PLANNING FOR SUSTAINABLE REDEVELOPMENT THROUGH COMPACTION OF URBAN FORM CASESTUDY: HYDERABAD
Presented By : Under the guidance of:
Maitreyi Yellapragada Batch of MCP 2012-2014 12AR60R21 Prof. (Dr.) Jaydip Barman
Are we moving towards sustainable cities or town cramming?
INTRODUCTION AIMS & OBJECTIVES RESEARCH METHODOLOGY HYDERABAD CITY CONTEXT
The Urban Predicament Compact Development
Urban Form – measuring compactness
SCOPE & LIMITATIONS LITERATURE REVIEW CASESTUDIES
DATA COLLECTION – SURVEYS & INVENTORY DATA ANALYSIS PROPOSALS CONCLUSIONS
Models for Redevelopment Context of Developing Countries
THE URBAN PREDICAMENT Cities in developing countries are expanding very rapidly. Most of the development is in the form of urban sprawl at the fringe of the urban areas (Ginsburg et al., 1991).
Common Concerns
• Increasing pressure on land, water and environment • Depleting
natural
resources,
valuable
natural
habitats and hinterlands • Loss of agricultural land • Long commutes and traffic jams • High social and infrastructure costs • Leap-frog development Threat to health of our families, our communities, and the ecosystems that sustain us.
This triggers the need for optimization of use of resources at hand 1989
2000
2005
2010
LANDUSE TRANSFORMATION: HYDERABAD
Source: NRSC Datasets, Hyderabad
INTRODUCTION
COMBATING URBAN SPRAWL COMPACT CITY
NEO-TRADITIONAL DEVELOPMENT
ECO-CITY
SMART CITY
URBAN CONTAINMENT
INTRODUCTION
THE COMPACT CITY CONCEPT
COINED BY DEFINITION
The term Compact City was coined by George Dantzig and Thomas L. Saaty, two mathematicians, in 1973 whose utopian vision was largely driven by a desire to see more efficient use of resources. Attempts to increase built area and residential population densities; to intensify urban economic, social and cultural activities and to manipulate urban size, form and structure and settlement systems in pursuit of the environmental, social and global sustainability benefits derived from the concentration of urban functions.
Urban form:
Dense and proximate development patterns Urban areas linked by public transport systems Accessibility to local services and jobs
Spatial characteristics:
Mixed land use Diversity of life Social interaction Feeling of safety in numbers - 'eyes on the street' Clear identity
Source: Rod Burgess, Compact Cities, Sustainable Urban form for Developing Countries
Source: OECD Compact City Policies
Compact urban form can be a major means of guiding urban development to sustainability, especially in reducing the negative effects of the present dispersed pattern of development in Western cities (Jenks et al., 1996).
The promotion of compact development could help • Protect the loss of prime agricultural land, • Reduction in environmental footprint due to increased density • Reduce development costs, • Reduced reliance on automobiles • Reduce pollution • Save energy and thereby, promote more sustainable urban development.
Elkin et al, 1991
INTRODUCTION
measuring compaction through
Urban Form is the "general pattern of building height and development intensity" and the "structural elements“ that define the City physically, such as natural features, transportation corridors. open space, public facilities, as well as activity centers and focal elements.
URBAN FORM
Source: Framework of Los Angeles General Plan
The components of Urban Form
Density Population Housing Built-up area Density of public transport
Landuse
Layout
Mix use of activities Location of development Employment
Proximity to services Share of urban land Open spaces
Housing/Bldg Infrastructure Type of housing Mixed use buildings Verticality FAR
Length of transport lines Access to servcies
Brenda and David (2002) Source: Compact City Policies: A Comparative Assessment for OECD Nations
INTRODUCTION INTRODUCTION
MODELS FOR (RE)DEVELOPMENT
1
Concentrated Development
2
Concentrated Decentralization
Context? Source: Rod Burgess, The Compact City Debate; Sustainable urban Forms for Developing Countries
High Residential Densities | Compact | Short Travel Trips | Easy Access to Services | Widespread mass transit |High Levels of Pollution
High Rise
Dispersed High Density
3
Urban Restructuring of core
4
Fringe | Peri-Urban
5
Linear TOD Model
Low Rise
Low Rise
Compact
Low Density
Dispersed
Growth along structural axes or transit networks
INTRODUCTION
Cities in the developing countries are by virtue of the prevailing social and economic conditions are compact and higher in density Traditional Compact City
Metros today
DEVELOPING COUNTRIES High population density, which is prevalent in many developing countries, indicates that urban land resources are acutely scarce, and makes compact cities a necessity rather than a choice. (Jieming Zhu, 2011)
Added Concerns • Fast-growing • Inherent Compactness of inner core – little impact on urban containment • Key issue of Unsustainable Urban form • Inadequate infrastructure • Located in naturally hazardous areas, areas of high relief, on the floodplains major rivers,
Urban restructuring has become a major strategy for realizing the sustainability benefits of compaction in developing countries. (Rod Burgess, Compact City Debate, 2000) Source: EuroIndia Newletter, Vol 6
DEVELOPING INTRODUCTION COUNTRIES
INTRODUCTION AIMS & OBJECTIVES RESEARCH METHODOLOGY HYDERABAD CITY CONTEXT SCOPE & LIMITATIONS LITERATURE REVIEW CASESTUDIES
DATA COLLECTION – SURVEYS & INVENTORY DATA ANALYSIS PROPOSALS CONCLUSIONS
Aim Objectives
AIM Planning for the formulation of Sustainable Redevelopment Strategies for the city of Hyderabad, by assessment and compaction of urban form.
OBJECTIVES 1.
Appraisal of the spatial growth pattern of the city and current trends in redevelopment and compaction under the domains of density, infrastructure, transport, urban layout and landuse.
2.
Comprehensive study of the elements of urban form and qualitatively analyse to identify priority planning zones.
3.
Study of Compact City Indicators to aid in quantification of urban form for compactness assessment.
4.
Analysis and assessment of established urban form norms in identified planning zones.
5.
Comparative analysis of identified planning zones to establish a trend for urban compact form.
6.
Proposal for Redevelopment Strategies in the form of Urban Design solutions and City level policies for achieving a compact urban form in the planning zones.
AIMS & OBJECTIVES
INTRODUCTION AIMS & OBJECTIVES RESEARCH METHODOLOGY HYDERABAD CITY CONTEXT SCOPE & LIMITATIONS LITERATURE REVIEW CASESTUDIES
DATA COLLECTION – SURVEYS & INVENTORY DATA ANALYSIS PROPOSALS CONCLUSIONS
Addressing need for Compactness in cities of developing countries Formulation of Aim and Objectives
1.
3
2.
Studies on Compact Urban form (Developed and Developing Countries) Case Studies on Redevelopmen t strategies undertaken
Study of Sustainability Indicators for compaction Density Landuse Housing/ Building type
Urban Form Analysis
Identification of zones for Redevelopment in order to establish the planning area
Urban Layout Infrastructure
Preparation of Detailed Questionnaire/ Evaluation Criteria
Primary Survey
Data Collection/ Secondary Survey
Concentrated Low Rise | High Density Concentrated Decentralisation Along transport corridors Suburban/ fringe Mapping the Planning Area
Inferences from survey findings | Projections
4
Data Analysis Suitability Compactness Evaluation
5
Formulation of Redevelopment Strategies
Formulation of Final Set of Proposals and Urban Design strategies
LITERATURE REVIEW
Literature Review
ANALYSIS
2
Study of spatial growth pattern of Hyderabad and current trends in compaction and redevelopment
INTRODUCTION
Identification of Issues associated with urban sprawl
Fiscal Planning Action Area Plans Phased Development
METHODLOGY METHODOLOGY
PROPOSALS
1
INTRODUCTION AIMS & OBJECTIVES RESEARCH METHODOLOGY HYDERABAD CITY CONTEXT
Evolution of the City Urban Character
Existing scenario
SCOPE & LIMITATIONS LITERATURE REVIEW CASESTUDIES
DATA COLLECTION – SURVEYS & INVENTORY DATA ANALYSIS PROPOSALS CONCLUSIONS
Need for Study/ Intervention
BRITISH CANTONMENT
Kukatpally
CONGESTED CITY OF GOLCONDA
Ameerpet
Abids
NEW CITY: CHARMINAR
EVOLUTION OF THE CITY
Secunderabad
Golconda
Koti
Dilshuknagar
• Poly-centric growth pattern • Saturation of MCH region
Charminar
• Rapid densification of areas around commercial nodes and industrial sites • Increase in area from 55 sq. km in 1937 to 650 sq. km in 2013 • Population was 7.75 million in 2012 and is expected to be 13.2 million in 2021
Source: Municipal Corporation Of Hyderabad
HYDERABAD CITY CONTEXT
Urban Character Low rise Low density Dispersed
70% Decadal Growth Rate High rise Low Density Dispersed
19.2% Decadal Growth Rate
Low rise High Density Compact
DENSITY
ECONOMIC POTENTIAL
Source: CDP, Hyderabad
HYDERABAD GREATER CITY HYDERABAD CONTEXT
Decline in water bodies – Encroachment of settlements over lakes Decline in fallow land – occupied for urban use Rise and fall of Low Density Urban areas Trending steady rise of High Density Urban areas
Source: CDP, Hyderabad
Profligate use of land, both in developed and developing countries, result in a disproportionate use of resources and urban forms that are often unsustainable (Jenks et al., 1996).
