Integrated Mobility Plan For Greater Ahmedabad Region

Ahmedabad Urban Development Authority
IIntegrated
t
t dM
Mobility
bilit Plan
Pl
for
f
Greater Ahmedabad Region
Horizon year 2031
Volume 1- Plan Document
Prepared by
Center of Excellence in Urban TransportCEPT University
In Association with:
Urban Mass Transit Company Ltd &
LEA Associates
INTEGRATEDMOBILITYPLANFORGREATERAHMEDABADREGION 2031
Foreword
Cities in Gujarat are on the verge of rapid urbanisation, the

economy is booming and a lot of investment is targeted towards
the state. Currently Gujarat accounts for 5% of India's population
but 16% of its industrial output and 22% of its exports. The GDP
growth inthestatewasaround10%in 201011 whichwashigher
thanthenationalaverageofabout8%.
The commercial capital of Gujarat, Ahmedabad, is one of the
emergingurbancentresofIndia.Withapopulationof5.5million
within the municipal area and 9.5 million within the Urban
DevelopmentArea,thiscityispreparingforfuturechallenges,more
importantlyintermsofsustainingitscontributionstothegrowthof
GujaratState.
Land use transport integration has been long recognised
throughout the world. Ahmedabad Urban Development Authority
hasplayedapivotalroleinshapingthedevelopmentinAhmedabad
and has been progressive to adopt new concepts. Integrated
mobility Plan is the first initiative taken in India to prepare both
transportation plans and Development Plans concurrently.
AhmedabadUrbanDevelopmentAuthority(AUDA)isintheprocess
of revising its Development Plan and hence the preparation of

Integrated Mobility Plan was taken up simultaneously. This plan
wouldactasaninputtothestrategicplanningprocessandhelpin
shaping the future of the Ahmedabad Gandhinagar region.
Therefore, the Integrated Mobility Plan for Ahmedabad
Gandhinagar region is a comprehensive plan being prepared
alongside the Development Plan, for management and
developmentoftransportsysteminthecity,supportinglongrange
landuseobjectivesoftheDevelopmentPlan.
Ms.D.Thara(IAS)
CEO,AhmedabadUrbanDevelopmentAuthority
Preface
AhmedabadbeingtheprimatecityinGujaratisexperiencingrapidgrowth
in its region. The Greater Ahmedabad (GA) region is expected to grow
from8.1millionin 2011toabout 12.5millionin2031. Major industrial
developments are being planned in Viramgam, Changodar and Bechraji
SpecialInvestmentRegions(SIRs)inwesternandsouthwestpartofthe
GA area. Another major employment node GIFT city is being planned
betweenAhmedabadandGandhinagarasamajorfinancialcentre.While
some industrial investments are also being envisaged in Kadi, Kalol, and
Mehmedabad;Sanand,Dehgam,KhedaandBavlaarebeingdevelopedas
residentialtowns.
ThevisionoftheplanistoIntegratecitystructureandtransportsystem
towardsgreateraccessibility,efficientmobilityandlowercarbonfuture.
In this context, this plan focuses on structuring growth in the region by
adopting a cluster development approach wherein Ahmedabad and
Gandhinagar function as mother cities and SIR and other towns in the
vicinitywillactasnodes.Thesuccessofthisapproachwilllieinthefact
that the connectivity within the region both for people movement and
goods will be enhanced by strengthening the regional network.
Transportation systems do more than moving people and goods. They
provide access to employment, education, shopping, health and
entertainmentopportunities.Transportationalsoaffectsincomelevelsof
people, land values and the environment. In essence, they determine
qualityoflifeinanarea.Keepingthisinmindthereisaclearemphasison
threetierplanningconceptwithnetworksplannedatregional,urbanand
nodallevel.Thisplanalsointroducestheconceptoftransitreadystreets
wherein the median will be reserved for transit requirements on the
arterials of the city along with management guidelines for all level of
roads.
TheinteractionbetweenAhmedabadandGandhinagarbeingthemother
citiesisonarise;thereforetransitproposalsaremainlyconcentratedin
this urban complex. It is also recognised that a single mode will not be
able to cater to the increasing demand of travel in future and hence a
multimodaltransitsystemhas beenproposedwith regionalrail catering
to the travel between the nodes and the mother city and metro along
with BRT catering to the urban complex in the mother city. In order to
provideseamlesstravelwithintheurbancomplexinterchangenodesand
activitynodeshavealsobeenidentified.
Carbonemissionsfromtransportationarerecognisedasoneofthemain
sourceofpollutioninurbanareas.Thisplanissensitivetothisissueand
alsofocusesoncompactdevelopmentconceptwhichhelpsinkeepingthe
trip lengths and travel times under reasonable limits. This is further
strengthened by improvement of pedestrian and cycling facilities by
introductionoflocalareaaccessplansandplacemakingconcept.
Whencitiesgrowtheybecomecityregionandmanagingthisregionin
anefficientwayisthefocusofthisplan.
H.M.ShivanandSwamy
ExecutiveDirector
CenterofExcellenceinUrbanTransport,
CEPTUniversity,Ahmedabad
INTEGRATEDMOBILITYPLANFORGREATER AHMEDABADREGION 2031
Contents
1
VisionandContext
1.1
BackgroundtothePlan
1.2
PlanContext
1.3
Vision
Strategicgoals,challengesandpolicydirections
2.1
StrategicGoal1
2.2
StrategicGoal2
2.3
StrategicGoal3
Proposalsfortransportationnetwork
3.1
10
RegionalLevelProposals
10
3.1.1
RegionalRoadnetwork
10
3.1.2
Freightnetwork
11
3.2
UrbanNetworkproposals
11
3.3
NodeNetworkproposals
14
3.4
ProposalsforArterialRoadManagement
14
ProposalsforDevelopinganIntegratedPublicTransportationSystem
4.1
21
SuburbanRail
21
4.2
RegionalbusservicesGSRTC
22
4.3
BRTS
22
4.4
Metro
23
4.5
TheBusImprovementStrategy(BIS):
25
4.6
TransitnodesActivityNodesandInterchangeNodes
26
ProposalsforEncouragingNonMotorisedTransportation
33
5.1
CompleteStreets
33
5.2
Placemaking
33
5.3
Cycling
35
5.4
LocalAreaAccessPlan:
36
ProposalsforBetterDemandManagement
38
6.1
ParkingPolicy
38
6.2
FreightManagement
40
6.2.1
FreightMovementProposals
41
6.2.2
LogisticHubsConsolidation/DistributionCenters
45
6.2.3
FreightManagementHeritageSites
46
DevelopmentFramework
48
7.1
MultimodalAffordableTransportAuthority(MATA)
48
7.2
GreaterAhmedabadMetropolitanDevelopmentAuthority(GAMDA)
48
7.2.1
ObjectivesifSpatialPlanningwingofGAMDA
48
7.2.2
ObjectivesofTransportationplanningwingofGAMDA
49
<Contents ii
List of Figures
Figure1:StudyAreaDelineation
Figure2:RegionalInteractions
Figure3:DensityScenariosandInvestments
Figure4:ProposedRegionalNetwork2031
Figure5:ProposedUrbanNetwork2031
Figure6:ProposedNodalNetwork2031
Figure7:LevelofRoadsAhmedabad2031
Figure8:ProposedCrosssectionLevel1ArterialRoads
Figure9:ProposedCrosssectionLevel2SubarterialRoads
Figure10:ProposedCrosssectionLevel3CollectorRoads
Figure311RecommendedcrosssectionforDistributerroads
Figure12:RegionalRailNetwork
Figure13:ProposedGSRTCTerminalsandInterchanges
Figure14:ProposedBRTNetwork
Figure15:MetroAlignmentOptions
Figure16:ComparisonofAlternatives
Figure17:ActivityNodesoptions
Figure18:InterchangeNodesAlternative1
Figure19:InterchangeNodesAlternative2
Figure20:FSIalongBRTCorridor
Figure21:LocalAreaAccessPlans
Figure22:Exampleofstreetdesignfor24mRoW
Figure23:NarodaGIDCEstateAccessPlan
Figure24:VatvaGIDCEstateAccessPlan
Figure25:OdhavGIDCEstateAccessPlan
2
5
5
11
12
14
15
16
18
19
20
21
22
23
24
25
27
28
29
30
37
37
42
43
43
<Contents iii
Figure26:FreightManagementSarkhej
Figure27:FreightManagementAslali
Figure28:LogisticsHubandTransportNagar
Figure29:RestrictedFreightMovementWalledCity
44
45
46
47
List of Tables
Table1:CompositionofGreaterAhmedabadStudyRegion
Table2:ModeSharePresentandFuture
Table3:RoadClassification
Table4:ProposedBRTNetwork
Table5:ComparisonforMetroOptions
Table6:ListofActivityNodes
Table7:ProposedManpowerforTransportwingofGAMDA
1
7
14
23
24
27
52
<Contents iv
List of Abbreviations
AMTS:
AUDA:
BIS:
BRTS:
DFC:
DMIC:
FSI:
GA:
GAMDA:
GHG:
GIDB:
GIDC:
GIFT:
GSRTC:
GUDA:
LAAP:
LASA:
MEGA:
MRT:
NMV:
RoW:
SEZ:
SIR:
TNDA:
TOD:
UMTA:
VTCOS:
AhmedabadMunicipalTransportService
AhmedabadUrbanDevelopmentAuthority
BusImprovementStrategies
BusRapidTransitSystem
DedicatedFreightCorridor
DelhiMumbaiIndustrialCorridor
FloorSpaceIndex
GreaterAhmedabad
GreaterAhmedabadMetropolitanDevelopmentAuthority
GreenhouseGas
GujaratInfrastructureDevelopmentBoard
GujaratIndustrialDevelopmentCorporation
GujaratInternationalFinanceTechCity
GujaratStateRoadTransportCorporation
GandhinagarUrbanDevelopmentAuthority
LocalAreaAccessPlan
LEAAssociatesSouthAsiaPvt.Ltd
MetroLinkExpressforGandhinagarandAhmedabad
MassRapidTransit
NonMotorisedVehicles
RightofWay
SpecialEconomicZone
SpecialInvestmentRegion
TransitNodeDevelopmentArea
TransitOrientedDevelopment
UnifiedMetropolitanTransportAuthority
VallabhipurTransportationCooperativeSocietyPvtLtd
<Contents v
Chapter 1- Vision and Context
When Cities Grow they become city regions
1 Vision and Context

