RE MODELING THE BROWNFIELD OF SURAT CITY URBAN EXPANSION STUDIO PORTFOLIO
MASTERS IN URBAN AND REGIONAL PLANNING
CREDITS
Group Members: Shrujal Patel (SP), Milan Shakuniya (MS), Trisika Krishnamoorthy (TK). Guided by: Prof. Jignesh Mehta, Utkarsh Patel
The document is prepared as a part of study undertaken for foundatoin studio, Masters in Urban and Regional Planning, CEPT University July - Dec 2018 Data from this book can be used and quoted with due acknowledgement to the authors
CONTENTS
4
2 Issues and potentals
1
Introduction
3
Connectivity and Public Transportation
Zoning and Land Development
5
Compensation and Costing
INTRODUCTION LOCATION Adajan, is strategically located in the center of Surat city. Located in the Surat Municipal Corporation limits, Adajan is 15 Km. away from the airport and within 10 Km. reach from Railway Station. Ran der
New Textile Market Hazira
V esu
The study comprises of a part of Adajan ward and Pal ward of the surat city. The total geographical area for the study is 3 Sq. Km. which accounts for developable area of 2.1 Sq. Km. The study area comprises of total population of 76,363 with a density of about 35,000 persons per Sq. Km. Few of the areas important to Surat city, like Rander to North, New Textile Market to the South East, Hazira to West and Vesu to the South are also close vicinity of Adajan.
GROWTH OF THE STUDY AREA Adajan Area is observed of being developed in past few decades due to improvement in connectivity and implementation of TP Schemes. Some factors Responsible for Development of Adajan across the years are: • • • • •
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Coming up of Sardar Bridge Formulation of TP Scheme in Adajan Area Coming up of LP Savani Institute Implementation of Pal TP Scheme Coming up of Two new bridges improving connectivity to the area PAGE 1 OF 12
INTRODUCTION CHARACTERISTICS OF STUDY AREA Adajan through primary observations and site visits is understood of potraying different built characters and living envirionment. Four different characters are observed in an area of about 3 Sq. Km.
4 4
4
1. Gaamtal – Low Rise High Dense with Narrow Streets
4
1
1
2. Adajan TP – Low Rise Low Dense with development of detached units and row housing.
1
1
3. Pal TP – High Rise High Dense, where majorly apartments and vacant agricultural plots are observed 2
2
3
2
4. Edge along the river – Mainly open plots are observed with sparse squatter settlements and a few Government Buildings to the right edge of the study area.
3
2
3
STAKEHOLDER’S VIEWS “ All income groups are present. People from wall city are selling plots and moving in apartments. Prices hiked from 5 lakhs to 1 crore. Though apartments are vacant due to low real-estate market”
“ High demand in real-estate. Trend shifted from row houses to apartment then commercial complexes Diamond hub will attract job opportunities and people.”
“ Shop on rent for 1 lakh per month Enough footfall to run successful business Bridge connectivity to Parle point will increase the footfall” “ No provision of adequate space for vending. More buyers due to the nearby hospital ” “ Workers got free farm land from previous owner . Rarely uses the public transport. Preference to private vehicle in order to save the time.”
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Vijay shah, Resident From past 20 years(Around lake area) In Adajan
Velly belly Developers Developing commercial projects in Adajan
Shop owner, Gift shop On Hazira-Adajan road Vendor Adajan road, near madhuban circle Municipal worker and Resident In Adajan Gam
PAGE 2 OF 12
ISSUES AND POTENTIALS
1. Connectivity and Walkability due to its strategic location is very well 1.Adajan Connectivity connected to the restand partsWalkability of Surat city. However, when we look at walkability we observe that the Adajan due to its strategic location is very well block sizes are of not navigable through connected to in theAdajan rest parts Surat city. However, 1. Connectivity and Walkability walking. when we look at walkability we observe that the 1. Connectivity and Walkability Adajan due its strategic location is through very well block sizes in to Adajan are not navigable 2.
