Transit Oriented Pedestrian District, Paldi, Ahmedabad by Divyanshu Prakash

Transit Oriented Pedestrian District, Paldi

Urban Transformation Studio 2021 PG190310 | CEPT University

Disclaimer The information presented in this document has been studied and collated by the author as part of the Master plan studio under Faculty of Planning, CEPT University. Any omissions and errors are deeply regretted. Resemblance to any previous work is coincidental. The research and design is for academic purposes only.

Acknowledgement I would sincerely like to thank our studio guide Prof. Purvi Bhatt Mam, our academic associate Ms. Nishi Shah for guiding and assisting me throughout the studio. I am also very grateful to all the other professors and teaching associates of the Urban Transformation studio 2021, for their inputs and comments, which led to holistic learning in this duration. I express my deepest gratitude towards my family, each and every member of our batch , friends and seniors for supporting me, keeping faith and pushing me to work to my best.

The studio focuses on the design aspects of urban transformations within the existing urban areas. As Indian cities are growing rapidly in terms of population and therefore expanding physically. Increasing urban population and the growing urban incomes will fuel demand for more and more builtfloor space in cities accompanied by a demand for infrastructure. Urban areas within these cities are dealing with unstainable levels of stress on infrastructure, resources and public services and are becoming unliveable. To address these concerns, the Ministry of Housing and Urban Affairs (MoUHA) has initiated various schemes such as AMRUT (Atal Mission for Rejuvenation and Urban Transformation), SMART CITIES MISSION and HRIDAY (Heritage City Development and Augmentation). These schemes enable planning for developing infrastructure in the brownfield areas through mechanisms such as Local Area Plans (LAP) and Town Planning schemes (TPS). Students will work on the projects emerging out of these initiatives defined by studio tutors. The projects will have a strong design focus on the physical setting, however issues of private ownership and social equity, land economics, planning models, project finance, and implementation strategies will also be addressed.

preface

sTUDIO sTRUCTURE

EXECUTIVE SUMMARY The city of Ahmedabad in India, like many other mega-cities, is transforming rapidly and experiencing paralyzing traffic congestion, long travel times and a lack of last mile connectivity. To mitigate these issues and as an attempt to connect the ends of the city, the local government decided to introduce a metro rail by 2021 in addition to the existing AMTS (Ahmedabad Municipal Transport Service) and BRTS (Bus Rapid Transit System) transport systems. The metro construction in the first phase spans across north-south and eastwest corridors covering 32 stations. The local government has initiated Local Area Planning (LAP) for a 200 m zone on both sides of the metro corridor and BRTS Corridor based on the widely acclaimed principles of Transit Oriented Development (TOD). LAP professes to redevelop and retrofit the existing brownfield area by incorporating six spatial planning strategies. However, Ahmedabad-LAP document lags as it does not satisfactorily discuss land-use and transport integration and lacks quantification of the indicators. Land-use and transport integration is required because it influences the travel demand and travel pattern of the people. A lack of integration may affect the ridership of the metro as seen in the case of Ahmedabad-BRTS. Moreover, in the absence of analysis, evaluation and comparison of indicators become difficult as no measurable performance can imply a good and bad threshold for TOD. To this effect, the study aims to evaluate the effect of LAP’s on the level of TOD in Paldi, Ahmedabad (West). To achieve that, a mixed-use method approach is followed involving design analysis which deals with the narratives of the interviewees and the findings from the LAP planning document whereas the detail design features a geospatial approach to evaluate connectivity to build environment in and around the metro corridor, factors in Pre-LAP and Post-LAP scenarios through existing GDCR (Gujarat Detailed Control Regulations). The indicators were selected based on the literature but also adapted from the LAP document and site conditions. therefore, helps in fulfilling the aim, objectives and Identifying the projects for intervention.

The design demonstrates that the findings from the interviews, literature and LAP documents are not always in line with the findings from the analysis. This is because Ahmedabad-LAP has not considered few underlining principles which are essential for the success of the TOD and therefore it is a direct drawback of the LAP. This indicates that LAP proposals are representative of TOD through:1. Strengthening the Accessibility 2. Integrating Public Realm Network 3. Multi-modal Integration 4. Compact Mixed-Use Development This urban transformation report studies the precinct in detail and envision the urban design proposal with impactful vision which makes a case by acknowledging and overcoming the gaps in Ahmedabad-LAP using recommendations that can improve the TOD further and can strengthen the overall LAP framework. These recommendations are developed contextually can be extended to the remaining area around the metro stations that are under preparation in Ahmedabad. The Design Guidelines in Chapter 4 provide an additional layer of information and support for the Guiding Principles. They outline ways in which the Corridor Planning Program could incorporate new design elements into the built environment. This flexibility will enable each future Corridor Plan to incorporate local neighbourhood characteristics through design elements and materials that celebrate the area’s unique qualities. Finally, the Implementation Items outlined in Chapter 5 provide an overview of the additional work necessary to successfully implement the long-term vision and Guiding Principles of the Transformation Plan. The action items are organized into the three main categories of 1) Corridor Planning Program; 2) Development Regulations and Guidelines; and 3) Development Incentives & Urban Transformation.

Contents

p. 1

p. 23

p.39

INTRODUCTION Background & Justification Transit Oriented Development Local Area Plan Existing Analysis Stakeholder Perception Case Study LAP Framework for Paldi

URBAN TRANSFORMATION FRAMEWORK

Dharnidhar Dherasar District Potential & Concern Goal Objective Transit Oriented Pedestrian District Strategies

DESIGN INTERVANTION Urban Catalyst

Urban Voids

p. 63

p. 69

URBAN DESIGN GUIDELINES CONCLUSION

Introduction A. Background and Justification The city of Ahmedabad in India, like many other megacities, is transforming rapidly and experiencing paralyzing traffic congestion, long travel times and a lack of last mile connectivity. To mitigate these issues and as an attempt to connect the ends of the city, the local government decided Fig. Location Map ( from left - India, Gujarat, Ahmedabad Boundary to introduce a metro rail by 2021 in addition to the existing AMTS (Ahmedabad Municipal Transport Service) and BRTS (Bus Rapid Transit System) transport systems. The metro construction in the first phase spans across north-south and eastwest corridors covering 32 stations. The local government has initiated Local Area Planning (LAP) for a 200 m zone on both sides of the metro corridor and BRTS Corridor based Fig. Locating LAP Boundaries on the widely acclaimed principles of Transit Oriented Development (TOD). Eligible LAP professes to redevelop and retrofit the existing brownfield area by for increase in FSI, new incorporating six spatial planning strategies. permissible FSI is 4 along these corridors.