1.1 BackgroundtothePlan
The need for land use transport integration has been long recognised.
However, transportation plans in India are typically prepared separately
from land use plans and coordinating land use transport decisions
becomes difficult. This often results in inefficient development and
transportation proposals deal with problems arising thereof and are
thereforereactiveinnature.
Realisingthisconstraintinthestrategicplanningprocess,thisisthefirst
initiative taken in India to prepare both transportation plans and
Development Plans concurrently. Ahmedabad Urban Development
Authority (AUDA) is in the process of revising its Development Plan and
hence the preparation of Integrated Mobility Plan was taken up
simultaneously.Thisplanwouldactasaninputtothestrategicplanning
processandhelpinshapingthefutureoftheAhmedabadGandhinagar
region. Therefore, the Integrated Mobility Plan for Ahmedabad
Gandhinagar region is a comprehensive plan being prepared alongside
the Development Plan, for management and development of transport
system in the city, supporting longrange land use objectives of the
DevelopmentPlan.
1.2 PlanContext
The time horizon for this plan is 20 years. The planning region of
AhmedabadGandhinagarcoversanareaof4708sq.kmwhichcomprises
of areas under AUDA and GUDA apart from four urban centres (Kadi,
Kheda,Viramgam,Bavla)and270villagesoutsideAUDAandGUDA(refer
Figure1).Thesearesummarisedinthetablebelow:
Table 1: Composition of Greater Ahmedabad Study Region
Jurisdictional Area
Comprises of
areas
AUDA
1877.7
sq
km 10
urban
areas
(Ahmedabad,
(includes new AMC Ahmedabad
Cantonment,
Bopal,
area of 466.06 sq km) Singarva, Nandej, Sanand, Kalol,
Chiloda, Dehgam and Mehmadabad)
and 163 villages
GUDA
394.71 sq km
2 urban areas (Gandhinagar, Adalaj)

and 37 villages
Outside AUDA
and GUDA
2436.04 sq km
4 urban areas (Kadi, Kheda, Viramgam,

Bavla) and 270 villages
Total
4708.45 sq km
16 urban areas, 470 villages
Thestudyareawithanestimatedpopulationof8.112million(2011)has
around 60% of the population residing within the municipal areas of
Ahmedabad andGandhinagar.Ahmedabadhas been theprimatecity of
Gujarat, being the largest in terms of the population size. Both
Ahmedabad and Gandhinagar municipal areas are the major urban
centresinGreaterAhmedabadregion.
This region is expected to grow to about 12.5 million in population by
2031. The region caters to around 3.1 million jobs. Today, most of the
activities are concentrated in the municipal areas of Ahmedabad and
Gandhinagar accounting to around 71%. The numbers of jobs are
|VisionandContext 1
expectedtorisetoabout5.4millionwithanannualincreaseofabout2.8
%.Giventhetrends,itisexpectedthatofthenewjobsgetting created,
more jobs would be located outside the cities of Ahmedabad and
Gandhinagar.Hencetheplanhastoaddresstheneedsoftheintraurban
mobilityaswellasthoseofregionalmovements.
ToHimatnagar
KADI
Integrate city structure and transport system towards greater

accessibility,efficientmobilityandlowercarbonfuture
GUJARAT
KALOL
GANDHINAGAR
ADALEJ
VIRANGAM
GIFT
DEHGAM
CHILODA
To
Kandla
LEGEND
GIDC
AMC
GUDA
AUDA
Outer
Urbancenters
GIFTcity
Industrial
SIR
Waterbody
Regionalroads
Rail
AHMEDABAD
SANAND
BAREJA
BAVLA
MEMDABAD
KHEDA
ToRajkot
ToVadodara
1.3 Vision
The vision for the Greater Ahmedabad region for the year 2031 and
beyondisto:
Figure 1: Study Area Delineation