This emphasizes on the need for a Model for Sustainable Development of the degrading Urban Form and Quality of Life in cities and particularly in the renewal/ redevelopment of existing urban form
NEEDNEED FOR FOR STUDY STUDY
INTRODUCTION AIMS & OBJECTIVES RESEARCH METHODOLOGY HYDERABAD CITY CONTEXT SCOPE & LIMITATIONS LITERATURE REVIEW CASESTUDIES
DATA COLLECTION – SURVEYS & INVENTORY DATA ANALYSIS PROPOSALS CONCLUSIONS
SCOPE: •
The scope of the thesis shall primarily address only three planning zones/ neighbourhoods - Detailed demarcation of site area shall follow a pilot Urban Form Analysis - Assuming the criteria to delineate and area of 4-5 sq. km from an existing transport node (10 min cycling distance or 800m radius)
•
A comparative analysis of the three different planning profiles on the basis of delineated parameters to establish as to which of them is a more feasible for compaction.
LIMITATIONS: •
Considering the wide scope of parameters for study, predominant thrust shall be laid primarily on the Expert Opinion Survey to arrive at priority parameters (dependant on the Urban Form analysis and data availability and suitability).
•
Attempt to study the Sustainability Indicators and Compact City Policies from existing research only (OECD Compact city Policies, research papers addressing compact urban form).
•
Development of models for assessment of compact urban form are beyond the scope. Existing criteria for evaluation from current research shall be adopted.
•
Detailed financial aspects, land market assessment and speculations inherent in the system shall not be focused on.
SCOPE AND LIMITATIONS
INTRODUCTION AIMS & OBJECTIVES RESEARCH METHODOLOGY HYDERABAD CITY CONTEXT SCOPE & LIMITATIONS LITERATURE REVIEW CASESTUDIES
DATA COLLECTION – SURVEYS & INVENTORY DATA ANALYSIS PROPOSALS CONCLUSIONS
Perspective from various researchers Character of Compact Development
Evolution of the Concept Comparative Appraisal of associated concepts
TORCH BEARERS OF COMPACT DEVELOPMENT
GEORGE DANTZIG AND THOMAS L. SAATY
• Coined the term Compact City with an utopian vision to see more efficient use of resources.
JANE JACOBS
•The influence of compact urban form often attributed to Jane Jacobs and her book – The Death and Life of Great American Cities. •Supported compact city neighborhoods where different kinds of households and individuals (families, elderly, entrepreneurs, artists, migrants, students) live together • Mix of functions • Short building blocks and an intricate street structure • Opportunities for social interaction as well as a feeling of safety in numbers and 'eyes on the street'.
RICHARD ROGERS – Towards and Urban Renaissance
•Firmly advocates that a sustainable urban form is based on a series of interlinked compact nodes or neighbourhoods which grow around centres of social and commercial activity located at public transport nodes. • The Urban Taskforce under Lord Richard Rogers, which produced the report Towards an Urban Renaissance • Guidance on Housing - introduced a 60% Brownfield target, a minimum net residential density guideline of 30 dwellings per hectare, which were substantially exceeded over the years to brownfield proportion reaching 80% by 2009, and average densities 43 dwellings per hectare • Maximum parking guidelines replacing the previous minima • Policy of intensification around public transport nodes
OPTIMUM USE OF RESOURCES
SENSE OF SAFETY & SECURITY
BROWNFIELD DEVELOPMENT HIGH RISE DEVELOPMENT
WILLIAM, DEMPSEY, 2010
•Stated that Compact Cities are more sustainable urban settlement type than urban sprawl because it is less dependent on the car, requiring less (and cheaper per capita) infrastructure provision • Draw from the experiences of developed countries
URBAN SPRAWL POLLUTION
PETER NEWMAN AND JEFF KENWORTHY
• Compared 32 cities across North America, Australia, Europe and Asia. •Main finding was that denser cities, particularly in Asia, have lower car use than sprawling cities, particularly in North America
URBAN SPRAWL
MIKE JENKS, ROD BURGESS, 1996
• Compact urban form can be a major means of guiding urban development to sustainability, especially in reducing the negative effects of the present dispersed pattern of development in Western cities (Jenks et al., 1996). •To increase built area and residential population densities; to intensify urban economic, social and cultural activities and to manipulate urban size, form and structure and settlement systems in pursuit of the environmental, social and global sustainability benefits derived from the concentration of urban functions.
URBAN SUSTAINABILITY
LITERATURE REVIEW
Zoning of functions makes people depend on private cars.
Compact nodes reduce car uses and allow walking and cycling
Source: Compact, polycentric, sustainable cities Richard Rogers’ concept for an “Urban Renaissance”
LITERATURE REVIEW
INTRODUCTION AIMS & OBJECTIVES RESEARCH METHODOLOGY
NETHERLANDS
Inherent Compactness
Compact since 1960
LONDON | PARIS
Low Rise High Density
Averting Urban Sprawl and considering poly-centric compactness
HONGKONG | SINGAPORE
High Rise High Density
Land as a scarce resource conducing Urban Renewal Strategies
HYDERABAD CITY CONTEXT SCOPE & LIMITATIONS LITERATURE REVIEW CASESTUDIES
Varying Density based on Proximity to transit network
Environment Friendly City based on Linear Transit Network
NEW DELHI
Inverted Compact
TOD Urban Form
AHMEDABAD
Compact Development
City level planning policies
CURITIBA
DATA COLLECTION – SURVEYS & INVENTORY DATA ANALYSIS PROPOSALS CONCLUSIONS
Concentrated Decentralisation
NETHERLANDS
Emphasis on Public Transport
Garden City Influence
LONDON | PARIS
HONGKONG | SINGAPORE
CURITIBA NEW DELHI
AHMEDABAD
Brownfield/ Urban Renewal
• •
Compactness Verticality
• •
Nature Conservation
Comprehensive Redevelopment
Mixed Landuse associated with public transport
Intensification around Public Transport
Connectivity Sky city
Radial Concentric growth to linear growth pattern
Mixed Use and Higher Density
Housing low income affordable group along transit axis
• High Density • Mixed-income Development • Pedestrian & Cycle Friendly Environment
•Well Balanced Network, Mixed Landuse. • Relaxed Height Restrictions • Invested in a BRTS
• New zone identified for Affordable Housing along the Ring Road. • The DP proposed to maintain the compactness of the city by not releasing new land for development.