B. transit Oriented Development (tod) Transit Oriented Development, better known by its acronym TOD, involves creating concentrated nodes of moderateto-high density developments supporting a balanced mix of land uses around transit stations. TODs encourage compact growth all within a 5-10 minute walk from quick and efficient public transit and promote ‘live, work, play, shop and learn’ in a pedestrianfriendly environment – without the need of a car. In most cases, planning in Indian cities continues to be automobile-centric with wide roadways, minimal pedestrian and cycling infrastructure, and segregated singular use areas. TOD hinges on the principle of bringing together people, jobs, and services connected with each other primarily by walking, cycle or transit. Indian cities are in urgent need for such an intervention that promotes a shift from personal vehicle ownership to increased public transportation and non-motorized transportation (NMT) usage. Recent investments in mass rapid transit systems such as the Janmarg BRT and MRT in Ahmedabad.

There area 12 TOD Guiding Principles and 9 TOD Supportive Principles derived from a study of Indian urban conditions and best practices of TOD design and planning from around the world.

C. Local Area Plan (lAP)

Fig. LAP Graphic

Source: CEPT CDRF

TOD planning tended to focus on rail-based transport systems until mid-2000 with BRT acting as a minor component of TOD However, as cities are expanding, the transport system is also growing where BRTS and metro are more useful for travel within the city because of their high frequency and rapidness. Transport planners and government authorities have developed strategic plans to promote higher use of transit. This kind of planning which is centred around public transport is known as local area planning, station area planning, transit planning or corridor planning. The planning usually starts after the feasibility study. The plans entail an in-depth understanding of the context, characteristics of the area, the daily practices of the people and their travel behaviour. These plans are drafted based on TOD principles. The outcome of such plan includes the location of the transit stations, the area of influence around each station, a future which includes proposed designs based on TOD principles, context-sensitive recommendations and specific projects pertaining to the local areas.

d. Existing Analysis About Paldi Paldi is an oldest residential neighbourhood along the western fringes of River Sabarmati in the city of Ahmedabad and presents a wide contrast from an urban village to the city fabric. The Neighbourhood shows and ensure the transformation with time starting from india independence movement when in 1915 Mahatma gandhi establish the Kocharb ashram near Paldi gaam. In recent years the developement of sabarmati reverfront has emerged as global landmark for the city and its people. This tansition that the city has undergone can be seen as changes due to various LAP Area : 1.28 Sq. KM determinants. Fig. LAP boundary

Residential Bunglows

Sabaramati Riverfront

Residential Edge Sheryas Flyover

Mix use Edge Anjali Cross Road

Riverfront Edge

Source: Google Earth

BRTS Corridor

Biodiversity Park

Fig. Paldi View

Diagramming Paldi Sheryas Flyover

Anjali Cross Road

Ambedker Bridge

Built Fabric Density

Connectivity and Nodes

Walkability

Dheriander Derasar BRTS station

AMC Parking Anjali Cross Road BRT Station

Chandra Nagar BRT Station

Blocksize

Mix Use Edges

Public Transport

Parking

Paldi is a predominantly high denisty residential area with commercial and Mixed-use activity concentrated mainly on the nodes and intersections. The BRT corridor acts as a Path is the site and serves as a nerve to ease the user’s movement and connect major nodes and junctions. The Shreyas, Anjali flyover acts as a converging point serving as a primary junction for people acting as foci for people traversing the area. the upcoming Metro corridor acts as an edge between two distinct urban neighbourhoods which is currently impermeable or the commercial edge along the BRTS corridor which is a permeable edge. BRTS corridor and ashram road forms the major thoroughfare in the site Problems being lack of legibility and no clear delineation of parking and pedestrian footpath observed. There is authorised parking by the AMC is near anjali crossroad, but lot of spaces near the BRT corridor is filled with unorganised onstreet parking.

Fig. Metro Corridor

Fig. 120 feet Ring Road

Formation

Events Responsible for

History & Evolution

1892

Ellis Bridge constructed connecting east & west Ahmedabad

1915

Mahatma Gandhi established the Kochrab Ashram near PaldI

Development started towards west

1956

Sanskar Kendra: Museum was establised

Development

Events Responsible for

Phase-1 is expected to be completed by 2023

National Institute of Design was established

Institutional Development Development started towards west

2023

1961

2015

Construction of Ahmedabad Metro started on 14 March

Guidelines for Future Development

2015

LAP for TOZ Announced

2015

TOZ zone Identified along the Transit Corridors

1965

1999

Beginning of Planning for Potential Areas

Major East west Connection Established

City Level Open Space Connector

Connection with City with Public Transport Network

One of the first TP Scheme planned in Paldi, Ahmedabad

2012

Sabarmati River front started opening for people

Sardar Bridge & Ellis Bridge widening

2009

Bus Rapid Transit System (BRTS) Started

Builtform It is observed from the primary and secondary data analysis that most of the buildings in Paldi come under old stalk as in dilapidated condition. Recent development has taken place near Sabarmati riverfront edge - a potential asset in recent 15 years. The varying ranges of plot size ranging from 30 sqm to 1300 sqm having low ground coverage of 25.39% is observed. Even the height with no. of floors of the building also ranges from G+1 to G+10, contributing the underutilized average gross F.S.I = 0.65 If we analyse the overall plot ownership, most of the plots are privately owned. Along the BRT and junctions, there are Activated nodes with high rise Mixed-use development. The BRT corridor and junction nodes act as the catalyst for surrounding development of commercial areas around it, acknowledging the public transport. The Area major comprises 73% of detached or individual bungalows rest being Apartments and semidetached. Figure Ground

The TOZ zone has

92.4% of private plot 7.6% 7.

of public plot demarcated.