ToMehsana
addtothepace ofgrowth.Consequently,the mobility needs andtravel

demandswouldalsoincrease.Thisplanthereforelooksatstructuringthe
futuregrowthalongwiththetransportationsystemintheregion.
10KM
The mobility needs of Ahmedabad Gandhinagar region is expected to

grow rapidly in the next 20 years. The dynamic nature of the region is
attracting large investments in and around Ahmedabad. The planned
investments in Special Investment Regions (2 nos), Special Economic
Zones (14 no) and the Gujarat International Finance Tec (GIFT)City are
envisaged as major growth propellers. The upcoming Dedicated Freight
Corridor (DFC) and the Delhi Mumbai Industrial corridor (DMIC) would
This vision has been based on the consultation with the various
stakeholder organisations in AhmedabadGandhinagar region on the
IntegratedMobilityPlanundertakenin2011.Thisisinlinewiththevision
ofRevisedDraftDevelopmentPlan2021beingdevelopedbyAhmedabad
UrbanDevelopmentAuthority(AUDA):
Liveableenvironmentallysustainableandefficientcityforallitscitizens;
acitywithrobustsocialandphysicalinfrastructureandadistinctidentity,
agloballypreferredinvestmentdecision.
ThisisalsoinlinewiththeNationalUrbanTransportPolicy,2006and,the
12thFiveYearPlanfocusareasof:
Reducingtheneedfortravel
Reducingtriplengths
Reducingautomobiledependencethroughpromotingtheuseof
publictransportandNMV
Thehighlevelplanvisionissupportedbythefollowingstrategicgoals:
|VisionandContext 2
Todeveloptransportationinfrastructureforsupportingenvisaged
economic development in the region and to contribute towards
makingAhmedabadagloballypreferredinvestmentregion
To facilitate efficient movement of people and goods by
improving transportation network and also providing more
transportationchoicestoitsresidents
Toprovideasustainableandsafertransportationsystemfocusing
onnonmotorisedmodesandpublictransportationsystem
|VisionandContext 3
Chapter 2- Strategic Goals, Challenges and Policy Directions
How much area would we like to urbanise?
2 Strategic goals, challenges and policy directions

The outlined strategic goals of the plan would be supported by policy
directions.Thesearediscussedbelow:
2.1 StrategicGoal1
To develop integrated landuse transportation infrastructure for
supporting envisaged economic development in the region and to
contribute towards making Ahmedabad a globally preferred
investment region
Thepopulation growthin theGreaterAhmedabad region is expected to

increaseatarapidpaceandtheregionwouldbeaccommodatingabout
12.5 million people by 2031. The growth in the economy would also be
substantialandtheemploymentwouldincreaseby70%from3.1million
jobsto5.4millionjobsin2031.
TheGreaterAhmedabad(GA)regionwillbeadynamicgrowthareawith
major industrial developments being planned in Viramgam and
Changodar Special Investment Regions (SIRs) in western and southwest
partoftheGAarea.AnothermajoremploymentnodeGIFTcityisbeing
planned between Ahmedabad and Gandhinagar as a major financial
centre. While some industrial investments are also being envisaged in
Kadi, Kalol, and Mehmedabad; Sanand, Dehgam, Kheda and Bavla are
beingdevelopedasresidentialtowns.
A Dedicated Freight Corridor (DFC) along with the Delhi Mumbai

Industrial Corridor (DMIC) is being planned which would be passing
throughtheGAarea,betweenSanandandAhmedabad.
Allthesedevelopmentsaregoingtoaddanother1.75milliontripsinthe
studyareaby2031, an15% foldincrease fromthecurrentlevels.While
increase in trips in all areas are envisaged, the industrial and growth of
towns in the vicinity of Ahmedabad and Gandhinagar would result in
much stronger linkage between Ahmedabad, Gandhinagar and the
industrialdevelopmentsinChangodar,Viramgam,etc.
Though the existing road networks in Ahmedabad and Gandhinagar do
nothaveveryhighcongestion,by2031mostoftheroadnetworkwould
have reached saturation levels. The public transport services at current
levelswouldfailtomeetthefuturetransportdemands.
TheradialroadsofAhmedabadcitywouldwitnesssignificantincreasein
traffic levels, while increase in activities at Viramgam, Changodar,
Bechrajji,GIFTcitywouldimpacttheregionalroadsaswell.
AnticipatedgrowthrateofpopulationfortheGreaterAhmedabadstudy
isbasedonclusterapproachwitheachclusterhavingdifferentialgrowth
rates. In this case the parent city stabilises after reaching a certain
permissible size while the surrounding urban settlements having good
functional linkages with the parent city starts developing. The following
parameterswereusedtoderivethegrowthrateforstudyarea.
IMP|Strategicgoals,challengesandpolicydirections 4
Strategic location of the settlements with respect to its
Figure 3: Density Scenarios and Investments
geographical attributes and having strong functional linkages to

themajoractivityzones.
Existingagriculturezonesandenvironmentalsensitivezones
Proposed transportation linkages of the study area with respect

totransportmodesbasedontheabovecriterion
Four scenarios of population density are worked out for the year 2031;
lowlyingareastothesouthofAhmedabadarekeptaslowdensityzones.
FordevelopingGreaterAhmedabadasclusters,provisionforconnectivity
ofdifferentnodeswithrapidtransitwillhavetobemade.
Figure 2: Regional Interactions
Of the four density scenarios developed 125PPH was accepted as the

most feasible scenario taking stakeholder consultations into
consideration.
In order to promote an integrated land use transport integration three
levelofplanningisproposed:
1. Regional level plans which deal with the structuring of regional

growthandconnectivityforefficientgrowth
2. Urbanlevelplanswhichdealwithstructuringgrowthinthemain
urban complex of Ahmedabad Gandhinagar area in the form of
intensificationareasandnewactivitycentresdevelopmentwhich
isconnectedbyefficientmultimodalsystem.
3. NodallevelPlanswhicharemadeforthesmallnodesdefiningthe
growth,functionandadoptingsustainablemodes.
The investmentsplannedintheGAregionwouldalsoleadtoincreased
freightmovements.TheDFCpassingthoughtheGAareawoulddefinitely
helpfacilitateeasygoodmovement.Fordistributionofgoodswithinthe
planningarea,provisionofadditionalcapacityforfreightmovementson
theregionalroadswouldalsobemade.
For a more sustainable growth pattern, the land use and transport
proposalswouldhavetobeintegrated.Itisthereforeenvisagedthatthe
proposals would deal with intensification of existing city areas like
redevelopment of closed mill lands in Ahmedabad city centre. At the
same time the major investment areas in the GA region would be
connected by public transport network along with a regional road
network.
Thepolicydirectionsthereforeare:
Develop transportation system to be able to accommodate

population and employment growth in the Greater Ahmedabad
region
Develop a regional public transportation system to enhance
accessibilitylevelstoexistingandproposedactivitycentresinthe
planningarea
Improve freight connectivity to facilitate efficient movement of
goodswithintheGAarea
2.2 StrategicGoal2
To facilitate efficient movement of people and goods in
Ahmedabad and Gandhinagar by improving transportation network
and also providing more transportation choices to its residents
A good transport system is critical to provide access to jobs, education