CASE STUDY
STRATEGIES FROM LITERATURE SURVEY INHERENT COMPACT
LOW RISE – HIGH DENSITY COMPACT URBAN FORM
HIGH RISE – HIGH DENSITY COMPACT URBAN FORM
TOD
NETHERLANDS
LONDON
PARIS
HONGKONG
SINGAPORE
CURITUBA
Prominent Characteristic of Urban Form
DISPERSED SPRAWL/ CONCENTRATED CITY CORE
LOW RISE HIGH DENSITY
VERTICALITY, SKY CITY
RING DEVELOPMENT
MIXED USE COMPACT
LINEAR GROWTH PATTERN
Scenario Prior to Compaction
DECAYING INNER CITY
SPRAWL
SPRAWL
DECAYING INNER CITY
CONGESTION
_
Planning Strategies Applied
SPATIAL PLANNING AND TRANSPORT POLICY
COMPREHENSIVE REDEVELOPMENT +INTENSIFICATION PT
URBAN EXTENSIONS ALONG PUBLIC TRANSPORT
TOD
FUNCTIONAL DIVIDE, DECENTRALISED HUBS
TOD
Densification
NON – SPECIFIC
DESNITY LIMITS
DENSITY TARGETS FOR MUNICIPALITIES
DENSITY ZONING AROUND TRANSIT NODE
NON – SPECIFIC
DENSITY ZONING AROUND TRANSIT NODE
Intensification
HOUSING & EMPLOYMENT AROUND TRANSIT NODE
OPPORTUNITY ZONES
NON-SPECIFIC
MIX USE- HORIZONTALLY & VERTICALLY
MULTI-FUNCTIONAL MIXED USE DESIGN
MIXED USE ALONG STRUCTURAL AXES
Public Transport and Walkability
NMV & PUBLIC TRANSPORT
PUBLIC TRANSPORT
EFFICIENT TRANSPORTATION POLYCENTRIC
WELL CONNECTED TRANSPOT NETWORK + EXTENSIVE PEDESTRIANISATION
INTERCEPTOR CAR PARKS, ENHANCED WALKABILITY
TRINARY SYSTEM – PRIORITY, COLLECTOR,, CONNECTOR LINKS
Open/ Green Spaces
NETWORK OF NATURE CONSERVATION AREAS
GREREN BELT + AVOID ENCROACHING ON GREENFIELDS
ACHKNOWLEDGE THEIR ECONOMIC AND PUBLIC USES
NON SPECIFIC
CITY IN A GARDEN GREENING
INCREASE IN GREEN SPACES AS A POLICY DECISION 50 SQ.M / PERSON
Research /Techniques
VINEX (OPPORTUNITY) LOCATIONS
ESTMIATING SUSTAINABLE RESIDENTIAL DENSITY
_
ENVIRONMENTAL SUSTAIANBILITY
_
_
Results Achieved
REDUCTION IN GROWTH OF CAR TRAFFIC
CONCENTRATED DEVELOPMENT
WALKABLE, LIMITED URBAN SPRAWL
HIGH-DENSITY VERTICAL LAND USE DEVELOPMENT ALLOWS ECONOMIES OF SCALE
ENVIRONMENTAL FRIENDLY CITY
Lessons Learnt
HEAVY INVESTMENTS IN URBAN RENEWAL + RESTRICTIVE PLANNING
REDEVELOPMENT BETTER THAN SHIFTING DECONGESTING
DENSITY TARGETS, STAKEHOLDER PARTICIPATION
PEDESTRIANISATION
HOUSING LOW INCOME NEAR TRANSIT NETWORK,
VERTICAL, SKY CITY
URBAN RENEWAL, SOCIAL ACCEPTANCE, RESIDENTIAL URBAN FORM DICTATED BY TOD
CASE STUDY
INTRODUCTION AIMS & OBJECTIVES RESEARCH METHODOLOGY HYDERABAD CITY CONTEXT SCOPE & LIMITATIONS LITERATURE REVIEW CASESTUDIES
DATA COLLECTION – SURVEYS & INVENTORY DATA ANALYSIS PROPOSALS CONCLUSIONS
Perspective from various researchers Character of Compact Development
Evolution of the Concept Comparative Appraisal of associated concepts
AMEERPET
HI-TECH CITY
High Rise - Dispersed
KUKATPALLY
Low rise- Low Density
PROFILE
Low rise- High Density
DENSITY
110 – 250 pph
PHYSICAL CHARACTER
Slightly countoured, Mostly plain area
Hilly, undulating, surrounded by water bodies and vegetation.
Slightly countoured, Maostly plain area
SOCIAL CHARACTER
Commercial Hub, SADP Zone
Information Technology center. Predominant commercial hub - ITIR
Residential Zone
ECONOMIC POTENTIAL
Potential for Intensification of more commercial, and institutional spaces
Upcoming potential for investment in IT/ITES and knowledge based sectors
Potential for commercial activities
ENVIRONMENTAL MILIEU
Few green spaces are present between plots
Located amidst strikingly large hillocks. Considerable presence of waterscapes and vegetation.
Small lakes (kuntas) and Greenscapes located admist residential setting.
20 – 40 pph
40 – 70 pph
DATA COLLECTION
Hitech-City Kukatpally
KUKATPALLY
Ameerpet
HITECH CITY
AMEERPET
Location of the Planning Zones considered for study
LINE 3 – SHILPARAMAM TO NAGOLE
Density of Planning Zone considered
Administrative zone of planning zone
LINE 1 – MIYAPUR TO FALAKNAMA
2000 m 1500 m 1000 m
500 m
2000 m 1500 m 500 m
1000 m
DATA COLLECTION
MEASURING THE PERFORMANCE OF COMPACT CITY: PROPOSED INDICATORS Category
Dense and proximate development patterns
Indicators related to compactness
Accessibility to local services and jobs
Data Collection
Measure
1. Population and urban land growth
Decadal Growth Rate
Non-Spatial
2. Population density on urban land
Population Density Gross/ Net DU Density Intersection Density
Spatial
Density
Statistics Dept.
Area of Developable Land
Spatial
Density
Site Survey| Proposals| LU
Non-Spatial
Density
Site Survey
3. Retrofitting existing urban land 4. Intensive use of buildings
5. Housing form
6. Trip distance
Urban areas linked by public transport systems
Urban Form Element
Indicator
Occupancy Rate Building Footprint - Setbacks Building Type Condition of Building FAR Building Height vs Road space To nearest school/ shop/ etc Road Length Time Taken
-
Municipal Office
Spatial
Density/ Housing/ Building Type/ Urban Layout
Spatial
Connectivity/ Accessibility
Site Survey| Mapping
Site Survey
7. Urban land cover
Landuse
Spatial
Landuse
Mapping
8. Trips using public transport
No. of trips by bus/ mmts/ IPT
Non-Spatial
Infrastructure
Transport Survey
9. Proximity to public transport
Distance to transit node Time taken to transit node
Connectivity/ Accessibility
Site Survey
Landuse
Statistics Dept.
Accessibility
Mapping
Accessibility
Mapping
Connectivity/ Accessibility
Site Survey
10. Matching jobs and homes 11. Matching local services and homes 12. Proximity to local services 13. Trips on foot and by bicycle
Employment Rate
Spatial Non-Spatial
No. of schools/ shops/ theatres/ community centres/ religious spaces per unit population Non-Spatial Minimum and maximum distance from residential complex to schools/ shops/ theatres/ community centre/ religious spaces/ GPO/ Banks/ ATMs/ Police/ Fire No. of trips by bus/ MMTS/ IPT Non-Spatial Length of pedestrian/ bicycle network
Source: OECD Compact City Policies| Jenks M, Jones C, Elements of Urban Form, Dimensions of Sustainable Cities
DATA COLLECTION
SURVEY Visual Mapping
SURVEYS
Neighbourhood Survey
Expert Opinion Survey
•
TO STUDY/ ASSESS
• • • • •
Landuse Open Spaces Road layout Footpath StreetLights
STAKEHOLDERS INVOLVED
Residents, Retail shop owners
RATIONALE FOR REDEVELOPMENT
Social Acceptance| Perception
•
•
Weightages for various parameters of Density, Landuse, Urban Layout, Infrastructure, Connectivity/ Accessibility and Compactness Index
Planners, Bureaucrats, Real Estate Developers, Academicians, Technical Experts (APPCB) Metro Rail Officials Consultants to HMR
•
Social acceptance and economic feasibility for thresholds fof compaction Present inadequacies
Residents, Retail shop owners
Economic Feasibility
Traffic Survey
• • • •
Travel Patterns Peak Volume Count Pedestrian Requirements
Safety
Perceived safety in purview of the metro
Scope for walkability
Residents, Pedestrians
Women and children
Environmental Scope
SURVEY PROCEDURE
INTRODUCTION AIMS & OBJECTIVES RESEARCH METHODOLOGY HYDERABAD CITY CONTEXT SCOPE & LIMITATIONS LITERATURE REVIEW CASESTUDIES
To predict and project the growth pattern/ trend in the different areas under consideration To comprehend and assess the existing scenario of the different zones for the elements of urban form To understand the future perspective of the zones under consideration based on the real estate trends
PROPOSALS
To establish the priority parameters in order to estimate the scope and means of compaction in the different areas under consideration.
