 (Data Source: ClimateCentral.org) Flood threat
Sea level rise
Though Hazira falls under the CRZ-III zone, the industrial footprint of the region has encroached the 500 m mark from the High Tide Line, further altering the original tidelines and the regional master plan of Hazira remains insensitive to these violations and changes.
Existing area of Mangroves
Potential area to be preserved
19.57 sq.km
47.23 sq.km
CHEMICAL HAZARDS AND POLLUTION
Chemical disaster prone area
Only one escape route in case of disaster (NH-6). Malgama creek flooding increases the risk of chemical disaster prone areas.
52.67 sq.km
POTENTIAL FOR TOURISM
Dumas beach
Shore temples
Suvali beach
Spatial Interventions - Zoning 77.12 sq. km Total area of Hazira 33.1 sq. km Industries and port
Migratory birds’ site
Vulture feeding site
42.02 sq. km Proposed Eco-tourism
Sports complex
Natural Bird park
Water park
Resort/Golf course
Mangroves
Mangrove conservation Traditional villages Water park
Map showing the existing tourism potential
Proposed spatial zoning
Planning strategies and Implementation Guided development model Strategizing expansion of Industries of Hazira in the highlands The lifecycle of industries in Hazira have around 15 - 20 years left. In a regional perspective, Dahej which is a dedicated PCPIR can be a potential zone for further expansion. In the SUDA region, Olpad, due to its saline soil conditions is unsuitable for agriculture. This can be a potential site for expansion and the shift can be guided by providing basic infrastructure (Freight corridor, Water supply etc.) Regulations : No development zones - up to 200 m from the mangrove forests 40 % aquaculture permissible No redevelopment allowed in Mangrove area Policies : Patrolling and Periodic assessment of the land use Disposal of industrial waste in the Tapi estuary to be prohobited
OLPAD
Implementation Special Purpose Vehicle TWG - A technical working group to conduct research and documentation - Joint venture with the UHCR initiative, Surat. PPP - Execute & Monitor
FUNDS : Special tourism allocation from SUDA, Urban Health and Climate Resilience Fund - State
3.
Planning Interventions and Strategies
3.6. Creeks and Canals as Greenways Major concerns : • • • • • • •
Pollution of creeks and canals Encroachments – Narrowing of the original course Drainage, Floods and storm water management failures Low infiltration, high runoff due to impervious surfaces (75% fully built up urban area) Lack of adequate green space per capita – ( 2.70 sq.m.) Lack of adequate tree cover – 7.48 trees per 100 people Key plan - Proposed green buffers Tree trench
Paved Area
Typical section of a creek greenway Tree strip
Active / Passive rest areas
Footpath
Canals Roads < = 24 m Roads > 24 m Along railway line Creeks Catchment area < = 100 sq.km. Catchment area > 100 sq.km.
Buffer 12 m 18 m 30 m
Flood plains Intertidal zones
100 m 200 m
25 m 40 m
Delineation of the buffer - Rationale Tree strip
Typical section of a canal greenway
Implementation : • Area delineation by TP schemes. Execution by a Special Cell for Creek and Canal Redevelopment at ward level functioning under SMC. In case of alternative incentive strategies for private plots, • Community Grants • Joint Development Model (PPP) with a period of execution of five years. • 40% rebate on property tax for all properties for the period of implementation. • Community participation : Tree plantation programs - Corporate social joint ventures
3.