well ver, the well ugh er, he well gh ver, well the er, ugh he gh
2. 2. 3. 2. 3. 3. 3. 4.
ent
past ntTP y to ast oad ent TP kely to and nt past ad TP ast ely y to TP nd oad to kely ad and ely nd
connected to the rest parts of Surat city. However, walking. Adajan due to its strategic location is very well when we look at walkability we observe that the connected to the rest parts of Surat city. However, blockPublic sizes inTransportation Adajan are not navigable through when we look at walkability we observe that the walking. Adajan is wellareserviced with through city bus block sizesarea in Adajan not navigable transportation system and BRT system. When walking. Public Transportation envisaging for future development, there is also a Adajan is wellpassing serviced with city rail route through the bus area, Metro area Public Transportation transportation system and BRT system. When suggesting probable changesDevelopment in development Land aUse and Land for future development, alsobus envisaging a pattern of the area. Public Transportation Adajan area is well serviced there with iscity The area is observed to be developed in the past rail route Metro passing the area, transportation system and through BRT system. When Use and Land Development fewLand decades implementation Adajan area is with well the serviced with city of busTP suggesting a probable changes in development envisaging for future development, there is also a schemes and improvement in the connectivity to transportation system BRT system. When ofrail the pattern area. The area is observed to and be developed the past route passing through inthe area, Metro envisaging for future development, there is also a the rest of the city, with further changes in road few decades with the Land implementation of TP Land and Development suggesting aUse probable changes in development network and coming up of in metro the area likely rail route passing through the is area, Metro schemes and improvement the connectivity to pattern of the area. to observe a change in land use and land Land Use and Land Development suggesting a probable changes in development is observed The area to be developed in the past the rest of the city, with further changes in road development pattern. pattern of thecoming area. few decades with the implementation of TP network of metro the area is likely The area and is observed up to be developed in the past schemes and improvement in the connectivity to to observe a with change inimplementation land use andof land few decades the TP River Edge and Floods the rest of the city, with further changes in road development schemes and pattern. improvement in the connectivity to network and coming up of metro the area is likely Adajan, thethe lowest in the Surat city in is prone the city, point changes rest of with further road to observe a change in land use and land to frequent flooding. And also in the entire picture network andEdge comingand up of metro area is likely River development pattern. Floods Adajan, athechange part along theuse river toof observe in land andedge landis Adajan, thetolowest point the Surat city prone observed be dead. Aninintervention for isthe flood development pattern. Riverflooding. Edge andalso Floods todevelopment frequent in theinentire land andAndchanges thepicture ofdevelopment Adajan, the part along the river edge is mechanisms might liven up the River Adajan, theEdge lowestand point Floods in the Surat city is prone observed to be dead. An intervention for the flood space and provide a city scale recreational space to to frequent flooding. And also in the entire picture Adajan, the lowest point in the Surat city is prone development and changes in the land city dwellers. the part along the river edge is of Adajan, to frequent flooding. And alsomight picture in the liven entireup development mechanisms the observed to be dead. An intervention for the flood of Adajan, the part along the river edge is a city to space and provide scale recreational space development and changes in land the observed to be dead. An intervention for the flood city dwellers. development mechanisms might liven up the development and changes in land the space and provide a city scale recreational space to development mechanisms might liven up the ||city MS || TK dwellers. space and provide a city scale recreational space to
4. 4. 4.