CONCLUSIONS
Comparative Assessment
DATA COLLECTION – SURVEYS & INVENTORY DATA ANALYSIS
1. To predict and project the growth pattern/ trend in the different areas under consideration. PARAMETER
AMEERPET (ward no. 99)
KUKATPALLY (ward no. 122)
GACHIBOWLI (ward no. 111)
Total No. of Households
6160 (HH size 5.54)
7499 (HH size 4.58)
8581 (HH size 4.58)
Total Population (2011)
34126
34346
39304
Population Density (2011)
110-250 pph (180 pph)
40-70 pph
20-40 pph
Projected Population acc. to the trend in the particular zone (2021)
AM
GM
AM
GM
AM
GM
40609 (19% DGR)
40609
53579 ( 56%DGR)
53579
64065 (63% DGR)
64065
AM
GM
AM
GM
AM
GM
47092
48325
72812
83584
88826
104426
Projected Population acc. to the trend in the particular zone (2031) Projected Density (2021)
110 PPH
180 PPH 190 PPH
Projected Density (2031)
220 PPH
145 PPH
65 PPH 165 PPH
88 PPH
106 PPH
Total Literates
28542
25873
16333
Total Male Population
29776
17984
19704
Total Female Population
29294
16362
19600
Total Workforce
24843
11140
12656
Broad Area
2.5 sq. km
4.9 sq. km
9.8 sq. km
Population Projection (AM Method)
Population Projection (GM Method)
100000 150000
80000 60000
2011
40000
2021
20000
2031
0
100000 50000 0
Ameerpet Kukatpally Madhapur
Ameerpet
Kukatpally
Madhapur
• Drastic rise in the densities projected for the Kukatpally and HiTech city zone as against gradual increase in the core Ameerpet zone • The number of literates is least in Gachibowli zone • Main workforce in comparison to total workforce is comparatively less in the Ameerpet zone where the remaining number are engaged as labourers and marginal workers. SOURCE: Census (1991 and 2001)
DATA ANALYSIS
2. To comprehend and assess the existing scenario of the different zones for the elements of urban form AMEERPET (ward no. 99)
HI-TECH CITY (ward no. 111)
KUKATPALLY(ward no. 122)
DATA ANALYSIS
3. To understand the future perspective of the zones under consideration based on the real estate trends PARAMETER
AMEERPET (ward no. 99)
KUKATPALLY (ward no. 122)
GACHIBOWLI (ward no. 111)
INFRASTRUCTURE
_
_
_
RESIDENTIAL COST (HIGH END)
6000 – 8000 / SQT
4000 – 6000 SQT
4500 – 6000 / SQT
RESIDENTIAL COST (MID-SEGMENT)
3000 - 4000/SQT
2900 – 4000/ SQT
3500 – 4000 / SQT
RENTALS
15,000 – 20,000 SQT
10,000 – 14,000 SQT
12,000 – 14,000 SQT
PROXIMITY TO RETAIL
2 kms radius
3 kms radius
5 kms radius
EMPLOYMENT GENERATION CAPACITY
Commercial (limited)
Commercial / Retail Sector
IT-ITES Sector
PROXIMITY TO PUBLIC TRANSPORT
Close to upcoming metro and bus stops present every 500m along the main stretch.
MMTS station and upcoming Metro Is an impetus to the growth of micromarket.
Upcoming Metro located close to Office and Institutional zone.
• Presence of landmark residential projects, commercial facilities and organised retail developments • Recent launches in this region have received the positive response. • High-end launches comprising of 11% of total launches were concentrated in Madhapur - Gachibowli micro markets.
SOURCE: CityBank Property Insights, Quarter 3, 2013, Cushman Wakefield reports , ICICI Property Services Group
DATA ANALYSIS
EXPERT OPINION SURVEY
4. To establish the priority parameters in order to estimate the scope and means of compaction in the different areas under consideration. ELEMENT
INDICATOR Increase in Population Density Increase in Residential Density
Increase in Traffic Density DENSITY
Utilise Developable Land Increase in Occupancy Rate Increasing FAR
BASIS FOR SCORING d> 270-5, 270>d>150, 150>d>100-3, 100>d>50-2, d<50 - 1 500<du<300-5,250<du<3504,200<du<250-3, 150<du<200-2, du<150-1 Very High V/C - 5, High v/c-4, Moderate3,Low-2, Very Low-1 Very High - 5, High-4, Moderate-3,Low-2, Very Low-1 Fsi > 8 – 5, 8> FSI> 4-4, 4<FSI<2-3, 2<FSI<1-2, FSI<1-1
LANDUSE
HOUSING AND BUILDING TYPE
Need to Incorporate Mixed Landuse Workforce/ Employment Generation Increase Building Footprint Multiple Use type Building Improve structural Building condition Increase bldg height Increase Road width
Very High - 5, High-4, Moderate-3,Low-2, Very Low-1 Mixed use(physical & temporal) Very High - 5, High-4, Moderate-3,Low-2, Very Low-1 >G+19-5, G+7-H-G+19-4,G+3,H,G+73,G<H<G+3-2,G-1 Very High - 5, High-4, Moderate-3,Low-2, Very Low-1
URBAN LAYOUT
INFRASTR UCTURE/ CONNECTI VITY
Improve Road Network Increase Length of Pedestrian Network Increase length cycle network
Very High - 5, High-4, Moderate-3,Low-2, Very Low-1
Reducing Trip distance to nearest purpose/ activity Time taken Number of trips by bus, MMTS, IPT, walk, private Avg. Distance to transit node Avg. time taken to travel to transit node
D<1.5 KM (5), 1.5<D<2.5 (4), 2.5<D<3.5 (3), 3.5<D<5 (2), D>5 (1) T < 5 MINS (5), 5-15 (4), 15-30 (3), 30-60 (2), > 1 hr (1)
MAXIMUM SCOPE FOR COMPACTION THROUGH INCREASE LENGTH OF PEDESTRIAN NETWORK
5
REDUCING TRIP DIS (WORK)
5
REDUCING TRIP DIS (EDU)
5
REDUCING TRIP DIS (SHOP)
5
REDUCING TIME TO (WORK)
5
REDUCING TIME TO (EDU)
5
INCREASE TRIPS BY (METRO)
5
INCREASE TRIPS BY (WALK)
5
RED. AVG. TIME TO T. NODE
5
INCORPORATE MIXED LANDUSE
4.5
REDUCING TRIP DIS (RECRE)
4.5
REDUCING TIME TO (SHOP)
4.5
INCREASE POPLN DENSITY
4
UTILISE DEVELOPABLE LAND
4
INCREASE OCCUPANCY RATE
4
MULTIPLE USE BLDG
4
IMPROVE ROAD NETWORK
4
INCREASE CYCLE NETWORK
4
REDUCING TIME TO (RECRE)
4
INCREASE TRIPS BY (IPT)
4
RED. AVG. DIS. TO T. NODE
4
INCREASING FAR
3.5
EMPLOYMENT GENERATION
3.5
Translation to Spatial Planning Policy Strategies & Design Tools PEDESTRIANISATION PROVISION OF COMMERCIAL AND RETAIL IN CLOSE PROXIMITY PLAN FOR MULTIPLE USE BLDG STRENGTHEN PUBLIC TRANSPORT (FREQUENCY AND NETWORK) REMOVE ROAD BLOCKS/ ENCROACHMENTS IMPROVE PEDESTRIAN NETWORK MIXED LANDUSE - physical INCREASE FSI INCREASE BUILDING HEIGHT IMPROVE SOCIAL MIX (TDR) MIX OF ACTIVITIES - TEMPORAL MIX OF ACTIVITIES - TEMPORAL MAPPING OF BUILT-UP AREA CYCLE TRACKS (as per feasibility) IPT – as efficient Last Mile Connectivity SURVEILLANCE
RELATE THROUGH FORWARD AND BACKWARD LINKAGES
DATA ANALYSIS
5. Comparative Assessment LANDUSE MIX 120 Percentage
100 80
Mixed
60
Institutional
40 20
Commercial
0
Residential Ameerpet
Kukatpally
•The Landuse pattern at Ameerpet and Kukatpally highlight the blend of activities whereas in Madhapur, the high institutional mix due to presence of offices and educational institutions highlight a segregated pattern.
Madhapur
300 250 200 150 100 50 0
5
DENSITY MIX
4 FSI
Persons per hectare
Zone
Density Max. Density
3
• A comparison of both graphs indicates how the high density does not directly translate into FSI permitted.
2 1 0
Ameerpet Kukatpally Madhapur
Ameerpet
Zone
Madhapur
Zone
LOCAL EMPLOYMENT PERCENTAGE
100 Percentage
Kukatpally
80 60
Working within Neighbourhood
40 20
Working outside Neighbourhood
0 Ameerpet
Kukatpally Zone
•Neighbourhood survey findings indicated considerable worktrips within a radius of 3 kms in Ameerpet zone, whereas in Kukatpally and Madhapur, the residents had to travel for an average distance of 10 kms daily, (one way) to reach their workplace.