More than 36 years

Built Use

Residential Typology

Commercial/ Retail

Mix-Use residential areas

Residential

Religious

80%

Detached Semi Detached

Residential

Commercial

Mix- Use

Religious

10%

16-20 years 16-20 years 0-15 years 0-15 years

21-35 years

Detached 73%

SemiDetached 8%

Apartment 19%

Public Realm Moving towards existing Public Realm of the Site it has been distributed in the three parts that is streets, public Parks & grounds and Places under private plots BRTS Corridor acting as a main street for transit as well as Public realm activities such as shopping edges, roadside gathering spaces & informal vending points Some parts of the corridor have opaque edges due to presence of private properties. Site having 3 flyovers; Places under the flyover are currently encroached by parking or are inactive. Site has existing Public Parks & grounds distributed evenly These Public Places are extensively used by people While looking at the various Public places in the public and private realm, there are temples, party plots, community gathering centres & other common plots are present on the site. Thus, giving a community character to the neighbourhood. but needs to be 9 sqm per person.

ALONG BRT Along BRT

In NEIGHBOURHOOD

Streets

Margins

Open Space

18%

52.4%

1.6%

URBAN GREENS Urban green available (inclusive of proposed)

Urban green available

1.55 %

0.62 %

0.93 %

Private

Public

sq m/ person

Required as per international Standards

sq m/ person Available

E. StakeHOLDER pERCEPTION People Perception Should have better road quality, Parks

better road quality, Cycle stand & amainities

11 1

QualityQuality publicpublic realm Quality realm public realm Open Open SpaceSpace toOpen sit or to Space sit or to sit or interact interact interact

should have infrasturcture in open space to sit & intreact

22 2

33 3

2 22

3 33

BetterBetter RoadRoad quality, Better quality, Road quality, cycle cycle stands, cycle parksstands, stands, parks parks & public area &area public area & public maintenance maintenance maintenance

Amenities like Shopping Amenities Amenities like Shopping like Shopping retail shops mall, retail mall, shops retailmall, shops

Developer Perception

1 11

Market trend Market Market trend trend Market trend suggests: suggests: suggests: suggests: Redevelopment is feasible Redevelopment is Redevelopment Redevelopment is feasible feasible is feasible

4 44

Locational benefit Locational benefit LocationalLocational benefit • Area isbenefit close •• Area Area is is close close • Area is close proximity to the proximity the proximity to toproximity the the CBD riverfronttoand riverfront and CBD riverfront and riverfront CBD and CBD

Required Base area Required area Required Base Base Required areasqBase : 3000 yardarea to :: 3000 to 3000 sq sq yard yard : 3000 to sq yard to achieve 4 net FSI. achieve FSI. achieve 44 net net achieve FSI. 4 net FSI.

If the plot size is less, one IfIf the plot size is less, can go one for 70m highone the plot size If the is less, plot one size is less, can go for 70m high development as well. can go for 70m high can go for 70m high development as development as well. well. development as well.

Should Should have have space Should space tohavetospace t play, should play,have should club have clu play, should have club facility so facility that kids so that kids facility so that kids and elders andenjoy elders enjoy ov and elders enjoy over over therethere there

Promoting Groun Promoting Ground PromotingPromoting Ground Ground floor for Retail floor floor for for Retail Retail floor for Retail Activity: Activity: Activity: Activity:

space is left in the fro as front well as back, that space the space is is left left in inspace the front is left in theso front the future it can be in as that as well well as as back, back, asso so well that asin inback, so that for be public u the be the future future itit can can thedeveloped be future it can developed public developed for fordeveloped public use usefor public us

AUDA LAP Proposal

Legend

Garden | Open Spaces | Playground

DP roads

Dedicated cycling track

On street parking

Existing private roads

Mixed cycling track

Junctions

Feeder connections

Off street parking

Neighbourhood centres Parking Commercial Development Slum Up gradation

Residential neighbourhoods

Establishing DP roads on ground Integrating Private roads to larger street network

Future ROW’s after plot redevelopment

Physical Infrastructure

Last mile connectivity through Feeder bus routes

Redesigning Street and junctions

Considering 70% area under Residential Land use, considering 20 sqm / person

Integrating Cycle tracks with existing public transport network

Integrating on street and off street parking along major commercial routes

Developing 30% area under Commercial Land use, considering 10 sqm / person

Gaps in AUDA LAP Proposal

School

Traffic & Parking Management

Accessibility

Walkability

Less Consideration

on the Identity / Character in

the proposed LAP.

Missing vision for

Proposed Density Distribution.

2 5

Less focus on the

Tree Cover & Urban Green Spaces.

Lack of

strategies for Infrastructure Management

Lack of Details required to improve

legibility of the area

F. CASE STUDIES i . Portland: Transit Mall

SOUTH

CENTRAL

NORTH

Planning Strategies

South

The goal is to establish a cafe-and retail-lined street without compromising vehicle access, parking and loading opportunities. The LEARNINGS are

North

There is an Integration of both sides footpaths with seamless connection by not having the transit routes as a wall/edge. It has infrastructure provision that helps safe walkability.

1 . Ehanace the connection and improve streetscape. 2. Provide new parking to support business. 3. Preserve historic buildings. 4. Reinforce Ground Floor Retail on New and Existing edges.

There are Strong Landscape features at every 10 seconds walk which changes in character and make the user have continuous walk

ii . Kabul: Dar ul - Aman Corridor District Development of Dar ul Aman Corridor envisioned under larger vision for Kabul city development which recognizes Afghanistan’s rich cultural heritage while looking towards the future

3 DISTRICTS GARDENS

BAZAARS

CIVIC PROMENADES

It being brownfield Project Under the proposal the corridor has been identified with thee districts It Establishes three distinct character zones and urban design strategies by defining and integrating cultural elements that will bring regeneration and investment to Kabul as a whole. NEW CIVIC LANDMARK

RESTORED DAR-UL-AMAN PALACE

CIVIC PROMENA DES

LEARNING HUBS

NEIGHBOURHODD MARKETS

PUBLIC REALM

BAZAARS

SOCIAL HOUSING

COMMUNITY LINKAGES

PUBLIC REALM EDGE

ECOLOGY

RIVER PROMENADE

GARDENS

g. lap Framework for Paldi VISION

“The Paldi TOZ envisages to create a diverse development focused on preserving socio-cultural character and transform it into a enhanced urban core which responds to the future development.”