Planning Interventions and Strategies
3.7. Phasing and Implementation
0 0
2.5
5
0 10 km
5
Phase - I TP schemes and Nodal Infrastructure WTP
2.5
5
20 km
10
Intake wells
Disposal site
Water Supply capacity - 780 MLD Distribution capacity - 1638 MLD
STP
Phase II cost in Cr (INR)
Land Acquisition Cost in Cr (INR)
Total Cost in Cr (INR)
Road & Street infrastructure
3249.93
2438.78
2061.6
6243.41
Transportation Cost
542.85
350.7
-
893.55
Water distribution station
351
870
75.6
1296.6
Water distribution network
165.62
125.42
-
291.04
Sewage treatment plant
1124
1014
644.5
2782.5
Sewage network
52.31
39.61
-
91.92
Storm water network
28.99
21.95
-
50.94
Solid waste management
43.36
-
57.35
134.85
815.63
3209.38
-
20
Special Project - Creeks & Canals (Capital Investment)
184
-
Special Project - Heritage
25
TOTAL COST
20 km
3654.68
Phase II (48 TPs)
Area of a TPS is 1.2 km x 1.2 km
Phase I cost in Cr (INR)
0
10
Phase I (45 TPs)
Development
Special Project - Hazira (Capital Investment cost)
10 km 5
Phase - II TP schemes and Nodal Infrastructure
Sewage capacity: 1310 MLD
Parks & Greens
0
Funding Sources
Grants Smart Cities Mission, AMRUT, JNNURM, SJMMAY etc. Public Private Partnership Eco Tourism, Social Infrastructure Municipal Bonds Water and Sewerage
Revenue
Fees and Charges FAR, Parking, Fines Tax Increment Financing, Taxes Betterment Levy TPS, Guided land development
16910.09
Lease of government land
4. Conclusion Key Takeaways Trying to understand cities from a macro level, analysing the overarching headers and how the city as a system functions was challenging and interesting. The various indian and international case studies conducted helped understand different approaches towards making a Development Plan
The existing situation analysis and data crunching of the large city area of Surat made me realise that intricacies of physical and social infrastructure, built space supply, housing requirements and regulations that govern them are the real pillars behind planning for the city’s inhabitants.
The first impression of Surat was that, the city was functioning quite well in all aspects and at a first sight I wasnt able to decipher the cons of the city.Later experiencing the city through its major transect helped understand various urban processes that are detrimental to the city’s growth.
Working with “Resilience” as a theme, challenged us to rethink the conventional approach to a Development Plan. Several aspects of resilience with respect to environment, economy, governance and people were explored.
The exploratory approach let us develop a DP with a clear narrative that attempts to assess the issues and address them. The best part of the process was learning how at a city level , resilience can be used as a strategy to derive planning interventions to regulate the industrial growth along the coast, diversify economy, redevelop the deteriorating creeks and canals, promote inclusionary housing and preserve heritage.
5. Bibliography
AUDA., Development Plan and Control Regulations. Bhatt, V, Bhasker., (2014). Industrial Profile of Surat, Sub Committee 08, Surat Development Plan 2035, SUDA. Bhatt, V, Bhasker., Patel, P, Priyank., (2011). Land Use Change Detection in Surat Using Geospatial Techniques, International Journal of Advanced Research in Engineering, Science and Management. Centre for Earth Science Studies., (2012). Delineation of HTL, LTL and CRZ for the proposed Hazira Port, Surat, Gujarat. Chauhan, HB., Nayak, Shailesh., (2005). Land Use/Land Cover Changes in Hazira Region, Gujarat using Remote Sensing Satellite Data. Vol 33, No.3, Journal of Indian Society of Remote Sensing. District Census Handbook, Census of India, 2011 Gujarat Forest Department., (2012). Status of Tree Cover in Urban Areas of Gujarat. Indro Ray., (2019). Climate Proofing a Water System: How Surat Learned and Adapted. Map Book (2013). Water and Sanitation in Urban Gujarat. Misra, A., Balaji, R., (2015). A study on the shoreline changes and Land use/ Land cover along the South Gujarat coastline, 8th International Conference on Asian and Pacific Coasts. Patel, P, Dhruvesh., (2010). Identifying Probable Submergence Area of Surat City Using Digital Elevation Model and Geographical Information System. 9(4): 461-466, World Applied Sciences Journal. Patel, Ajay., Singh, Vijay., et al., (2014). Mapping and Monitoring of Mangroves in the Coastal Districts of Gujarat State using Remote Sensing and Geoinformatics, Asian journal of Geoinformatics, Vol 14, No.1. Rajasekar, Umamaheshwaran., Talati, Shivani., et all., (2016). Preliminary Resilience Assessment. Rockefeller foundation, 100 Resilient Cities. Surat Municipal Corporation. 2019. [online] Available at: <https://www.suratmunicipal.gov.in/> SUDA DP Report 2035 The Rockefeller Foundation., SMC., TARU., et all., (2011) Surat City Resilience Strategy.