Madhapur SOURCE: Neighbourhood Survey, Maps/ HUDA Masterplan 2021, ICICI Survey Report Q1 2012
DATA ANALYSIS
COMPARATIVE ASSESSMENT TRAVEL HABIT Work trip 60
2-Wheeler
40
4-Wheeler
20
Bus
0 Ameerpet
Kukatpally Madhapur
Zone
Education trip
80
Percentage
Walk
Percentage
Percentage
80
Shopping trip 60 40 20 0
IPT
Ameerpet
MMTS
Kukatpally
50 40 30 20 10 0
Madhapur
Ameerpet
Zone
Kukatpally
Madhapur
Zone
TRAVEL DISTANCES Shopping Trip
Walk 2-Wheeler 4-Wheeler Bus Ameerpet Kukatpally Madhapur
Zone
IPT
6
Distance
25 20 15 10 5 0
Education Trip
8
Distance
Distance
Work trip
4 2 0 Ameerpet
Kukatpally
Zone
Madhapur
10 8 6 4 2 0 Ameerpet
Kukatpally
Madhapur
Zone
• Dependence on 2-wheeler’s is maximum irrespective of zone • A considerable section preferred walking to work in Ameerpet and Kukatpally, but Madhapur proved to be otherwise irrespective of the efforts taken by the CDA in making the area pedestrian and cyclist-friendly. Also, walking the large distances in Madhapur doesn’t seem feasible to many. • Preference to walk and use bus services for shopping and education trips as against usage of 2-wheelers and 4-wheelers in case of work trips. • Long distances are covered by bus irrespective of trip purpose. IPT is user for work trips if the distance is less, but for shopping and education, it is preferred even though the distances are relatively longer. SOURCE: Neighbourhood Survey
DATA ANALYSIS
PHYSICAL INFRASTRUCTURE
Total length of the distribution system is 1727 Km 90 % of population are covered with potable water supply in MCH area and 65% in surrounding municipalities. • Piped water supply in MCH area is around 70% and is much lower in surrounding municipalities, averaging to around 43%. • Water is supplied for ½ hr to 2 hrs every alternate day in MCH area and 1 hr every third day in surrounding municipalities. • •
Current estimated demand stands at 290 mgd but installed capacity is merely 245 mgd. • Estimated ground water extraction that supplements water supply is 25 mgd which accounts to only around 270 mgd supply. • The gap between demand and supply is likely to only widen by 2021 when it is estimated that 400 mgd is required. •
PARAMETER
AMEERPET (ward no. 99)
KUKATPALLY (ward no. 122)
GACHIBOWLI (ward no. 111)
Total No. of Households
6160 (HH size 5.54)
7499 (HH size 4.58)
8581 (HH size 4.58)
Total Population (2011)
34126
34346
39304
Projected Population acc. to the trend in the particular zone (2021)
40609
53579
64065
Present Consumption
1.32 mgd
1.33 mgd
1.52 mgd
Projected Requirement
1.57 mgd
2 mgd
2.48 mgd SOURCE: Census (1991 and 2001) and CDP
DATA ANALYSIS
PHYSICAL INFRASTRUCTURE AMEERPET (ward no. 99)
KUKATPALLY (ward no. 122)
GACHIBOWLI (ward no. 111)
Present Sewerage Output (2011)
1.056 mgd
1.06 mgd
1.22 mgd
Sewerage Output (2031)
1.25 mgd
1.6 mgd
1.98 mgd
Solid Waste Generation (2011)
18.4 tons
22.4 tons
25.7 tons
Solid Waste Generated (2031)
21.7 tons
35 tons
41 tons
Infrastructure
Satisfaction Level
PARAMETER
Water Supply
6
Sewerage
4
Drainage
2
Solid Waste
0
Power Ameerpet Kukatpally Madhapur
• •
Until, 2001, Kukatpally and Gachibowli had OSD sewerage system, which is being upgraded. Upgradation of quality of service very essential
Zone
Telecom
• The HUA generates around 3379 tons of solid waste every day out of which MCH contributes to 2240 tons and surrounding municipalities contribute towards 1139 tons at a per capita generation rate of 600 gms/cap/day. • MCH shows a collection efficiency of over 91%, whereas, surrounding municipalities shows a collection efficiency of 95%.
SOCIAL INFRASTRUCTURE Ameerpet
Kukatpally
Madhapur
2011
2031
2011
2031
2011
2031
Primary Schools/Secondary Schools
-
18/6
-
28/8
-
32/10
Pvt. Aided/ Degree colleges
7
1
4
1
2
1
Engg. Colleges
1
1
2
1
4
1
Co-operatives
-
-
2
-
2
-
Commercial Banks
-
-
23
-
16
-
Hospitals
4
1
6
1
5
1
Cinema Halls
3
1
9
1
3
1
Parks
1
8
2
8
1
8
6
Satisfaction Level
Facility
5
4
Schools
3
Parks
2
Health
1
Shopping
0 Ameerpet
Kukatpally
Madhapur
Public Transit
Zone SOURCE: Census (1991 and 2001) , UDPFI
DATA ANALYSIS
TRAFFIC & TRANSPORT SURVEY
Percentage
100 80
<500
60
500-1000
40
12%
1000-2000
20
Bus
2%4% 2%
2-Wheeler
34%
Auto 4-Wheeler
10%
Walk
2000-3000
0 < 5000
5000-10000
INCOME GRP VS EXPENDITURE ON TRAVEL
10000-20000
>20000
MMTS
> 3000
36%
Income Bracket
MODAL SPLIT
Cycle
LINK NAME
PEDESTRIANS
PCU
V/C
PAVEMENT
ENCROACHMENT OF PAVEMENT
ENCROACHMENT OF ROAD
ON STREET PARKING
PROMINENTM ODE ALONG THE LINK
Somajiguda to Ameerpet at Maitrivanam
1684
6400
0.88
Present
Yes
At certain pockets
2-Wheelers only
Two-Wheeler
KPHB Bus Stop to JNTU
2610
7594
1.05
Absent
NA
Informal Sector near the ParaTransit Stand
Present along the Commercial Stretch
Two-Wheeler’s and Buses
Madhapur to Shilparamam at Hi-Tech City
966
4824
0.67
Present
No
No
No
Two-Wheeler’s and FourWheeler’s
• Majority of the people MIG spend close to 1000 – 3000 Rs. Per month on transportation alone. Which amounts to Rs. 25 to 70 per trip. • Majority share prefer to travel by 2-wheelers or bus as per convenience and budget. • The Hi-Tech City metro station location faces least hindrance due to traffic relatively to the upcoming station at Ameerpet and Kukatpally. • Kukatpally stretch faces a serious issue of traffic congestion due to a large pedestrian movement and traffic movement with intermittent pavement tus, creating multiple conflict points • The Kukatpally road also needs to be recovered from potholes. Congestion due to IPT parking is a serious concern on this stretch. • Ameerpet commercial zone faces a major problem of slow moving traffic which is a result of the conflict caused during peak hours SOURCE: Traffic Volume Survey, Intersection Count Survey & CTS Report by LEA Associates
DATA ANALYSIS
NEIGHBOURHOOD SURVEY
RESIDENT PERCEPTION 50 40 30 20 10 0
G G-G+3 G+3-G+7 G+7-G+19 Ameerpet Kukatpally Madhapur
Zone
Satisfaction
Relocation of Residence Percentage
Percentage
Maximum Building Height 100 80 60 40 20 0
Yes No Ameerpet
>G+19
Kukatpally
Madhapur
Zone
Residentâ&#x20AC;&#x2122;s Perception Survey
avg. dist. to shops no of shops
5 4 3 2 1 0
intensity of noise overall infrastructure street lighting community activities quality of environment perceived privacy
Ameerpet
Kukatpally
perceived safety
Madhapur
walkability
Zone Avg. Dist. To Shops D<1.5 KM (5), 1.5<D<2.5 (4), 2.5<D<3.5 (3), 3.5<D<5 (2), D>5 (1)
No Of Shops
Intensity Of Noise
Overall Infra.
Street Lighting
Community Activities
Quality Of Environment
Perceived Privacy
Perceived Safety
Walkability
Very High - 5, High-4, Moderate3,Low-2, Very Low-1
Highly Satisfied - 5, Satisfied-4, Moderate3,Dissatisfied2, Highly dissatisfied-1
Highly Satisfied - 5, Satisfied-4, Moderate3,Dissatisfied2, Highly dissatisfied-1
Highly Satisfied - 5, Satisfied-4, Moderate3,Dissatisfied2, Highly dissatisfied-1
Highly Satisfied - 5, Satisfied-4, Moderate3,Dissatisfied2, Highly dissatisfied-1
Very High - 5, High-4, Moderate3,Low-2, Very Low-1
Very High - 5, High-4, Moderate3,Low-2, Very Low-1
Very High - 5, High-4, Moderate3,Low-2, Very Low-1
DATA ANALYSIS
RETAIL SURVEY
OWNER’S PERCEPTION Maximum Building Height
Relocation of Shop closer to Metro 80
60
G
40
G-G+3
20
G+3-G+7
0
G+7-G+19 Ameerpet Kukatpally Madhapur
Satisfaction
Zone
Percentage
Percentage
80
60 40
Yes
20
No
0 Ameerpet
>G+19
Kukatpally
Madhapur
Zone
Retail Owner’s Perception Survey
avg. dist. to shops
6
no of shops
4
overall infrastructure
intensity of noise
street lighting
2
community activities quality of environment
0 Ameerpet
Kukatpally
perceived safety
Madhapur
walkability
Zone Avg. Dist. To Shops
No Of Shops
Intensity Of Noise
Overall Infra.