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2. Public Transportation Through primary observations, Stakeholders consulation primary surveys, Adajan area is welland serviced with city 2. Public Transportation the issues and potentials for Adajan were understood in four categories of: system and BRT system. W transportation envisaging for future development, there is als Adajan area is well serviced with city b Metro rail route through theWha systempassing and BRT system. transportation 2. Publica Transportation suggesting probable changes in developm 1. Connectivity and Walkability envisaging for future development, there is also pattern of the area. 2. Public Transportation Adajan is well serviced withthe Metro railarea route passing through Adajan due to its strategic location is very well connected to the rest parts ofcityare
transportation system changes and BRT W suggesting developme Surat city. However, when weAdajan look at walkability thatin thesystem. block areaa probable is we wellobserve serviced with city bu for envisaging future development, there is als pattern of walking. the area. system and BRT system. Whe transportation sizes in Adajan are not navigable through
Metro rail route passing through the a envisaging for future development, there is also suggesting a probable changes in developm Metro rail route passing through the are pattern of the area. suggesting a probable changes in developme pattern of the area.
2. Public Transportation Adajan area is well serviced with city bus transportation system and BRT system. When envisaging for future development, also a Metro rail River Edgethere andis Floods route passing through the area, suggesting a probable changes in development Adajan, the lowest point in the Surat city is pr pattern of the area.
4. 4.to frequent River Edge and AndFloods flooding. also in the entire pic of Adajan, the part along the river edge Adajan, the lowest point in the Surat city is pro observed to be dead. Analso intervention for the fl to frequent flooding. And in the entire pictu 4. River Edge and Floods 3. Land Use and Land Development development and changes in the of Adajan,in the part few along the with river the edge l The area is observed to be 4. developed the mechanisms past decades development might liven uppr River Edge and Floods Adajan, the lowest in the Suratfor city to be dead.point An intervention theisfloo implementation of TP schemesobserved and improvement to the space and provideina the city connectivity scale recreational spac to frequent flooding. And also in the entire pic
development andpointchanges the lan Adajan, the Surat city is pron rest of the city, with further changes in the roadlowest network and in coming upinofriver metro city dwellers. of Adajan, edge the part along the development mechanisms might liven up to frequent flooding. And also in the pattern. entire pictut the area is likely to observe a change inand landprovide use and observed to be dead. An intervention forspace the fl space aland citydevelopment scale recreational
of Adajan, the part along the river edge development and changes in the l city dwellers. observed to be dead. An intervention for the floo development mechanisms might liven up development and changes in the lan space and provide a city scale recreational spac 4. River Edge and Floods development mechanisms might liven up th city dwellers. Adajan, the lowest point in thespace Surat cityprovide is proneato frequent flooding. And and city scale recreational space also in the entire picture of Adajan, the part along the river edge is observed city dwellers.
to be dead. An intervention for the flood development and changes in the land development mechanisms might liven up the space and provide a city scale recreational space to city dwellers.
PAGE 3 OF 12
CONNECTIVITY AND WALKABILITY EXISTING ROAD NETWORK
IMPROVEMENTS IN ROAD NETWORK
EXISTING BLOCK SIZES Connectivity was understood from the perspective of existing road network and the block sizes that it forms. The existing road network is observed of being discontinous and forming a majority of blocks of sizes 150 X 200 m. After understanding the existing road network, some of the new connections were identified to reduce the block sizes in the study, have a sound circulation movement and make areas and public transport more accessible. The new connections were placed keeping in mind existing roads, existing plot pattern and the area that will be available to each plot after carving out new connections. Some of the existing roads were also identified for road widening, as seen in the map above, the new connections and widened road area are highlighted as improvements in the existing road network.
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PAGE 4 OF 12
CONNECTIVITY AND WALKABILITY IMPROVEMENTS IN ROAD NETWORK New streets to be added to improve
better connectivity and achieve feasible block sizes. The improvements in the street network of the study area is to be acheived by three measures: 1. Street Widening - Where the width of few existing streets are proposed to be widened.
New Roads
2. Converting Public Streets to Private Streets - Where the existing private streets are proposed to be converted into public realm.
New Roads
Widened Roads
New Roads
Widened Roads
Private to Public Roads
New Roads
Widened Roads
Private to Public Roads
Existing Roads
Widened Roads
Private to Public Roads
Existing Roads
Private to Public Roads Existing Roads
3. New Streets - Few of the streets in the proposed network are to be newly constructed whenevr the buildings or plots under go redevelopment.