andotherservices.About21percentofpopulationiscoveredbypublic
transport system in Ahmedabad and Gandhinagar respectively. The PT
mode share in Ahmedabad is about 10 per cent with about 0.9 million
passenger boardings on AMTS buses and 0.15 million on BRTS. In
Gandhinagar,thePTmodeshareissimilarwith11%people
The BRT system which was introduced in 2009 currently has around 45
kmsoperationalagainsttheproposed216kms.Withtheimplementation
andoperationalisationofthenewBRTcorridors,PTridershipisexpected
togetasignificantboost.
Tocaterto2031traveldemand,amultimodalpublictransportsystemis
being considered which would include commuter rail, metro apart from
enhancementsinBRTSandregularbusservices.
ThefreighttransportationsysteminthecityofAhmedabadiswitnessing
seriousissues,impactingthecityinfrastructure,environmentandquality
of life of the people. Concentration of commercial activities in the city
centre along with location of major transportation nodes like railway
station, regional bus terminals has increased the conflicts between
pedestrians,passengertrafficandgoodsmovement.Inadequateparking
provisions, lack of enforcement of traffic rules, indiscipline, no/ few
monitoring measures, all contribute to safety concerns and ever rising

congestiononstreets.
Urban freight vehicles represent about 25% of road space use. In 2010,
38%oftotalfatalitiesin2010werecausedbyfreightcarriersinthecityof
Ahmedabad. The impact of emissions from the vehicles on the
environmentisalsodemandsattention.Urbanfreightaccountedfor60%
ofGHGemissionsin2010.
The policy directions for facilitating efficient movement of people and
goodsthereforeare:
Ensure efficient access to jobs, education and other services

within Ahmedabad and Gandhinagar by providing improved
publictransportsystemintermsofbetterareacoverage,capacity
Ahmedabadhasacompactcitystructurehavingpolycentricnodes.Trip
patterns are dispersed as a result of which the average trip lengths
(5.5km) are lower than comparable size cities in India. Commercial
activitiesinAhmedabadaremostlyseenaspartofmixedlandusespread
throughout the city along major roads. The basic necessities from
residencesareconvenientlylocatedandthereforeprovideanopportunity
forensuringsuchtripsareundertakenbyNMVmodes.
ForensuringmostoptimaluseoftheroadspaceinAhmedabad,thisplan
focusesonefficientandsustainablemodeslikepublictransport,walking
andcycling.Toachievethis,challengingtargetsformodesharesin2031
hasbeenset:
Table 2: Mode Share Present and Future
Mode Shares
Private
Public
enhancementsandimprovedservicefrequencies.
Freightmanagementplan
Non-motorised
Transport
modes
IPT
2011
36%
12%
46%
6%
2031
23%
40%
33%
4%
2.3 StrategicGoal3
To provide a sustainable and safer transportation system focusing on
non-motorised modes and public transportation system
Ahmedabads transportation system has been focused primarily on the

road network and efficient movement of motorised traffic. In recent
times,projectslikeBRTShaverenewedtheemphasisonpublictransport
modes. The share of public transport is 10 percent currently and one
third of the trips are undertaken by nonmotorised modes (walk and
cycle).
It is alsoprojectedthatthemotorised triprate will increase from.72 in

2012toabout.91in3031.TheshareofPTinmotorisedtripsisgoingto
increaseby24%forthisamultimodalandefficienttransportsystemhas
beenproposedforthecity.
In order to facilitate movementsofpedestrianstoactivityareas nearto
residential areas and access to public transport modes, initiatives like
design of pedestrian friendly streets having continuous and well
maintainedfootpaths,providingdirectconnectionstoactivitycentresand
minimisingconflictswithmotorisedtrafficwillbetakenatthearealevel.
LocalAreaAccessPlans(LAAP)keepinginviewtheabovefocusareaswill
be developed with the local authorities for both residential as well as
destinationareas.
Well designedpublicspacescanprovide attractive places to spend time
and can also encourage walking and cycling. To enhance the built
environment, place making projects like Kankaria Lake Redevelopment
have been a major success. Similar urban design initiatives are being
planned for Bhadra fort, Law Garden area which will emphasise on
providingspacesbacktopeople.
convenient, easy and quick will be taken. Apart from measures like
integratedticketing,designinitiativestofacilitateunimpededmovement
ofpassengers,welldesignedspaces,appropriatesignageswithrequisite
informationwouldalsobeprovided.Thiswillhelpinprovidingpassengers
withabetterjourneyexperience.
Developing a safer transportation system is a priority area of this plan.
The number of fatal accidents in Ahmedabad (222 accidents in 2011) is
lowerthanothermetropolitancitiesinIndiaandisalsoonadownward
trend (248 fatal accidents in 2007). However about 70% of the fatal
accidents involve pedestrians and cyclists and therefore, is a cause of
major concern. This plan focuses on developing a safer transportation
systemwithafocusonnonmotorisedmodes.
Measures to reduce pedestrianvehicular conflicts along major roads
through segregation of movements would be taken up at an area level
with the assistance of the local government. It has been observed that
the pedestrians crossing midblock for accessing BRT stations are
vulnerable to high speed traffic, which is a safety concern. Initiatives to
reduce traffic speeds and provide safe access to the pedestrians to BRT
stationsarealsobeingtakenup.
Thepolicydirectionsforasafeandsustainabletransportsystemforthe
cityare:
While planning multimodal public transport systems, design of

interchanges for making transfers from one mode/service to another
Provision of enhanced infrastructure at the local level to make

walkingandcyclingattractiveandconvenient
Planningforsafe,barrierfreepedestrianandcyclemovements
Creation of complete streets and place making for facilitating

nonmotorisedmovements
Improving access to bus stations and designing of interchanges
forseamlesstransfersbetweendifferentpublictransportmodes
/services
Chapter 3- Proposals for transportation network
Every road has a specific function, lets start respecting it
3 Proposals for transportation network

The Integrated Mobility Plan is a comprehensive plan being prepared
alongside the Development Plan, for management and development of
transportsysteminthecity,supportinglongrangelanduseobjectivesof
theDevelopmentPlan.
A compact development is envisaged for the city which will aim at
promotingtransitorienteddevelopmentinthefuture.Theurbangrowth
and urban structureof thetwincities Ahmedabad and Gandhinagar will
be governed by public transport corridors. Development of mass rapid
transit corridor along with transit nodes will facilitate the growth in a
compact manner, which will be advantageous for both transit facilities
andlanduses.Highdensitieswouldbecateredmoreeffectivelythrough
combiningbothelementstogether.
This plan recommends the development of a three tier planning
approachRegionallevel,CitylevelandNodelevel.
3.1.1
RegionalRoadnetwork
Strengthening road connectivity between different employment
nodes, their corresponding residential towns and Ahmedabad
andGandhinagarcities.
To divert the through traffic from outside Ahmedabad onto the

proposedbypassroads.
Converting all two lane highways into four lanes especially the
onesthatconnectthemajornodesintheregionandtoexternal
nodes such as Mehsana,Prantij and Nadiad. In this regards the
existingnetworkwillneedtobestrengthenedoutofwhichonly
45kmofnewroadsectionisproposedtobeconstructed.
It is proposed to widen the 13 major radial roads wherever

possiblewithintheSardarPatelRingRoadregion.Theportionof
these radials as it extends out from Sardar Patel ring road; it is
proposedtoprovide60mwidecrosssections.Theseradialsareto
actasfuturetransitlinesofthecity.Hencethetypical60mcross
3.1 RegionalLevelProposals
section will have a central median space of 8m is designed as a
A cluster development approach has been envisaged which focuses on

integratingthemaincitywiththe surrounding nodes/towns. To support
thisapproach,followingareproposed:
green buffer which is to be a reserve space for future transit

stops/relatedinfrastructure.Threelanecarriagewayisprovided,
one of which could get converted to transit line in future. An
activity space of 8m is provided on either sides of the carriage
way, which could accommodate various activities depending on
thevaryinglandusealongtheroad.
IMP|Proposalsfortransportationnetwork 10
Figure 4: Proposed Regional Network 2031