OBJECTIVE

Strengthening the Accessibility

Integrating Public Realm Network

Improving the street network Providing missing connections.

Increasing green cover by developing under-utilized public parcels

Widening the streets for better movement

Devising linkages with the neighborhood level open spaces.

Neighborhood Integration Creating possible neighborhood linkages which integrate all the assets and connects neighborhood to various means of transport.

Improving the connectivity through redistribution of streets

Connecting Paldi Neighborhoods with the Riverfront Extending existing Riverside bio diversity Park Creating new connections to reconnect Neighborhood with the Riverfront. Reimaging built form along the riverfront

FSI Analysis & Compact Mixed-Use Development Distributing densities in accordance to their proximity to transit nodes Devising built form regulations to allow for higher permeability along building edge Formulating development control regulations necessitating mixed use development for active frontage

Fig. LAP Framework

Strengthening the Accessibility Thus, strengthening the street network with following strategies: Integrating the Proposed DP road along metro corridor Widening the streets having AMTS routes to improve pedestrian infrastructure. Integrating Private streets into Public street network to reduce large block sizes. Linking missing connections to complete the loops of the network. Thus, achieving an improved street network having 27% under public street network Average block perimeter is 350 m approx. Improving the effectiveness and quality of street networks through redistribution of streets giving safe space for all users. Metro Line

Linking Missing Connection

Existing Private Road

Private Streets to Public

Existing public road

Widening of Streets

Existing block

Proposed DP road

P ed D pos M o r P

road

Proposed street network

BRT

Anjali crossroad

BRT

Providing Missing Connection BRT

Widening Of Row Mapping the Existing Public & Private Street Network

Incorporating Private streets into Public Street to improve the Network

Integrating Public Realm Network Equitable Space for Cyclist Pedestrians Vehicles

Palid has proportionately less open space with just around 1.6% of the total area, even among these space, open space is isolated which does not have proper pedestrian accessibility and streets constitute 21%. The idea is to devise linkages with the neighbourhood level open spaces. And a sustainable public realm which increases the green cover in the site connecting all the underutilized spaces with GREEN Streets and increase the per capita green cover from existing 04 sqm. Green Streets are not just about planting trees along the streets but to provide equitable space for each user of the street and Increasing green cover by developing under-utilized public spaces. In short, we try to increase the public realm in the site by transforming the existing parks/open spaces which acts in isolation to public space which influx onto the streets.

Pedestrian Pathway

Sustainable Strom water Drains

Increasing the Green Cover

1.6%

Open Spaces

04 Sq.m Paldi

18% Streets

09 Sq.m

W.H.O Recommended

Linking the Neighbourhood Open Spaces

66 Sq.m

Singapore

Green Street Network

Neighborhood Integration Though the side has both BRT and AMTS stations in the site, both of which are not integrated with each other.As said in the earlier, the existing neighbourhood assets like parks, schools and other public spaces relate to each other with each functioning in isolation. To integrate BRT and AMTS with the Neighbourhood it is necessary to Introduce neighbourhood loops which connect all the neighbourhood places. And, to connect neighbourhood with various types of public transport. School

Parks

Hospital / Clinics

Open Space

Religious Places

AMT Bus stops and Proposed MRT

Open Spaces

Religious Places

BRT Station

Hospitals Identifying the assets within the site

Connecting Paldi Neighborhoods with the Riverfront Connecting the Neighbourhood to the riverfront to bring about new character by proposing Green infrastructure which adopts water sensitive strategies like integrated bioswales to capture stormwater. And Urban ecological corridors/ Linear parks leading to the riverfront to create opportunities for re-engaging the community with the water edge. While also Promoting development High Rise typology along the riverfront

Envisioned Built form along the riverfront Neighbourhood

Bio Diversity Park

Existing Riverfront Bio Diversity Park

Developing Park along the Riverfront

Developing Green street which integrates Neighbourhood with Riverfront

FSI Analysis When analysed Existing plot sizes with reference to 4 FSI and integrating Building Regulations (GDCR). Because of the height constraints along less wide streets, some of the plots could achieve 2.5 FSI Some can achieve 3.5 closer to 4 And rest can achieve 4 FSI. Also, from the plots that can achieve 4 FSI we can mark some plot geometry constraints which can be resolved with plot amalgamation.

Plots > 750 sq.m Plots < 750 sq.m

Fig. Plot Consume 4 FSI

FSI : 3.5

Factors affecting FSI : Street width: 6m Plot size: 500sq.m to 1000sq.m.

Factors affecting FSI : Street width: 9m & 12m Plot size: 400sq.m to 3500sq.m.

FSI : 4 Factors supporting FSI : Street width: 12m, 15m, 30m & 36m Plot size: 250sq.m and above Odd Plot Geometry

30m

18m

21m 10m

EXAMPLE

36m

Plot Area: 522 sq.m Unit Area: 297 sq.m

Plot Area: 267sq.m Unit Area: 104.29sq.m

Plot Area: 336 sq.m Unit Area: 225 sq.m Small Plot Size

18m

6m 6m

10m 6m

15m

Common Plot

18m

30m

15m 9m

Plot Area: 1010 sq.m

Plot Area: 3162 sq.m

Unit Area: 659 sq.m

Unit Area: 2220 sq.m

36m Plot Area: 450 sq.m Unit Area: 256 sq.m

Such constraints can be resolved by plot amalgamation

FSI

FSI : 2.5

Compact Mix- Use Development From the FSI ANALYSIS and the Gaps identified, we are proposing compact mix use development. Compact means high density neighbourhood near to transit with accessible services, amenities Mixed use that seeks to foster community design and development that serves public health, and the environment. Our strategy being distributing the density in accordance with the proximity of transit nodes. With identification of strategic nodes in our site, we came up with districts that give varying character and experiences. First being a transit district, we have high- rise mixed- use typology-built form treating it as a boulevard having Lower floors activated for commercial purpose. Then the mix district, podium building with our strategy being devising built form regulations to allow for higher permeability along the building edge at the lower floor in the form of commercial and boulevard character. Then the residential district, with low rise character and efficient use of open spaces. For the riverfront district, the high rises give visual connection to the biodiversity and riverfront. Strategies are formulating development control regulations by introducing green terraces at the ground floors to enhance the physical connection to the neighbourhood. TRANSIT DISTRICT

Ground floor activation at the transit corridor

MIX DISTRICT

High density high rise development with podium building having two floors

andwith third floor as office. High density high riseretail/commercial development podium building having two floors retail/commercial and third floor as office.