Street Lighting
Community Activities
Quality Of Environment
Perceived Safety
Walkability
D<1.5 KM (5), 1.5<D<2.5 (4), 2.5<D<3.5 (3), 3.5<D<5 (2), D>5 (1)
Very High - 5, High-4, Moderate-3,Low2, Very Low-1 On the variety of mix of various items sold
Very High - 5, High-4, Moderate-3,Low2, Very Low-1
Highly Satisfied 5, Satisfied-4, Moderate3,Dissatisfied-2, Highly dissatisfied-1
Highly Satisfied 5, Satisfied-4, Moderate3,Dissatisfied-2, Highly dissatisfied-1
Highly Satisfied 5, Satisfied-4, Moderate3,Dissatisfied-2, Highly dissatisfied-1
Highly Satisfied 5, Satisfied-4, Moderate3,Dissatisfied-2, Highly dissatisfied-1
Very High - 5, High-4, Moderate-3,Low2, Very Low-1
Very High - 5, High-4, Moderate-3,Low2, Very Low-1
DATA ANALYSIS
NEIGHBOURHOOD SURVEY
Will you travel by Metro once it is operational? - 100% said “Yes” in all three zones METRO RAIL - USER PERCEPTION Response to Metro 5
100
station as commercial hub
4 Walk
50
Bus IPT
0 Ameerpet Kukatpally Madhapur
Percentage
Percentage
Mode of Travel to Station
Private
Zone
saving in cost
3
solution to parking prob walkability
2
improve road congestion
1
reductn air polln reducing travel time
0
reducing travel distance
Zone Preferred mode of transport
80 60 40 20 0
120 0-15 mins 15-30 mins 30-45 mins 45-60 mins
Zone
> 1hr
Most preferred mode to metro station is walking. Majority Respondents preferred to reach destination by 30 mins at the max. • 2-wheeler is the most convenient, bus, most safe and economical mode of transport • •
100
Percentage
Percentage
Desired Travel Time
Metro
80
Bus
60
Auto
40
Car
20
2 Wheeler
Cycle
0 Convinience
Safety
Budget
Zone
DATA ANALYSIS
Walk
COMPARATIVE ASSESSMENT AIR POLLUTION Average RSPM of 60ug/m3
Value (micro g/cu. m)
RSPM levels
Industrial permissible range
150
Commercial permissible range 2009
100
2010
50
2011
0 Ameerpet
Kukatpally
Madhapur
2012
Zone
NOISE LEVEL
Location
Maximum dB(A)
Average
Ameerpet
93.10
81.76
Kukatpally
79
60
Madhapur
-
-
• Noise level in a public place shall not exceed 10 dB(A) above the ambient noise standard for the area or 75bB(A) whichever is lower. • Daytime permissible 65dB(A) ad night 55dB(A) in commercial and 55dB(A) in residential areas • Daytime permissible 75dB(A) and night 70dB(A) in Industrial areas • Increasing noise pollution attributed to rising vehicular numbers
Percentage
SOCIAL MIX 120 100 80 60 40 20 0
HIG HMIG MIG LIG Ameerpet
Kukatpally Zone
Madhapur
EWS
• Survey findings indicate the following social mix in the planning zones where a large section of the population belong to the MIG and HMIG group. • Ameerpet zone has greter share of HMIG in comparison to Madhapur and Kukatpally. • Kukatpally and Madhapur also comprise of colonies away from the Arterial street which bring forward the ambiguity faced in describing the social mix of the region. SOURCE: Neighbourhood Survey, APPCB,
DATA ANALYSIS
KUKATPALLY • The localities in Kukatpally closer to Hi-Tech City share educational institutions and hospitals. • IT sector led to rise of UMIG migrants. • Largest colony in Asia – KPHB • Road connecting the JNTU to Cyber Towers is witnessing a spurt in township projects, malls and multiplexes. • Commercial activity in Kukatpally spurred. (Manjeera and Cinepolis) • Substantial increase in rentals for commercial spaces. • Small stores and eateries that paid a few thousands pay almost a lakh of rupees as monthly rent. • Some owners of MIG houses made way for commercial development. • Smaller lanes adjacent to plush malls and townships house KPHB and kirana stores with no traces of otherwise claimed sophistication • New MIG apartments home to young working professionals. • Rhythu Bazar and Manjeera Mall co-exist and equally draw considerable number of customers
PRIORITY PLANNING ZONE
2
Absence of pedestrian walkways and separation between modes of travel, leaving no or very little scope for walking along the internal streets towards residential zones
Absence of parking and IPT stands creates chaos, especially during peak time.
Absence of pedestrian pathways along the roads. Absence of separation of pedestrians from mainstream traffic and haphazard movement major concern of safety
2
Area under the metro rail lies bereft of any function
NOD E
AREA
NEED FOR INTERVENTION
1
KALANJALI
Conflict of Pedestrian Movement, Parking Issue
2
RYTHU BAZAR
Conflict of Pedestrian Movement, Parking Issue, Encroachment
3
JNTU
Location of Metro Station
4
KPHB
Medium- Density Residential Colony
5
MAIN ROAD
Scope for Pedestrian Movement
6
TOWARDS JNTU (metro)
Metro Line, Parking Issue, Haphazard Commercial Development
7
BHAGYANAGAR COLONY
Low-Density Residential Colony
8
WESTERN HILLS
Low Density Residential Development â&#x20AC;&#x201C; potential for commercial dev.
9
GPR MULTIPLEX
Commercial Stretch, Traffic Congestion
10
DOUBLE ROAD AREA
Medium Density Residential zone with potential for mixed-use development, Parking Issue
11
VASANT NAGAR COLONY
Low-Density Residential Development
12
OPEN GROUND
Vacant Land (Private)
13
KPHB PHASE VI
Residential Zone with potential for mixed-use development
Encroachment on the road in front of Rythu Bazar area
3
Streetscape at the metro station location
6
Commercial street metro rail corridor
along
PRIORITY PLANNING ZONE PROPOSALS
LANDUSE CHARACTERISTICS OF THE PLANNING ZONE From Pragathi Nagar
Plan for Multiple Use Bldgs for a radius of 300 m around station
Improve Pedestrian Pathways and amenities along the road network of greater hierarchy
Develop vacant land
Metro Station Location Pedestrianisation, along with provision of parking and IPT stands at 300 m. Develop cycle network for 500 m radius
Plan for Multiple Use Bldg for 300 m on either side of metro network
Prepare an alternative traffic mgmt. plan to tackle congestion
Increase Residential Density in accordance to the economic scope and social acceptance
From Balanagar Manjeer Township
Increase Building Ht. in accordance to the economic scope and social acceptance
•Parking req. 381 pcu • Area of Planning zone – 2.62 sq. kms • Social Mix – UMIG, MIG • Range of plot sizes – 150 to 650 sq. yards • Building Height along road – G-G+7 (max.) • Bldg. Ht. away from road network – GG+2(max.) • No. of Households – 4000 (18340 ppl)
Plan for a Temporal Mixed Use by creatively integrating activities
Provision of off-street parking facilities close to market area
New projects to have mix of EWS, LIG, MIG & HIG for enhanced social integration
3
1.5 14.5
From Madhapur/ Malaysian Township
21
40 20
Residential
Institutional
Commercial
Open Spaces
Vacant Land
Road Network
PROPOSALS
INITIAL CONSIDERATIONS FOR POLICY FORMULATIONS •
TRANSIT ORIENTED DEVELOPMENT
•
Multiple Use is permitted in areas covered by 300 mtrs from proposed MRTS Stations to encourage, Transit Oriented Development (TOD), walk to work etc. It is proposed to grant 150% of TDR (at present 100% of the areas surrendered is applicable for TDR) for area surrender for road widening free of cost to Local Body.