Bechaeaji
Pilvai
Vasai
Strengtheninggoodsmovementintheregionbydeveloping120
kmlongsixlanefreightdedicatedlanesonthemajorroadsthat
Mahudi
Bilodra
Sitapur
Vijapur
connecttheregiontoKandlaandMundraPort.
Santhal
Prantij
Vithalpur
Talod
A strengthening of road link between Becharaji (Maruti plant to

bedevelopedhere,locatedatwesternperipheryofGAarea)and
Harsol
ViramgamSIR.
Kadi
Gandhinagar
Kalol
Adalej
Chharodi (Tata Nano plant) and Changodar SIR is also being
GIFT
Virangam
AnothernewfreightroutefromViramgamSIRtoDholeraSIRvia
Dehgam
proposed.
TATANano
Virangam
SIR
Zolapur
LEGEND
Urbancenters
RegionalRoadforstrengthening
RegionalFreightcorridor
Regionalradials
DedicatedFreightcorridor
NewRegionalRoad
Bypassroad
SPringroad
SpecialInvestmentZone
Bhopal
Ahmedabad
3.2 UrbanNetworkproposals
Sanand
Daskroi
Jetalpur
Nandej
Changodar
Bareja
SIR
Bhavla
Kathlal
Mahudha
Mehmedabad
Dholka
Kheda
3.1.2 Freightnetwork
The proposed DFC corridor at the east of Ahmedabad will cater to the
freight traffic through rail. The nearest ports to Ahmedabad are Kandla
portandPipavavport,firstsituatedat302kmoneastandlaterat277km
on the south of Ahmedabad. The nodes like Viramgam SIR, Changodhar
SIR, Tata Nano, Sanand, Bechraji are expected to have a significant
amount of freight traffic. Thus port connectivity to existing as well as
upcomingnodesneedstobestrengthened.Inthisregardsthefollowingis
proposed:
AtpresentAhmedabadandGandhinagar functionastwodifferentcities
with high interaction between them. The urban growth around
Ahmedabad is expected to extend till Gandhinagar in future, enabling
AhmedabadGandhinagartofunctionasasingularurbanarea.Acompact
urban development with higher densities is envisioned for urban
Ahmedabad. An additional area of 183 sq km would need to be
developed to accommodate the future growth in population and
employmentintheurbancomplex.Thereforewithcompactdensitiesitis
expected that the growth of Ahmedabad urban limits will extend till SP
ringroad.
In order to limit the sprawl around the city periphery it is proposed to
strengthen the radials connecting the neighbouring nodes in Greater
Ahmedabadregiontofacilitatesmoothandefficientinteractionbetween
themaincityandthenodes.InnearfuturetheSPRingroadwillforma
part of urban network and act as urban road. Thus an alternate bypass
roadisproposedwhichwillenablebypasstrafficwithoutentertheurban
developmentlimitsonbotheastandwestofAhmedabad.
Figure 5: Proposed Urban Network 2031

ToBilodra
To
Prantij
ToKadi
Kalol
GUJARAT
ToVadasar
GIFT
To
Dehgam
To
TATA
nano Bhopal
LEGEND
120mBypassroad(proposed)
60mSPringroad
60mSarkhej highway
45mRegionalradialroad
40mexistingringroad
36mexistinginnerring
36mArterialroad(proposed)
WalledcityandCGroad
Expressway
NH
Railwayline
Urbanbuilt
Waterbody
Daskroi
To
Sanand
To
Vadodra
Changodar
Bareja
ToDholka
taken as extensions of TP Scheme roads, radiating from Sardar

Pateltowardsthebypassroad.
The urban arterials proposed in the zone between the Sardar
Patelringroadandbypassroadisdesignedforacrosssectionof
45m wide. They form a grid of 1.5 to 2 km forming the basic
structure for urban development in the area. Hence by
considering the future public transport in the areas, the typical
cross section has a central median space of 9m is designed as a
green buffer which is to be a reserve space for future transit
stops/ related infrastructure. Three lane carriages way is
provided, one of which could get converted to transit line in
future.Anactivityspaceof3misprovidedoneithersidesofthe
carriage way, which could accommodate various activities
dependingonthevaryinglandusealongtheroad.
ToKheda
ToNadiad
8KM
The idea is to develop the major road network along with the
secondary level of road network within the area between the
bypass or arbitral road and Sardar Patel ring road. Road
alignments as per the Town planning schemes have been taken
intoconsideration.Theproposedurbanarterialsroadshavebeen
A clear hierarchy of urban roads has been defined wherein the

majorroadswouldbedevelopedastransitreadyandcomplete
streets.
TheideaofdevelopingAhmedabadasclustersissubstantiatedby
strengtheningthenodalconnectivitywithrapidtransitlanes.Itis
observedthattheringradialsystemofthecityextendstowards
the suburbs connecting the urban nodes by State highways.
Theseroutesareidentifiedasthemajortransitroutes.Theyare
13 in number connecting the industrial and residential
settlements.Thetransitlinesareproposedwithrightofwaysof
45m.
Theroadnetworkwithinthe1.52Kmgridsisproposedtocater
to only local traffic. A model road network for the grid. The
internalroadnetworkisproposedtobedevelopedinthesimilar
lines through TP scheme mechanism. The characteristics of
neighbourhoodroadnetworkare:
o SignalizedJunctionatevery11.5Km
o Nonsignalizedjunctionatevery0.5.08Km
o Multiple access points for each block to reduce
congestion
o Discourage through traffic within the neighbourhood
roads.
o Promoting Non motor vehicles trips within the
neighbourhoodbyprovidingNMVfacilities.
o Provisionofgreenspacesatneighbourhoodlevels
Green
Buffer
Transit ready streets reserve green buffer for future transit
The secondary level of roads in Gandhinagar region is proposed

with respect to the LASA proposal. The original alignment was
reworked to establish stronger connectivity to the city of
Ahmedabad. Hence an array of northsouth aligned roads is
proposedin relationtotheexistinggridofthecity.Connectivity
to GIFT City is a major consideration in the road design for the
area.
3.3 NodeNetworkproposals
Table 3: Road Classification
The node level proposals would be developed for areas of Sanand,