Transit District

Residential District Mix District

River Front District

Fig. District Identification

RESIDENTIAL DISTRICT

Mix High rise density with efficient utilization of Open spaces

RIVERFRONT DISTRICT

Visual and physical connection with the riverfront

Master Plan Enhance the connectivity through BRTS And bus network that will catalyze the development

Converti spaces t realm

Anchor main commercial corridors with covered walkways and built to line for enhanced shopping experience.

Connecting the existing and open spaces through a netwo green streets

Fig. LAP Framework

ing underutilized to vibrant public

Finally, briefly summarising our Goal through LAP framework. Enhance the connectivity through BRTS and bus network that will catalyse the development and by widening the street and connecting the missing links. Integrating the public realm network By Connecting the existing and future open spaces through a network of green streets and converting underutilised space to vibrant public space Neighbourhoods integration by valuing our assets of paldi with various public transport options. And forming the five district that give distinct character in relation with Tod zone and reimaging and enhancing the built form by proposing compact mixed use development Compact mix use development Finagling valuing the city level public realm by connecting the paldi neighbourhood to the riverfront.

future ork of

2. Urban transformation framework

h. dharnidhar derasar District From above 4 objective the precinct is identify and located near the metro corridor, along the sherays flyover with the area of 34.2 Ha. It is the low rise residential development that is set to redevelop with the avaibility of more FSI. Due to the development pressure around the area, imagining the area will develop soon. This raises the concern for the need for the more Public realm and open space in an already dificit area meeting up the demands for the furure.

Mixed-use Commercial Edge at Dharnidhar Derasar

“The shift in housing typology from independent bunglows to apatments, will cause increase in population density thuse need for better connectivity and more open space along the corridor as a city level asset.”

TOTAL AREA

34.2 Ha 24

Connectivity

Towards Ambawadi

Site Area: 34.2 Ha Major Connections: 120 feet ring road - sherays metro station - Anjali Cross road- Riverfront. Public spaces- Sukhipura Garden, AMC park

Connected through shreyas flower 120 feet ring road. Proximity to BRT and MRT which provides city level connectivity The proposed dp road and metro makes the site a magnet of activity for the floating population that would be able to cross over. 15%

Towards Anjali cross road

Fig. existing streets

Streets

Metro Station

BRT stop

Railway Track

Shreyas Flyover

Streets

Plots

Public Open Space The precinct has total 73% of open space with only 5.6% area under public greens. The public open space include yash kamal garden, sukhipura garden and AMC parks in the vicinity as the only active public realm. Public open space like leftover space near railway line, vacant amc land exists, but are undeveloped. Streets

Margins

Open Space

15%

52.4%

5.6%

With the dificit proposed land under public open space, streets have potential to become one.

Fig. Open Space

Precinct Character

Residential

- 88%

Predominantly residential character through out the district

Commercial – 10% Along the BRT and near Shreyas Flyover

BRTS

DP rOAD

i. potential

Fig. Proposed 12m ROW DP Road

METRO

pUBLIC rEALM

Fig. Connectivity through BRT

Fig. Connectivity through MRT

Fig. Active Public Realm

Connectivity •

Direct city level connectivity through BRTS route and proposed 12 m DP road.

•

Connectivity to Gandhi nagar through MRT

Active Public Realm •

Active informal activities to make interactive and active edges.

I. concerns

12M

DP wide

raod

SHERYAS FLYOVER

There are mode of public transport MRT and BRT out of which MRT station is out of my site boundary and BRT is in the area which has city level connectivity. People cannot easily walk to access transit hub because of missing connections. Which make it nonporous. my concerns is to connect the area with rest of the built fabric with the design is to identify and evaluate place characteristic of transit by allowing for holistic approach to transformation of the transit hub (Metro and BRTS) as an important meeting place for locals. By incorporating transit oriented pedestrian district which ehnance the area with dense mix use development oriented around a central transit mode, a high concentration of residential development within the walking distance of transit station & make people friendly.

Fig. Unorganised space under flyover

Fig. Lack of pedestrian walkways

goal “To

create Walking distance and facilitate the compact mix use development around a central transit mode with a high concentration of residential built use within the transit station”

TRANSIT oRIENTED pEDESTRIAN dISTRICT

Ehnance

Activate

establish

Distribution of built form with 4 FSI. Re-Imagine the built form typology. Amalgamation of Small plots.

Active streets supports built form Which Rejuvenate the public realm

Sense of legibility throughout district Integrating a model of sustainable practices.

TOPD (TRANSIT oRIENTED pEDESTRIAN dISTRICT) A Transit-Oriented Pedestrian District is an area of dense mixed-use development oriented around a central transit node with a high concentration of residential development within walking distance of the transit station. usually, a half mile radius for a twice a day commute. As with the CBPD, the half mile radius border will usually contain more pedestrian limiting crossings created by parks, higher speed thoroughfares and so forth. Higher intensity activities are located at the inner quarter mile radius core, including retail, office and residential harbouring a population sufficient to support a high school certainly with the addition of students who could come to a school adjacent to the transit station. This pedestrian district is typically located along or bounded by a multi-modal placemaking corridor. The retail and services component of the transit-based development also serves and is supported by commuter automobile users and the adjacent residential population. The transit station serves not only the walkable zone but is supported by additional transportation modes. Transit-Oriented Pedestrian District development is a key element of a comprehensive multi-modal transportation network, particularly one that incorporates fixed route segments that links highdensity transit nodes. Essential principles of a TransitOriented Pedestrian District include:

1.4 An environment that encourages the use of alternative transportation. 1.5 Sense of identity throughout district. 1.6 A transit station that has a unique identity relevant to its geographic area and district. 1.7 Building design and site development that considers the needs of pedestrians, bicyclists, and transit users first in terms of aesthetics, form, and function. 1.8 Residential base proximate to transit facilities and mixed-use development. Future Studies will expand and develop TOPD concepts.