•
Since most MRTS stations are expecting the residential population to access the station through private vehicles, it is proposed that all stations being considered be designed as multi-modal hubs for effective traffic management based on the inputs gathered during traffic survey and ridership count of the metro at every station.
• •
Plot Sub-division permitted subject to minimum plot size of 50 Sq.Mtrs Considering threshold density limits of 300-500 du/ ha for Intense zone, 250-350 du/ha for standard zone and 200-250 du/ha for transition zone. (as drafted by UTTIPEC)
•
Plots Amalgamation will be permitted. Mixed uses is proposed to be permitted if the amalgamated plots size is 4000 Sq.Mtrs and above and abutting 18 mtrs road width.
•
Based on the inputs received from the real estate developers on the typology and scope of projects coming up in the various zones.
SOCIAL ACCEPTANCE
•
Based on the inputs received from the neighbourhood survey of residents and retailers for social acceptance of the concept of redevelopment for compaction.
ENVIRONMENTAL FEASIBILITY
•
Based on the threshold limits of air pollution and noise levels
MULTI-MODAL HUB
RE-DENSIFICATION
MIXED USE DEVELOPMENT
FINANCIAL VIABILITY OF PROJECTS
PROPOSALS
MAJOR AREAS OF CITY LEVEL POLICY INTERVENTIONS
• • •
Strong policies to bring vacant/ derelict land to productive use Intensification of low-rise low-dense developments and brown-fields to high-rise inorder accommodate threshold densities without eating away green spaces Improve and upgrade infrastructure to accommodate intensified usage. Incorporate alternative and appropriate technologies Review reasons for vacancy rate
• • • • •
Improve travel links to employment centres and the upcoming housing settlements Look into guided development for large areas Landpooling for comparatively compact areas Land reconstitution in case of small parcels in the core areas Land acquisition in case of public projects
•
Creating multi-nodal, self-sustained neighbourhoods, with CBD as source of employment for those livign around it. But, dispersion of home and work locations is limited. Pricing of the public transit system must be considered meticulously such that people do not shift to private mode.
• •
INCREASING THE HOLDING CAPACITY OF THE INNER CORE
DENSIFICATION OF PERIPHERAL SUB-CITIES
TRANSPORTATION POLICY TO REDUCE TRAVEL LENGTHS
•
DEVELOP COUNTER MAGNETS FOR IN-MIGRATION
• • •
Policy to ensure growth of secondary and tertiary towns surrounding the city Inclusion of private sector for increasing housing supply and provision of basic physical infrastructure. Inclusion of 25% EWS & LIG housing for land developed by private builders through increased FSI
PROPOSALS
to
URBAN DESIGN STRATEGIES FOR RE-DEVELOPMENT DENSITY • Threshold Densities of 350-500 du/ ha in the intense zone, 250-350 du/ ha in the standard zone, 200-250 du/ha in the transition zone is considered. The high density zone of 350-500 du/ ha is similar to the Ameerpet zone.
FAR • Maximum FAR permissible is 6 in the intense and standard zone, whereas in the transition zone it is 4.
BUILDING HEIGHT • G+19 to G+7 in the Intense Zone (i.e 300 m) around a metro station, G+3 to G+7 in the standard zone (i.e 800 m) and G to G+3 in the transition zone (>1000 m)
PLOT COVERAGE & SETBACKS • Minimum Front Setback for projects with plot size less than 2500 m is 3 m and for projects with plot size greater than 2500 m is 6m • Minimum rear setbacks for projects with plot size less than 2500 m is 1.5 m and for projects with plot size greater than 2500 m is 3m • Minimum side setbacks for projects with plot size less than 2500 m is 1.5 m and for projects with plot size greater than 2500 m is 3m • Maximum plot coverage for projects with plot size less than 2500 m is 50% and for projects with plot size greater than 2500 m is 40%. For smaller residential and commercial plots of size 2500 sq m to 250 sq m, it is 60%.
PLOT RE-ORGANISATION • Revenue generating plots to be identified and re-organised in coherence to priority planning activity • Developable land, old structures (under-utilised/ dilapidated), low built ground coverage to be identified as they provide maximum scope for re-development • Follow a grid of 120m with access road of 12 m at 30 m distance to satisfy the fire safety norms and ventilation for the G+7 structures
PLANNING GUIDELINES • Transfer of Development Rights • Accomodation Reservation • Incentive Zoning for the benefit of the community • PPP Mechanisms
URBANPROPOSALS DESIGN STRATEGIES
TRAFFIC & TRANSPORTATION GUIDELINES PEDESTRIAN ROAD NETWORK • Provision of min. 3 m wide uninterrupted footpaths on either side of the road • Green corridor to be provided as a separation between the road and the footpath and road • Regulation of the movement from footpath to the road by identifying specific locations for access
ROAD NETWORK & HIERARCHY • Restriction of vehicular movement within a radius of 300m and complete pedestrianisation • Widening roads along the 300 m pedestrian buffer for including cycle tracks and the peak traffic volume
INTERNAL ROADS • Making the internal roads pedestrian friendly by providing appropriate street Infrastructure • Eliminating visual barriers in purview of safety. Plantations used should have a porous cover such that the view through it is clearly visible • Incorporating a green spine along the road with intermittent plazas for seating or waiting
PARKING • Provision of parking at Mutli-modal hub to encourage travel by metro • Multi-level parking, private vehicles to be parked at upper levels and other IPT & cycles & two wheelers to be parked at ground and lower levels • Parking space for all residential and commercial buildings should be accommodated within the premises itself • Earmarking temporary spaces in cellars of buildings • Public car parking projects in private projects for insurance of extra/ additional incentive FSI. (FSI Parking Policy)
URBANPROPOSALS DESIGN STRATEGIES
CRITICAL ZONES/ NODES AND PLANNING POTENTIAL INDUSTRIAL ZONE From Pragathi Nagar
POTENTIAL FOR COMMERCIAL DEV
NORTH VACANT LAND
•Morning Peak – 6099 pcu • Evening Peak – 7594 pcu PARKING & PEDESTRIAN CONFLICT
WEST
KPHB
METRO STATION LOCATION Concentrated Development
•Morning Peak – 6099 pcu • Evening Peak – 7594 pcu •4610 pedestrians in peak hr
HAPHAZARD COMMERCIAL DEVELOPMENT
POTENTIAL FOR RESIDENTIAL DEVELOPMENT
EAST
Rythu bazar
POTENTIAL FOR RESIDENTIAL DEVELOPMENT
Manjeera
JNTU
NH 9
ENCROACHMENT
•2470 pedestrians in peak hr From Balanagar
Manjeera Township
KPHB GOCL PREMISES
COMMERCIAL AMEERPET ZONE
•Parking req. 381 pcu SOUTH PARKING & PEDESTRIAN CONFLICT
From Madhapur/ Malaysian Township
IT/ ITES ZONE (MADHAPUR)
• Area of Planning zone – 2.62 sq. kms • Social Mix – UMIG, MIG • Range of plot sizes – 150 to 650 sq. yards • Building Height along road – G-G+4 (max.) • Bldg. Ht. away from road network – GG+2(max.) • No. of Households – 4000 (18340 ppl)
PROPOSALS
PEDESTRIAN STREET NETWORK PLAN
Absence of pedestrian walkways and separation between modes of travel, leaving no or very little scope for walking along the internal streets towards residential zones
Absence of parking and IPT stands creates chaos, especially during peak time.
Absence of pedestrian pathways along the roads. Absence of separation of pedestrians from mainstream traffic and haphazard movement major concern of safety
Area under the metro rail lies bereft of any function
PROPOSED INTERVENTIONS
Skywalks, upper level pedestrian concourses at station level connected to the retail/ commercial spaces of the buildings
Introduction of a green spine along the major pedestrian network proposed along the area between the station and the adjoining area.
PROPOSALS
VEHICULAR TRAFFIC MANAGEMENT PLAN
Pedestrian conflict at the metro station area
Relative proportion of the height of the metro rail and the buildings corresponding to the station is visible
Mix of different modes of traffic
Relation between the road width and building height.
ACTION AREA PLAN PROPOSALS
PROBABLE URBAN FORM AND TYPOLOGY AROUND METRO STATION 300 M G+7- G+19 STOREYS
INTENSE ZONE
MRTS STATION
FAR 6 300-500 du/ ha
Retail Commercial Entertainment, Hospitality Office Spaces Apartments Residential Secondary Commercial Urban park, Mixed-Use Affordable Housing
STANDARD ZONE
250-300 du/ ha FAR 4 200-250 du/ ha
TRANSITION ZONE 1. 2. 3.