Dehgam,Memdabad,Kadietcwheretheseareaswillbedevelopedsoas
tohaveaclearhierarchyofroadsandthenetworkwillbeplannedinsuch
awaysoastoencourageNMVandpedestrianmovement.
Road
classification
Definition
Arterial
Allradialsandringsthatare80%complete
NationalHighwayandStateHighway
Orbitalroadsthatarelongandthatcutacrossthecity
OR
Roadsthathaverightofway:>36m60m
Allradialsthatare50%complete
Majordistrictroadsandotherdistrictroads
Or
Roadsthathaverightofway>24m36m
Roadsthatconnectlevel1andlevel2roads
Substantiallylongroads
OR
Roadsthathaverightofway>9m
Roadsthatconnecttoresidentialunits
OR
Roadsthathaverightofway<9m
Figure 6: Proposed Nodal Network 2031
SubArterial
Collector
SANAND
1.4 KM
Local
Towards Ahmedabad
3.4 ProposalsforArterialRoadManagement
Theroadaredividedindifferentlevelsrangingfromlevel1tolevel
4 based on the function, completeness and right of way. The
classificationofroadsisdescribedasbelow:
The presence of the Road Classification System would be an ongoing

activity which ensures the existing road network, and any new streets
planned in Ahmedabad are correctly classified based on their current
functional levels. The section below describes each type of road, its
salientfeaturesandasetofstandardsthatneedtobeformalized.
Guidelinesforeachlevel
ArterialRoads
Arterialroadswouldfunctionastheprimarynetworkforcarryingtraffic.
Essentially,trafficmovementwouldbetheirprimaryfunction.
In Ahmedabad, all the ring roads would come under this classification.
Theseroadsaremeantforthroughtrafficacrossthecity,sometimesfor
regional traffic. Presently, their RoW varies from 30m to 60m. Two
orbitalstheSGhighway tothewestandtheNarolNarodahighwayto
the west are also classified as level 1 arterial road. These function as
major traffic carriers for both urban and regional traffic. Their RoW is
60m.
AMC.However,innocasewouldonparkingbepermittedfora
distanceof75mfromthestopline.
Theminimumlevelforlightingwouldbe40lux.
Figure 7: Level of Roads Ahmedabad 2031
GUJARAT
Withthisclassification,allradialswouldbelevel1arterial.Theseroads
wouldleadfromthecitycentretotheperipheryandbemajorcarriersof
peak hour urban traffic. Level 1 arterials would have the following
specificcharacteristics:
TheywouldbecompleteroadswithconsistentRoW.
They would lead to formation of a pattern that is clearly
distinguishable.
The RoW would be 40 m or more. However, in case of existing
arterialsthatarelessthan40m,theexistingRoWwouldcontinue.
LEGEND
Level1existingroad
Level2existingroad
Level3existingroad
Level4existingroad
Level1proposedroad
Level2proposedroad
Level3proposedroad
Railwayline
Urbanbuilt
Waterbody
The map below depicts the existing and proposed level 1 to 4 roads in
Ahmedabad.
Thefollowingdesignstandardsaresuggestedforlevel1arterialroads:
Allopenjunctionshavetobesignalised.
Junctionsshouldnotbecloserthan500m.Inspecificsituations,
theymaybe350mapart.
Onstreetparkingshouldbeprohibited.Itmaybepermittedonly
in specific situations after recommendation of traffic police or
2.5
10KM
Access to adjoining properties would be prohibited, except for

crosssectionswhereserviceroadsaregiven.Incaseofexisting
roads,whereserviceroadsarenotpossible,carewouldbetaken
to ensure that vehicular entrances and exits are situated 25m
beyondtheapproachtojunction.
Pedestrian crossings would be provided at every open junction
throughzebracrossing.Zebracrossingwouldalsobeprovidedat
critical locations such as schools, colleges, transit facilities even
between two junctions. Generally, zebra crossings should be

providedatleastoncebetweentwosignalisedjunctions.
Thedesignspeedwouldbebetween4565kmph.
Rain water disposal system in the form of storm water drains
wouldbemandatory.
The figure below depicts the proposed cross sections for level 1 arterial
roads. Depending on specific situation, the road may be designed for
transit(BRTSormetro),mayhaveprovisionforbicycletracks.However,
inanycase,thecrosssectionwouldincludeadividedcarriagewaywith2
3lanesformixedtrafficinbothdirectionandafootpath.
Figure 8: Proposed Cross section Level 1 Arterial Roads
Subarterialroads
Allroadsthatconnectlevel1roadsandleadtoformationofblockswould
beclassifiedaslevel2subarterialroads.Theywouldalsocarrycitylevel
traffic, though not of the same scale as level 1. They would be radials
that are continuous for long stretches, but do not directly lead to city
centre.Theywould,inmanylocations,connecttworingsdirectly.Other
thantheseradials,roadsthatarepartringorparalleltoringswouldalso
beconsidered.Theseroadswouldhavethefollowingcharacteristics:
TheRoWwouldbeconsistentthroughoutthelength.
They would contribute to formation of clearly visible blocks
withinthelargeblocksformedbylevel1arterial.
The RoW would be between 18m to 36m. However, in case of
existing subarterials that are less than 18m, the existing RoW
would continue with an attempt to increase to at least 18m
throughanewroadline.
The following design standards are suggested for level 2 subarterial

roads:
Carewouldbetakentoensurethatvehicularentrancesandexits
aresituated25mbeyondtheapproachtojunction.
between two junctions. Generally, zebra crossings should be
providedatleastoncebetweentwosignalisedjunctions.
The figure below depicts the proposed cross sections for level 2 sub
arterialroads.Dependingonspecificsituation,theroadmaybedesigned
fortransit(BRTSormetro),mayhaveprovisionforbicycletracks.Incase,
the road is specifically planned as part of NMT master plan, additional
measures to reduce speed through traffic calming measures would be
taken. However, in any case, the cross section would include a divided
carriageway with 2 lanes for mixed traffic in both direction and a
footpath.
All open junctions which meet the same level as well as level 1
have to be signalised. For level 2 roads meeting level 3 roads,
appropriatedecisionbasedonsitesituationmaybetaken.
Junctions should not be closer than 350. In specific situations,
theymaybe250apart.
Onstreetparkingshouldbeprohibited.Itmaybepermittedonly
in specific situations after recommendation of traffic police or
AMC.However,innocasewouldonparkingbepermittedfora
distanceof40mfromthestopline.
Figure 9: Proposed Cross section Level 2 Sub arterial Roads
Collectorroads
All roads that provide connection between blocks/ neighbourhoods are
classified as level 3 collector roads. These roads are meant to collect
trafficfromneighbourhoodsandfeedthemtolevel2andlevel1roads.
Theseroadswouldhavethefollowingcharacteristics:
Theywouldformlinksbetweenblocks
They would allow access to private properties, except wherever

they meet higher order roads. In these cases, access would be
restrictedtoadistanceof25mfromjunctionstopline.
TheRoWwouldbebetween12to18m.
Figure 10: Proposed Cross section Level 3 Collector Roads
Thefollowingdesignstandardsaresuggestedforlevel3collectorroads:
Junctionswouldgenerallynotbesignalized.Atspecificjunctions,
wherethetrafficvolumesarehigh,signalsmaybeconsidered.
Openjunctionscanbe200300maway.
Onstreetparkingwouldbeallowed,exceptnearjunctions.
Carewouldbetakentoensurethatvehicularentrancesandexits
aresituated25mbeyondtheapproachtojunction.
betweentwojunctions.
Thefigurebelowdepictstheproposedcrosssectionsforlevel3collector
roads. In case, the road is specifically planned as part of NMT master
plan, additional measures to reduce speed through traffic calming
measures would be taken. The cross section may not have a median.
However,inanycase,footpathswouldbeprovidedatroadedge.
Localstreets
Figure 3-11 Recommended cross section for Distributer roads
Level 4 local streets are internal roads within neighbourhoods. They

would be the last link to residential destinations and would join level 3
collector roads only. On no account would they directly connect with
level1and2roads.Theseroadswouldhavethefollowingcharacteristics:
Theywouldallowaccesstoprivateproperties.
Theywouldnothavelocalbusroutesrunningthroughthem.
TheRoWwouldbebetween9mto15m.
Designstandardsforlevel4localstreets
Thefollowingdesignstandardsaresuggestedforlevel4localstreets:
Onstreetparkingwouldbeallowed,exceptnearjunctions.
The figure below depicts the proposed cross sections for level 4 local
streets. In case, the road is specifically planned as part of NMT master
plan, additional measures to reduce speed through traffic calming
measures wouldbetaken. The cross sectionwouldnot havea median.
However,inanycase,footpathswouldbeprovidedatroadedge.
Chapter 4- Proposals for developing an integrated public

transportation system
Choices on transit option are choices about cities future
4 Proposals for Developing an Integrated Public Transportation System