1.1 Compact, mixed-use community centered around a transit station. 1.2 A convergence of two or more multi-modal corridors at a transit station. 1.3 Slower vehicular traffic.

m. Strategies stregthening the connectivity Proposed Street Character

Improving accessibility by connecting missing links, creating new connections. Increase the street width due to proposed DP road along the railway line to achieve sufficient pedestrian infrastructure.

Breaking the blocks into smaller blocks To achieve ease of movement. Due to the Issue of vehicular encroachment within the setback line the edge is redefine with project premises.

Using the front margins as per GDCR, as a public open space with built to line urban form for intractive and human experience.

Reclaiming the leftover space & Carving out the programme areas near the railway line, as a public open space for neighbourhood and transit station along it to activate edges and make it inclusive.

Ehnance 1 . Creating framework for new Built form i) Plot Consume 4 FSI

From the above analysis it has been analyzed that the only plot size 250 SQM and above can consume 4 FSI. So the strategy is to provide framework for amalgamation as to create larger parcels to achieve higher density with 4 FSI. Plots which are less than 750sqm will go under amalgamation

FSI : 4

Factors supporting FSI : Street width: 12m, 15m, 30m & 36m Plot size: 250sq.m and above Odd Plot Geometr y

36 m

Fig. Existing Plots

30 m

Plot Area: Unit Area: 267sq.m 104.29sq.m

Plots > 750 sq.m

Small Plot Size

36m

30 m Plot Area: 450 sq.m Unit Area: 256 sq.m

Plots < 750 sq.m

ii) Provide Framework for Amalgamation Appropriated the existing blocks

Fig. Amalgamation

Average Block size : 0.46 km Area under public realm is increased by: 10%

Plot size and conserving the intensive of 4 FSI , achive maximum plot amalgamation. Plots which are less than 750sqm will go under amalgamation Rest as per existing planning regulation given in GDCR 13.3.3

Ehnance 1 . Creating framework for new Built form iii) Framework for Zoining

iv) Builtform

Mix-use Residential Commercial Open Space

To enhance the dense mix use development oriented around a central transit which caters the edge and make it more porous

In existing situation All the buildings face there rare side to MRT corridor, so the strategy is to Reimagine the built form - Guidelines to face the built form to corridor when they go for redevelopment.

v) Gradiation in Density

BRT Low Density

Medium Density

High Density

Central Axis

High Density

Medium Density

Low Density

Fig. Section showing gradiation in Density

High Density Medium Density Low Density

Conceptual section Showing height is high at center and gradually decreasing on edges

Activate 2. Activate streets supports built form which Rejuvenate the public realm

Creating direct connection between MRT & BRT through closed loops of each mode (pedestrian, bicycle, transit) with required connections of the Zone.

Towards Ambawadi

¼ mile influence zone - connection particularly bicycle zones inside the zone can be utilised to complete bicycle loops when they are within ¼ mile distance on district zone. Soft mobility infrastructure, and surrounding social conditions

Towards Anjali cross road

Fig. Active Streets

establish 3. Establish sense of legibility throughout district

Increase the sense of legibility throughout the different nodes and landmarks . A clear and legible Identity is required of public transport, to facilitate orientation and onward travel, whilst contributing to and drawing from the unique conditions of the site and its local character.

Towards Anjali cross road

Fig. Legibility area

Urban DESIGN intervention 39

Project 1

Urban CatalystReimagining the area near and around the metro Corridor and station to create public realm.

Project 2

Urban VoidsUtilising the area under flyover and making it as a public meeting place.

n. urban catalyst Reimagining the area near and around the metro Corridor and station to create public realm.

Intent The Corridor Regeneration Plan establishes a long-term framework for growth and development along the city’s Metro corridors, with the goal of achieving a wide diversity of land uses, high-quality public realm, and connections to Integrated transport options. The Plan’s transformational ideas and Guiding Principles will serve as the foundation for future detailed land use. Defining Project Premise

The Corridor Regeneration Plan establishes a longterm framework for growth and development along the city’s Metro corridors, The precinct consist of metro station adjecent to railway line and proposed dp road.

Place making by inserting programmes to activate public realm

The additional public space created along the railway line are recognized with public programs. They also bheave as anchord public entrances for the metro station. The recognized programmes are for all age groups, will add to recreational value of the neighbourhood. Carved out spaces like multifunctional space, kids play area, kiosk, seating space will add to the vibrancy of the linear park along the corridor.

Improve walkability, NMT and pedestrian safety through enhanced pedestrian accessibility

Re-imagined of built form along the metro corridor

Neighbourhood participation towards the metro corridor, will be ehnanced by drawing accessible connections and improving pedestrian trails experiences. These public trails connect the user to the major attraction enreaching their walkable trips to respective neighbourhood.

The existing builtform holds potential of redevelopment. Hence, Setting guidelines for new builtform responding actively to the transit corridor. It is proposed to maintain built to line strategyand open up ther ground floors for public oriented uses like retail, resturants etc. The building may adopt from rich architecture elements of ahmedabad with the view of balconies and has oppertunity for outdoor seatinf and well lit safer sidewalk.

metro Corridor Urban design Proposal

Growing diverse species

Wifi

Key Plan

Bicycle shairing points

The Corridor Regeneration Plan establishes a long-term framework for growth and development along the city’s Metro corridors, design with the intent to minimise the private open space and give emphasis to public areas under Trasnit oriented pedestrian district. the green spine passes along the metro corridor which provide calming walking experience for the people of ctiy and make it as public asset.