Existing Roads
DEDUCTIONS IN AREA FOR NEW ROADNETWORK The new additions of roads has been done keeping in mind the deduction from each plot. The minimum area has been deducted in order to aggregate the total area required for new plots. Moreover, the private plots along the river edge are just re-aligned without deducting any area from them. Percent of Area Deduction 1%
0%
0%
8% 39%
1% - 20% 21% - 40%
52%
41% - 60% 61% - 100%
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Deduction Percentage
No. of Plots
0% - 20%
284
20% – 40%
43
40% – 60%
21
60% – 100%
62
PAGE 5 OF 12
PUBLIC TRANSPORTATION EXISTING BRTS NETWORK
Adajan Gaam BRT
Swaminarayan Chowk BRT
In the existing situation we observe that a 3 Km. BRTS line is actively running across the area with 5 stations falling in to the study area. We also observe that there is a proposed METRO rail from Majura Gate to Bhesan that passes through the study area. It would be a potential for the development of site if we utilize the public transport network to boost activities in the area. A re-routing of METRO rail is proposed in order to fully capture the potential of the public transport network in the study area.
PAL RTO BRT
Also, the area along the river edge is observed to potray a dead character due to lack of activities, and hence by the re routing of metro line along the river edge might result in atracting development along that edge and make it lively through all times of the day.
Sanjeev Kumar Auditorium BRT
PROPOSED METRO NETWORK To Bhesan
To Bhesan
From Majura Gate
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REALIGNMENT OF METRO NETWORK
From Majura Gate
PAGE 6 OF 12
PUBLIC TRANSPORTATION METRO NETWORK AND STATIONS To Bhesan
From Majura Gate
4.5 M.
12 M.
3 M.
12 M.
7 M.
9 M.
A study on the various kinds of metro stations across the country was done based upon which the area for metro station in the city was identified to be 25 m. X 200 m. Station area and the plots around station area is determined of having a particular space design, as shown in the figure beside. The nodal plots around the METRO station are envisioned of boosting more of commercial activities along it, however the mix of uses are encouraged. The design of street along the station area is envisaged of having a service area on both sides of the station. It is also envisaged that a service lane after the METRO station service area on the plots along the river edge to ensure smooth use of IPT or pickup and drop off for METRO users.
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PAGE 7 OF 12
LAND USE AND LAND DEVELOPMENT ZONING
The main idea behind zoning for this local area plan is to increase the intensity of development along the transit stations and the river edge, which is essentially lacking in the existing situtation. Zoning essentially for this local area River Edge Zone plan is done based on permissible FSI and the location of (FSI 3.6 + 0.4) the plots, The areas along the River edge are expected of having the highest density of all in order to boost activites Transit Zone 2.7 + 0.9) along the river edge, followed by the Transit zone(FSI which has been identified as the 250 m. influence zone aroundZone the Residential 1.8 + 0.9) transit stations. All the rest is considered as the (FSI Residential Public Spaces Zone. River Edge Zone (FSI 3.6 + 0.4)
Public Transport Routes Public Transport Stations
Transit Zone (FSI 2.7 + 0.9)
Gaamtal Boundary Roads
Residential Zone (FSI 1.8 + 0.9)
River
Public Spaces Public Transport Routes Public Transport Stations Road Width
Detached Dwelling
SemiLow Rise Mid Rise High Rise Row Houses Tenements Detached Apartments Apartments Apartments
Banks
Shops
Restaurants
Shopping Centres
Library
Research Centres
Malls
Whole Sale Markets
Offices
Clinics
PERMISSIBLE USES
Gaamtal Boundary The permissible Workshops/ Garages
60 m. 45 m.
uses in the study area areRoads defined as per the road and its River width that a plot abuts upon.
36 m. 24 m. 18 m. 12 m. and 9 m.