To meet the future travel demands of Greater Ahmedabad Region, an
integrated multimodal public transit system is proposed which includes
regularbusservice,BRT,metro,regionalrailandregionalbuses.
TransitnetworkRegionalLevel
Developing major radials connecting the above suburban nodes

toAhmedabadcityastransitcorridors.
Improving mass rapid transit linkages between Ahmedabad and
Figure 12: Regional Rail Network
Gandhinagar
travel demand forecast for both the corridors, is approximately 0.88

millionpassengersbyhorizonyearof2035.Thevehiclewillbecomprises
of 3 cars having capacity of 922 passengers. The designed frequency
during peak period is approximately 3 minutes and 12 to 15 minutes
duringoffpeakperiod.AnSPVwouldbeformedbyGIDBwhichwilllook
into the implementation of this project. Phase II includes Barejadi to
Anand,SabarmatitoViramgamandNarodatoDehgamhavingtotalroute
lengthof126.2Km.
Strengthening regional rail in the GA area to provide commuter

rail services between Ahmedabad and nodes like Gandhinagar,
Sanand,KalolandMehmdabad
4.1 SuburbanRail
TheAhmedabadSuburbanrailsystemisapartoftheAhmedabadDivision
oftheWestern Railways. Asperthe DetailedProjectReport (DPR) 2009
for Regional Rail system in Ahmedabad, the existing rail network in
Ahmedabad, Gandhinagar and Kalol carries about 30,000 suburban
commutersperday.Thereisgoodpotentialtoenhancetherailnetwork
tomeetthefuturedemand.
Governmenthasapprovedproposaloftworailcorridors:BarejaditoKalol
via Ahmedabad 43.28 Km and Ahmedabad to Naroda 9.46 Km. The
IMP|ProposalsforDevelopinganIntegratedPublicTransportationSystem 21
4.2 RegionalbusservicesGSRTC
Figure 13: Proposed GSRTC Terminals and Interchanges
While GSRTC offers connectivity between Ahmedabad and Gandhinagar

through frequent bus services, it also provides connectivity to
surroundingregionsandurbanareas.TheGSRTCcentralbusstationand
terminus in Ahmedabad is located at Geeta Mandir, in old city area.
Around2400busservicesoperatedailyfromGeetaMandirofwhichone
thirdareserviceswhichoriginateatGeetaMandir,restarethroughbus
services.Theseservicesaddtothecongestionoftheoldcityroads.
It is being recommended that these services are decentralised and
throughregionalservicesdonotenterthecityarea.Threeterminalsare
proposedthecityoutskirts:
Wadej(Ranip)towardsnorthAhmedabad
Vatwatowardssoutheast
Sarkhejtowardssouthwest
Narodatowardsnortheast
ToBilodra
To
Prantij
ToKadi
Kalol
GUJARAT
LEGEND
ToVadasar
GIFT
11
1
To
TATA
10
nano
Bhopal
3
To
Sanand
1Naroda SBS
2Wadej
3Shivranjini
To
4Sarkhej
Dehgam
5Vatva
6Tragad
7 GandhinagarCBS
8 Gitamandir
9 Odhav
10 Bopal
11 Thaltej
ExistingGSTRCterminal
ProposedGSRTCterminal
ProposedGSRTCInterchange
Daskroi
BRTS(underplanning)
Metro(proposed)
Existingroads
Proposedroads
Expressway
Railwayline
Urbanbuilt
Waterbody
Interchangelocationsareproposedat:
To
Vadodra
Changodar
TragadinNorthAhmedabad
Odhav
Bopal
Thaltej
The through services would not be entering Ahmedabad city and would
be passing via these terminals/interchanges at city periphery. BRT/ bus
services to bring in passengers from these locations to various parts of
thecitywouldbedeveloped.
Bareja
ToDholka
ToKheda
ToNadiad
8KM
Therefore,northsouthregionalrouteswouldpassviaTragad,Odhavand
Vatwa. The northwest routes would go through Tragad, Bopal and
SarkhejandeastwestroutesviaVatwaandSarkhejinterchanges.
4.3 BRTS
Around 62 kms of BRTS network is already operational in

Ahmedabad. Another 26 kms of BRTS Phase 2 is under
implementationandwillbecommissionedby2013.Thefirsttwo
phase of the BRT network spans across the city, connecting the
centralareaswithoutlyingindustrialandresidentialareasaswell
asinstitutionalareas.
extended outwards linking more areas on the periphery and phased as

stages3and4andisshowninthemap.
Phase
Figure 14: Proposed BRT Network

ToBilodra
ToKadi
BRTS-III Phase
To
Prantij
Kalol
GUJARAT
ToVadasar
To
TATA
nano
To
Dehgam
BRTS-IV Phase
GIFT
LEGEND
Phase1
Phase2
Phase3
Phase4
BRTS
Metro(proposed)
Existingroads
Proposedroads
Expressway
Railwayline
Urbanbuilt
Waterbody
Bhopal
Daskroi
To
Sanand
To
Vadodra
Changodar
ToKheda
ToNadiad
8KM
Narol-Aslali (ring road)

Jashodanagar-Hathijan (ring road)
CTM- Hatkeshwar-Khokhra-New cloth market
Khokhra-Rakhial-Civil Hospital-Ghevar circleDafnala-Acher
Naroda- Muktidhaam- ring road
IOC/ Chandkheda Zundal circle (ring road) +
New CG road- IIT Visat junction
Chandkheda-Gift(Gandhinagar)
S.P
Ring
Road(Naroda
Muthia)Enasan(Daskoi)
Kathwada (OG)-Zanu(Daskoi)
Singarva (CT)-Kujad(Daskoi)
Vatva-Hirapur(Daskoi)
Naroda Muthia(Nr. Naroda Lake)-Gift.
Bajrang Ashram-Kathwada(S.P ring Road)
New Wadaj-Oganj Circle
Vatva-Jetalpur(Daskoi)
Ambli-Sanand
Science city -Rancharda(Kalol)
Ogan-Vadsar(Kalol)
Length
kms
4.8
4.5
5.0
7.8
2.8
1.8 + 2.75
28.46
5.80
6.11
4.95
7.28
11.33
4.57
8.31
6.52
8.18
5.43
6.22
Completion of the entire BRTS network along with rationalisation of

AMTS bus services will help increase the PT ridership significantly. It is
expectedthataround40lakhboardingsonBRTandbusofwhich15lakh
willbeonBRTaloneby2031.
Bareja
ToDholka
Table 4: Proposed BRT Network