Place making by inserting programmes to activate public realm

fi Access Points

Pockets parks

Continuous Pedestrian thoughrofare Central plaza

Re-imagined of built form along the metro corridor

Design element metro park

Paved and unpaved areas to improve storm water runoff

Shaded seating areas to enjoy experience with enhanced lighting and landscape

Fig. Character View of Metro Park opposite to the metro station

Growing diverse species

Pocket Park

Well lit and paved pedestrian pathways

Landscaped green cover

Shaded seating areas to enjoy experience with enhanced lighting and landscape

Paved and unpaved areas to improve storm water runoff

Fig. Character View of Pocket Park

Re-imagined Built Form

Vending kiosk to prevent encroachments on pedestrian walkway

Well lit and paved pedestrian pathways

Café and restaurants to increase footfall

Fig. Character View of Re-imagined Built form along the metro corridor

Retail , commercial ground floor use

Linear Park Key Plan Vending Kiosk Parklets

Public Toilets

Seating space Multifunctional Space Bicycle Sharing Point

Fig. Linear Park Plan

Fig. Character View Multi functional Space

Section

MRT corridor

Responsive and active built form with podium typology

Railway corridor

Linear Park

12m ROW Pedestrian walkway

MRT corridor

Rare side of built form

Railway corridor

Unutilised railway land

9m ROW

Parking on sidewalks

Utilizing the railway land as linear park along the transit corridor to become an asset for city level public space. Responsive and active built form with podium typology As in existing scenario built form faces the rare side to mrt corridor. Sustainable storm water drains along the road side.

Fig. Character View of Linear Park

Fig. Character view of Kids play zone

Porous edges define with grills , shrubs & hedges improve visibility

Transformation The Corridor Regeneration Plan establishes a long-term framework for growth and development along the city’s Metro corridors, with the goal of achieving a wide diversity of land uses, high-quality public realm, and connections to Integrated transport options. The Plan’s transformational ideas and Guiding Principles will serve as the foundation for future detailed land use.

Before

Fig. Character view After Transformation

Shaded seating are with enhanced ligh

eas to enjoy experience hting and landscape.

Paved and unpaved areas to improve storm water runoff.

Responsive built form interacting with the transit corridor.

After

o. Urban voids Utilising the area under flyover and making it as a public meeting place.

Design Intent Defining Project Premise

The area under THE SHERYAS flyover 120 feet ring road and making it as a public meeting place. with the goal of achieving a wide diversity of land uses, high-quality ailed land use.

Place making by inserting programmes to activate public realm

The additional public space created Under the flyover are recognized with public programs. They also bheave as anchord public entrances for the metro station. The recognized programmes are for all age groups, will add to recreational value of the neighbourhood. Carved out spaces like multifunctional space, kids play area, kiosk, seating space will add to the vibrancy of the linear park along the BRT corridor.

Improving Vehicular accessibility

Improving pedestrian accessibility and tying the zone with continuous pedestrian and cycle trail

These connection will be public streets with both vehicular and pedestrian access. Under the fly over has spaces for public grathering will therefore will be able to retain its function and ehnanced street furniture along the side. it helps to link neighbourhood to the public realm of landscape.

Neighbourhood participation towards the SHADED SPACE under flyover will be ehnanced by drawing accessible connections and improving pedestrian trails experiences. These public trails connect the user to the major attraction enreaching their walkable trips to respective neighbourhood.

Shaded space Urban design Proposal Key Plan

The programmatic intervention takes into consideration of activating unorganized spaces under Shreyas flyover as a public meeting place. By craving out different place making programs like kiosk, central plaza, seating and functional spaces in residual space surrounded by porous built form helps to activate the public realm along the corridor with the continuous NMT loops allows to reach destination without relaying on motor vehicles from inner neighborhood.

Design elements of Shaded space

Vending Kiosk

Multi-functional Space

Outdoor Kiosks are encouraged under the flyover directly fronting onto the pedestrian mall, as well as within open plazas that are adjacent to the public pedestrian. It is to prevent the encroachments on pedestrian thoroughfares.

Integration of different functions in time and space is different from mixed-use development that compartmentalizes the various uses within a community or a landscape. For example, implementing multi-functionality within communities creates spaces that have multiple purposes. Due to their access to diverse uses in one place, these spaces can contribute to a community’s vitality. As well, these multifunctional amenities often appeal to diverse community members, including activists, artists, social entrepreneurs, allowing them to act as, knowledge exchange, shared experience and experimentation.

Seating Space

Central Plaza

Shaded seating areas to enjoy experience with enhanced lighting and landscape.

Ehnance the public realm and creating a meeting space for public, which act as asset to to city level meeting space.

Shaded space

Fig. Character View of shaded space under Shreyas Flyover

Porous edges with opportunity of commercial and retail.

Regenerated urban ecology –trees canopy creates comfortable micro climate.

Shaded and landscaped seating area and activity zone

Sustainabilitystrategies .

water

sensitive

Key Plan

Existing scenario

In existing scenario the carriage way is enchroched by vending activity and parking , the huge amount of space under flyover is unorganised and not accessible by public. there is lack of pedestrian walk so the people force walk on carriageway. t

proposed scenario

Reducing the residual space under flyover, Incroporating the place making programs like kiosk, central plaza, seating and functional spaces in residual space surrounded by porous built form helps to activate the public realm along the corridor with the continuous NMT loops allows to reach destination without relaying on motor vehicles from inner neighborhood.

Urban DESIGN GUIDELINES 63

p. CORRIDOR GROWTH DESIGN GUIDELINES Built Environment Design Components To create highly livable urban places that are compact, mixed use, and transit oriented, the existing, predominantly auto-oriented corridors will need to shift gradually toward a pedestrian-friendly design. Changes in the types, forms, and densities of private development will achieve the City’s Growth Plan goals, while also playing a major role in improving the experience of the public realm. The following Built Environment Guidelines are categorized into various components of the built environment.

a. Street Proportion and Building Placement A strong street enclosure is a vital element in creating places that are comfortable for pedestrians. Spaces that lack visual enclosure can feel unwelcoming and daunting. Building height helps define how people respond to the ‘walls’ of the street. There are a range of options for building heights in relationship to right-ofway widths, which can be considered in future Corridor Plans. The following Street Proportion Guidelines are intended to help place and design buildings to frame the public realm within the Corridor area. Encourage an approximate building height to street right-of-way (ROW) ratio of 1:2 to ensure a comfortable pedestrian scale. • Minimize the distance buildings are set back from the street to create a sense of enclosure and pedestrian comfort. • Develop a consistent street wall of 3-6 stories (depending on ROW width) along transit corridors.