Road Width Pre School
Primary School
Secondary & Higher College & Secondary Universities School
Hospitals
Community Auditoriums Exhibition Multiplexes Hall /Theatre Halls
Clubs/ Resorts/ Party Plots Golf Courses
Museums Fuel Stations Religious
60 m. 45 m. 36 m. 24 m. 18 m. 12 m. and 9 m.
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PAGE 8 OF 12
LAND USE AND LAND DEVELOPMENT REGULATIONS
Maximum Permissible Heights 69 M. 49 M.
The maximum permissible heights in the study area is as per the airport authority of India. Nearly 75% of the site under the airport funnel has a maximum permissible height of 49 m. and the rest has a height restriction of about 69 m. http://www.mto.gov.on.ca
Transit Zone and River Edge Zone
Considering the building use ratio as 30% commercial and 70% residential. Common open plot for the all plots is 10% of the plot area apart from the margin 10% of the asked parking area is to be provided on the ground and is to be kept open to sky and not on the access street side.
Stage 1
Stage 2
Building Orientation: New development and redevelopment should orient towards the street with Public Transportation and along the River Edge and contribute to a pedestrian-friendly public realm. Plot 1
A plot on Residential zone with a maximum FSI of 2.7 Stage 3
Stage 4
Arcades: The buildings in the zone around transit station shall have arcades on the side of road along the transit station. Arcades on the river side plots has to be on the river side direction.
Access road margin as per road width is 6 mts. Parking provision for commercial is 10% and residential is 10% of the built-up area respectively Stage 5
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Parking: Parking in such zones shall be located on the rear side of the building and not on the side of access road to avoid conflicts and congestions. PAGE 9 OF 12
COMPENSATION AND COSTING Available Land Area FSI Total Built Area Per Capita Floor Space Total Population Additional Population
Existing Scenario
Business as Usual
Proposed Plan
2.1 1.2 2.52 Sq. Km 33 Sq. m.
2.1 1.8 3.78 Sq. Km. 33 Sq. m.
1.9 2.9 5.52 Sq. Km. 33 Sq. m.
76,363
1,14,545 38,182
1,82,424 1,20,028
LOCAL AREA PLAN: ADAJAN Abstract Sheet for Cost of Work Name of Work
Sr. No.
The population estimations scenario were generated to identify the addition in population in order to estimate the cost of infrastructre required. In case of Bussiness as usual where the entire FSI is used, the extra population that will be coming to the area is about 40,000. As per our proposed plan, if the entire FSI is utilised the extra population that will be coming to the area is about 1,20,000.
Amount (in Crores)
1.
CONSTRUCTION OF ROADS
55
2.
SUPPLYING AND INSTALLING STREET LIGHT POLES COMPLETE WITH UNDER GROUND WIRING, LED FITTING WITH NECESSARY FITTING PROVIDED AT EVERY 25 m. DISTANCE.
11
3.
PROVINDING UNDERGROUND DRAINAGE LINES OF R.C.C. NP CLASS PIPES INCLUSIVE OF EXCAVATION, REFILLING, CONSTRUCTION OF BRICK MASONARY MANHOLES WITH FIBER REINFORCED COVERS AND SEATS AND PUMPING STATION, SEWERAGE TREATMENT PLANT ETC. COMPLETE
37
4.
PROVIDING WATER SUPPLY PIPELINE INCLUDING TREATMENT PLANT, PUMPING STATION, SUMP ETC. COMPLETE
39
5.
PROVIDING UNDERGROUND STROM WATER DRAINAGE LINES OF R.C.C. NP CLASS PIPES INCLUSIVE OF EXCAVATION, REFILLING ETC. COMPLETE.
17
Amount in Crores
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For the extra population of 1,20,000 and for the implementation of our plan the cost comes around 159 Crores, the break of which is shown in the table beside.
159
PAGE 10 OF 12
COMPENSATION AND COSTING Value of land lost due to deduction
Plot • • • • •
Based on Jantri Value
Plot No. Plot Use Plot Ownership Existing Area Deduction in the Area due to LAP
Area Deducted Based on Jantri Value in relevance to the floor space lost as per the proposed FSI
Total loss in value of land
Value of FSI lost due to deduction
F.S.I.