Residential School, Healthcare, Affordable Housing Small retail, Employment
G+7- G+19 STOREYS
300 M G+3 – G+7 STOREYS
500 M G+3 – G+7 STOREYS
Group Housing High-end residential Car zone Country club
BASED ON FINDINGS FROM NEIGHBOURHOOD SURVEY (SOCIAL ACCEPTANCE BY RESIDENTS AND RETAIL) REAL ESTATE SURVEY CASE STUDIES
ACTION AREA PLAN PROPOSALS
800 M G – G+3 STOREYS
1000 M G – G+3 STOREYS
MODIFIED LANDUSE Multiple-Use Buildings with vertical mix of commercial, retail and residential Transformation of undevelopable land into green park
Transformation of drainage stream into Green corridor
JNTU
Creating of intermittent open spaces
• • • • •
LANDUSE CHANGES IN ACCORDANCE TO ROAD WIDTH (18m) SUGGESTIVE BUILDING TYPOLOGY (as per casestudy) DISTANCE FROM METRO STATION (300 m) PLOT SIZE (4000 sq.m) ECONOMIC FEASIBILITY AS SUGGESTED BY REAL ESTATE DEVELOPERS
ACTION AREA PLAN PROPOSALS
C
D
UPCOMING PROJECTS WHICH CAN BE INTEGRATED WITH THE THESIS PROPOSALS
B
A Emami Swanlake High-End 43-75 lakhs 1500 sqft to 2000 sqft G+17
Phase I
D
Phase II Anu Sai Constructions 16 lakhs
C
A
B Lodha Belleza 3447 - 4761 Sq. Ft
PROPOSALS
Residential High Density
Multiple-Use Buildings with vertical mix of commercial, retail and residential
Transformation of undevelopable land into green park
Transformation of drainage stream into Green corridor Creating of intermittent open spaces
0 50
150
300
SCALE
Residential Mid Density
Major Commercial Precinct
PROPOSALS
500
Transformation in Landuse based on Plot Size • 4000 SQ. M PLOT SIZES FOR MULTIPLE USE • 2500 SQ. M PLOT SIZES FOR COMMERCIAL/ RETAIL PURPOSE Road Width • 18 m and above for multiple-use Proposed street network
Existing Landuse Pattern along the metro station node
Proposed Landuse
JNTU Retail outlet
High end residential
Metro Station
View of Commercial precinct along the metro station
Commercial Precinct
Low rise residential High density residential Parking Buffer at 300m Pedestrian entry only Parking Buffer
Low-rise Commercial Precinct
PROPOSALS
62
MODIFICATIONS TO THE URBAN FORM
EXISTING SCENARIO
PROPOSED RECOMMENDATIONS
DENSITY
• Present Gross Density is as low as 250 pph, translating to roughly 60 du/ha
•Residential Density of 350 du/ ha
BUILDING HEIGHT
• Average Building Height along 18m road is G+3, whereas maximum height is G+21 • Average Building Height along the internal roads is G+1 whereas maximum height is G+3
•Height of Mixed-use towers is proposed to be max. of G+19 • Residential tower height in the standard zone is proposed to be G+7
• Present range of plots is 125 sq.m to 600 sq. m for residences • Commercial plots have an average size of 2500 sq. m
• Proposed average plot size is 250 sq. m for residential area in transition zone, whereas for large residential projects, min. 2500 sq. m might be required. • Mixed use projects can be implemented only on projects with size > 4000 sq. m
•KPHB colony has a grid-iron layout whereas the surrounding areas of vasant nagar are relatively haphazard and not in compliance to the grid.
•Grid Iron pattern to continue with additional pedestrian pathways for better connectivity through walking. • Plazas and alternative diagonal routes in the intense zone for faster movement of pedestrians
• Presently in compliance with required standards
• PPP option for upgradation and provision of infrastructure suggested
• Mainly through bus & Feeder system greatly relied upon. No or little emphasis on walking
• Metro as the main means of transport with bus and IPT acting as feeder systems for better last mile connectivity. Emphasis on walking.
PLOT SIZES
URBAN LAYOUT
INFRASTRUCUTRE CONNECTIVITY
Residential Institutional Commercial
LANDUSE
Open Spaces Vacant Land Road Network
Residential Institutional Commercial Open Spaces Vacant Land Road Network Multiple Use
PROPOSALS
REFERENCES Books Mike Jenks, Nicola Dempsey, “Future Forms for Sustainable Cities”, 2005 Mike Jenks and Rod Burgess, “Sustainable Urban Form for Developing Countries” , First Published 2000 By Spon Press Reid Ewing “The Coming Era of Compact Development”, National Center for Smart Growth University of Maryland City Development Plan, Hyderabad OECD Green Growth Studies, Compact City Policies - A COMPARATIVE ASSESSMENT Hyderabad MasterPlan 2031 Hyderabad 2020, Draft MasterPlan for Hyderabad Metropolitan Area, HUDA Jan Scheurer , Compact City Policy: How Europe Rediscovered its History and Met Resistance Mike Jenks, Colin Jones, Dimensions of the Sustainable City Nicola Dempsey, Caroline Brown, Shibu Raman, Sergio Porta, Mike Jenks, Colin Jones and Glen Bramley, Elements of Urban Form Jody Milder, Sustainable Urban Form Transit Oriented Development: Policy, Norms . Guidelines, UTTIPEC, © Delhi Development Authority, New Delhi December 2012 Salient Features of the Revised Master Plan and Zoning & Development Promotion Regulations for erstwhile MCH Area notified for objections and suggestions from 18.12.2009 to 18.02.2010. Web References The Department of Housing, City Planning and Environmental Management, City of Tshwane Metropolitan Municipality, Prepared by: The Metropolitan Planning Section, City Planning Division –City of Tshwanein collaboration withThe Department of Urban and Regional Planning, University of Pretoria, May 2005 Urban Form Analysis, Canberra’s Sustainability Performance, June 2010, ACT Planning and Land Authority Designing our City, Planning for a Sustainable Singapore Research Articles
Chris Gossop,” Towards a More Compact City - The Plan for London”, The Plan for London, 40th ISoCaRP Congress 2004 Jeff Risom, Maria Sisternas, “Revisiting London’s first Garden Cities: failed utopian vision or a sustainable 21st century model”. Karteek Guturu, “An Urban Design Approach to a Sustainable Compact City in New Growth Potential Areas.” Dr Shibu Raman & Dr Nicola Dempsey, Research framework & methodology, Cityform India Conference 2012, Jan 9th New Delhi European Journal of Spatial Development,”Compact city development: High ideals and emerging practices”, Online Publication Date: 2012-10-08 Seema Dave, “Neighbourhood Density and Social Sustainability in Cities of Developing Countries”, Department of Architecture, Oxford Institute of Sustainable Development (OISD), Oxford Brookes University, Oxford, UK Md. Shakil Bin Kashem, Tufayel Ahmed Chowdhury, Joydip Majumder, Md. Asif Rahman, Quantifying Urban form: A Case Study of Rajshahi City Rajashree Kotharkar, Pankaj Bahadure, Ashish vyas, “Compact City Concept: It’s Relevance and Applicability for Planning of Indian Cities.” Elizabeth Burton, “The Compact City: Just or Just Compact? A Preliminary Analysis,” Urban Stud 2000 37: 1969 Yizhao Yang, “A Tale of Two Cities”, Physical Form and Neighborhood Satisfaction in Metropolitan Portland and Charlotte Yosef Rafeq Jabareen, , “Sustainable Urban Forms : Their Typologies, Models, and Concepts,” Journal of Planning Education and Research 2006 26: 38 Satmohini Isha Srivastava Ray and Chetan Vaidya, “Planning For Sustainable Urban Form For Indian Cities,” NIUA, Urban India Journal July-December 2011 issue Madhu Singh, “What is a compact city? How could it be measured?,” Transport Planner Directorate of Urban Land Transport, Bangalore Frediani, J, Giacobbe, N.; Ravella, O.; Pistola, J.” Compact city – Sprawl city two interacting forms”, Argentina 44th ISOCARP Congress 2008 P Shrivatsava, “Exploring Compact City: Reconfiguring the Compact City”, 2009 Satmohini Ray, Senior Research Fellow, NIUA, “Sustainable Urban Form For Indian Cities”, 9 January 2012 Yan Song and Gerrit-Jan Knaap, Measuring Urban Form: Is Portland Winning the War on Sprawl? Chen Youzhen, Duan Longlong, “From Garden City to Smart Growth: The Evolution and Management of New Urbanism”. S.P. Shorey, Architect and Town Planner, “Model Inclusive Zoning & Development Control Regulations for Indian Cities”, 2009
64
THANK YOU 65