• In locations directly fronting a corridor, minimum front yard setbacks should be established to enable a more comfortable pedestrian realm. Step taller buildings back above the third storey by a minimum of 1.5m. • Where wide street right-of-way widths are unavoidable, use street trees and boulevards to bring a pedestrian scale to the street. • Buildings with residential uses on the main floor should generally have greater separations through elevation, setback distance, or screening. • Properties adjacent to a lane should incorporate edge treatment elements such as landscaping.

12 M

b. Building Massing Datum to control builtform Active retail frontage (Commercial upto 3 floors) and public activity on podiums. Public access to building along the transit. Pedestrian connections through the parcels to ensure the walkability. Front margins in public domain.

Fig. Built to line

Public realm orientation Podium upto 12 m which maintain human scale at the street level. 5%-10% of open space facing the road at podium terraces to accommodate public uses.

As per GDCR 16m or G+3 Floors

Transfer of Development Rights 4 Permissible FSI

1.2 Purchasble FSI

Fig. Built Form along metro corridor

5.2 Additional FSI

Fig. Stepback

Fig. Building Height

Fig. Transfer development rights for builtform

c. Connectivity

d. Active Frontages

Controlled crossings are essential to safe pedestrian movement as a result of high speeds and wide crossing distances along much of the corridor. There are areas within the Corridor Growth Area where the distance between controlled crossings exceeds 200m, which can contribute to walking activities, putting pedestrians at risk. Different distances between crossings can be appropriate for different land uses and built forms, but regular and safe crossings are essential to a successful public realm. The following Connectivity Guidelines are intended to support the provision of comfortable pedestrian and cycling connections to key amenities and destinations within the Corridor Area:

Street-oriented buildings with transparent storefronts provide a sense of enclosure while creating a vibrant, comfortable environment for pedestrians. Retail and restaurant use are more conducive to a vibrant street and are best suited to the ground floor adjacent to a sidewalk. The built form and how it interacts with abutting streets and public spaces is an important factor in a lively public realm. The following Active Frontage Guidelines are intended to. create a welcoming and attractive building interface with the public realm that contributes to the vitality and interest of the Corridor Area • Buildings and their primary entrances should have active frontages. • Buildings on corner sites should incorporate elements of active frontages on both facades that face a street. • Recess building entrances (while maintaining sight lines) to provide door swings, weather protection, and to emphasize building entrance. • Exterior building and landscaping treatments should create a public realm that is interesting and comfortable at the human scale, through the addition of elements such as awnings/overhangs, recessed building entrances or informal gathering areas.

• Provide mid-block pedestrian connections where block lengths or controlled pedestrian crossings exceed 200m. • Design attractive building and landscape interfaces at laneways and side streets to create a more welcoming bike and pedestrian network. • The safety and accessibility of crossings can be improved by design interventions such as reduced corner curb radii, centre median crossing islands, enhanced crosswalk markings, improved pedestrian ramp alignment, and longer and better synchronized walk-light times.

e. Building and Site Access New development should accommodate access from multiple modes of transportation, primarily walking and transit users, as well as bicycle and automobile users. Similarly, the location of building elements related to service access, mechanical equipment and utilities need to be carefully designed to ensure functionality while minimizing adverse impacts to the pedestrian realm. The following Building and Site Access Guidelines are intended to provide direction on access and egress locations and conditions. • Primary building entrances should be visible from the street and incorporate entry features that encourage interaction with the street. • Buildings should provide at least one entry close to and oriented towards the sidewalk. • Buildings should be located and oriented to maximize convenience of customers arriving from transit stops and public sidewalks. • Parking should be placed on the interior of blocks, behind buildings, or below ground to reduce its visual prominence, to reduce the potential for pedestrian/vehicle conflicts, and to support a more pedestrian-focused environment. • Driveways should not be located between a building and a public street except when it provides direct access to parking within a building. • Buildings with front façades greater than 35 metres wide should provide more than one entry. • For multi-unit residential buildings, it is recommended that ground-floor units have direct access from the fronting street.

• In mixed-use buildings, residential and commercial entries should be differentiated but share a common underground parking and/or loading areas. To maintain a continuous uninterrupted sidewalk by minimizing driveway access, consolidate vehicular access points serving adjacent sites, thus minimizing curb cuts along the public streets. • Provide direct, safe pedestrian access through parking lots. • Parking areas should include landscaping components that improve visual and envronmental quality. • Provide clear signage and visual lines of sight to parking and loading area entrances for pedestrians and drivers.

Basement parking

Fig. Parking

Conclusion 69

This study aimed to evaluate the effect of LAPs on the level of TOD in Ahmedabad (West). To achieve that, a suite of eleven indicators was developed. The indicators were selected based on existing literature but also adapted from the LAPs and other site conditions. These indicators were quantified using a geospatial approach, for Pre-LAP (baseline situation) and Post-LAP scenarios (situation after the implementation of the LAPs), and an evaluation was done for a 200-meter radius around the metro stations. In an urban setting, the transit station serves as a city-level space for the public and an appropriate neighbourhood. The Reimagining the area near and around the metro Corridor and station to create a public realm with a wide variety of scale and diverse activity throughout the year. The pedestrian trails connecting the neighbourhood to the public pockets will promote walkability in neighbourhood participation. The proposed design accommodates opportunity, leisure with the green public level space along the corridor with the proposed vehicular and pedestrian connection will enhance the edge and integrated neighbourhood stitching the open spaces and bringing people to the transit district.

urban Transformation

“Integrating neighbourhood with city level mobility and pedestrian accessibility through the procedure of Urban Transformation…………” 72

CEPT University Ahmedabad