T.D.R.
For the loss of FSI of the deducted plot area
For the loss of Land Area of the deducted plot area
The loss of FSI for that part can be compensated on the same plot itself provided the building do not exceed height restriction.
Above the FSI compensation the loss of land area shall be compensated in terms of TDR which can be used in the zone of FSI higher than that of sending zone.
The compensation mechanism for the area of plots deducted due to implementation of roads was also devised. The value of land lost for the implementation of roads was calculated based on the jantri value of the land parcel. Two different set of values were taken into account for compensation mechanism. for the value of loss of FSI and value of loss of land (which otherwise might be sold out for a monetary value). The loss of FSI for that part can be compensated on the same plot itself provided the building do not exceed height restriction. Above the FSI compensation the loss of land area shall be compensated in terms of TDR which can be used in the zone of FSI higher than that of sending zone. In case of zone of highest FSI the sending and receiving zone shall be same. Though the applicability and success of TDR is still a question to be explored.
In case of zone of highest FSI the sending and receiving zone shall be same.
Taking an example of one of the plots in Pal region, we see that a portion of land parcel gets deducted due to implementation of new roads. so according to the above stated mechanism the compensaiton for the plot would be as follows:
Floor space Compensation: 1728 Sq. m. New available FSI: 2.88 TDR Compensation: 640 Sq. m. (can be used in zone of Higher FSI)
Original Plot Area: 9520 Sq. m. New Plot Area: 8880 Sq. m. Deduction: 640 Sq. m. (6.7%) Available FSI: 2.7
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PAGE 11 OF 12
COMPENSATION AND COSTING Details of Original Plot • • •
Details of Final Plot
• • •
Plot No. Area Plot Value • Without Reference to Structures • With Reference to Structures
Rate of Original Plot on Jantri Value
Based
Plot No. Area Value of Undeveloped Plot (Without the cost of services) • Without Reference to Structures • With Reference to Structures
Rate of undeveloped Plot
Final
Based on changes in the location of plot and variation in Jantri value for the specific location
• Value of developed Plot (With the cost of services) • Without Reference to Structures • With Reference to Structures
Rate of Final Developed Plot Based on locational advantage for the plot, infrastructure cost, changes in the shape of the plot.
2.5% Increase for Addition of Road adjacent to plot Rate of Final Undeveloped Plot
Rate Final of Developed Plot
5% Increase for plots facing the river edge Infrastructure cost per sq. m.
In proportion to the plot area
Value of Final Developed Plot Details of Original Plot • • •
Plot No. Area Plot Value • Without Reference to Structures • With Reference to Structures
Details of Final Plot • • •
Plot No. Area Value of Undeveloped Plot (Without the cost of services) • Without Reference to Structures • With Reference to Structures
Contribution / Compensation
• Value of developed Plot (With the cost of services) • Without Reference to Structures • With Reference to Structures
A seperate mechanism to assess the value of plots along river edge was adopted.The plots along the river edge follows a compensation mechanism based on the increament in the plot. Plots along the river edge originally were in an irrergular shape making it difficult to be build upon. Henceforth, to make it buildable an excercise of re -arranging those plots was done. The plots were re arranged without deducducting any area from the original plots. The land along the river bed having the public ownership was reclaimed in order to provide the area with roads and devise interventions for developing the river edge and reduce floods in the area. The increament in the value of land is dependent on three factors: 1. Increase in the number of roads adjacent to a particular plot 2. Locational advantage of a plot facing the river 3. Infrastructure Cost
Increment in the value of plot
50% by the Plot Owners
50% by the Authority
Net Demand – Amount to be paid by the plot owners
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PAGE 12 OF 12
SHRUJAL PATEL
shrujal.patel.1119@gmai.com +91-9638724146