Proposed Corridors
ThefigureaboveandthetablebelowshowtheproposedBRTcorridorsto
be taken up over the next 510 years. The existing BRTS routes are
4.4 Metro
The IPTS study for Ahmedabad by Gujarat Infrastructure Development
Board (GIDB) proposed metro corridors to facilitate significant transit
movement envisaged between Ahmedabad and Gandhinagar. Metrolink
Express for Gandhinagar and Ahmedabad (MEGA)is special purpose

vehicle (SPV)formedbyGovernmentofGujaratforthefasterexecution
ofthemetrorailproject.Inviewofthefuturedevelopmentsandgrowth
scenarios Metro alignment is also proposed under IMP. Both the MEGA
and IMP Metro alignments were evaluated in terms of riderships and
travel time benefits. The figure below shows the proposed metro
alignmentoptions:
Figure 15: Metro Alignment Options
Alternative 1
Alternative 2
The metro system will be designed to provide high frequency services

both in peak hour and off peak hours. Short trains (3 coaches) are
proposed at interval of 5 minutes during peak hours and 15 minutes
during offpeak hours. Elevated corridor and medium capacity of metro
rail system will be equipped with features such as advanced automatic
signalingsystem,integrationofhightechtelecommunicationfacilitieslike
micro communication system, use of optical fiber cables etc. and

automaticfarecollectionsystem.
Ifwecomparethetwoalignmentsonthebasisofthefollowingcriteria
Coverageandridership
Table 5: Comparison for Metro Options
Proposed Metro corridors
MEGA Proposal
APMC Vasana to Akshardham( Via

Paladi, Ranip, PDPU)
CH3 to Mahatma Mandir
AEC to Airport
Kasturbasmarak to GIFT
Varaj to Paladi ( Via Kalupur)
Vadaj to Jamalpur ( Via Hatkeshwar)

IMP proposed option
Phase I:
Sarkhej to Gandhinagar (via Paldi,

Kalupur, Shahibaug, Koteshwar)
Phase II
Oganj to Kathwada (via Old Vadaj,

Shahibuag)
Thaltej to Vadaj
Kalupur to Vastral
Phase II
GIFT Sarkhej
Sanand - Sarkhej
Sarkej- Changodar ( Connecting

Dholera SIR*)
*ChangodarDholeraDistancenotincluded
Length
kms
76
in
Proposed
ridership 2031
7.9 Lakh
48
25.5
9.6 lakhs
51
Total 124.5
It is also observed that the MEGA alignment for metro has its coverage
concentratedinthecurrentbuiltupareasalongwithasignificantportion
competing for ridership with the existing BRT network. Since IMP is a
strategic transportation document the Metro network connectivity is
4.5 TheBusImprovementStrategy(BIS):
proposedkeepinginmindthefuturegrowth,intensificationandbuiltup
areas.Themetrowillformapartofthefuturemultimodalsystemforthe
GAarea.
The regular bus services of AMTS in Ahmedabad and VTCOS in

Gandhinagar form the backbone of the public transport services in the
city.ABusImprovementStrategywouldbedevelopedwhichwouldlook
at comprehensive measures to enhance bus travel. The objective is to
achieve significant improvement in bus service levels and quality which
wouldhelppullmorepeopletowardspublictransport.
Ifwecomparethearea,populationandemploymentcoverageoftransit
for the urban complex of Ahmedabad Gandhinagar under the two
alternativesitisobservedthattheIMPalternativeperformsbetter.
Figure 16: Comparison of Alternatives
50%
80%
47%
38%
25%
46%
50%
26%
22%
20%
IMP
40%
MEGA
30%
15%
Rationalisationofbusroutes:
The AMTS bus routes have evolved gradually over the years and in
many cases the routes have been added by incrementally putting
some extensions to existing routes. The resultant route structure
today is highly centralised, and lacks structuring as it runs between
manytomanylocations.
66%
60%
35%
30%
74%
70%
45%
40%
Population Coverage2031
AreaCoverage2031
43%
IMP
MEGA
20%
10%
Similarly VTCOS bus services in Gandhinagar are quite skeletal with

only 9 routes, 7681 ridership and would have to be enhanced
significantly.
10%
5%
0%
0%
500m
500m
1000m
1000m
EmploymentCoverage2031
100%
92%
90%
88%
80%
70%
60%
60% 58%
50%
IMP
40%
MEGA
30%
20%
10%
0%
500m
1000m
To cater to the 2031 population and new developed areas, regional

rail services and metro are being proposed apart from BRTS and
regular bus services. For the mass rapid transit modes, buses would
actasfeederandcomplementaryservices.Therefore,thebusroutes
would need to be rationalised so that the buses is not a competing
mode and together with other PT modes, a comprehensive and
integrated service is available to the passengers. Rationalisation of
busservicesisthus,animportantprojectwhichhasbeenidentifiedas
apartofBIS.
Asafirstlevelofrouterationalisation,changesinAMTSrouteswhich
are overlapping with BRTS corridors would be made. This would
include removing significant overlapping sections, and changes to
AMTSroutestomakeitcomplementarytoBRTSservices.
The overall route rationalisation would however be based on the

demand patterns in the city and would be developed as trunk and
feedercorridors,avoidingoverlapswithBRT.
BusFleetRenewal:
Asper200910AMTSAnnualReport,theaverageageofAMTSfleetis
around 10 years. Though, under JnNURM new buses have recently
beenprocured.
Improvementinoveralljourneyquality:
In order to make buses attractive for private mode users, an
improvementinoveralljourneyqualityforbususersiscritical.Rather
than just emphasising on service levels, BIS aims at improving the
overall journey experience which would include access to the bus
stops, waiting at bus stops, facilitating easy transfers and invehicle
environment.
Extra buses would have to be brought into service so that the new
areascouldbecoveredandnewlinks/routesprovided
Tobeabletoachievethis,followingstrategiesareproposed:
o
Prejourney information and planning: Access to

information on the existing service options available is
o
o
o
o
important for the PT users. Such an information base

helpstheusersinplanningtheirjourneysinadvance.
Improvedpassengeraccesstothestops:Proximitytobus
stops and convenient accessibility are two important
componentsofimprovingpassengeraccesstostops.
Improvingaccessibilitytobusstopsintermsofprovision
of walkways, shaded paths will reduce passenger
discomforthelpfacilitate
Easiertransfers
Better service frequencies (less than 20 minutes) to
reducewaitingtimesatthebusstops.
Reliablebusjourneytimes
Improving passenger information at stops : To improve
passengeraccesstosimpleandeasytouseinformation,
therolloutofstopspecifictimetablesisproposedandis
targeted to cover the major stops in the whole of the
network
Improvingwaitingenvironmentatstops
4.6 Transit nodesActivity Nodes and Interchange

Nodes
Two types of nodes are proposed as a part of the plan namely
activity nodesand interchangenodes.Itis important tonotethat
boththetypeofnodeswillhavetransitconnectivity.
Activity nodes: Areas which have a potential of becoming

major activity centres in future. Fourteen nodes have been
identified of these Sarkhej and Aslali are proposed as as
logistic nodes; Bopal, Bhadaj, Ognaj, Tragad, , Saraspur and
Navrangpura will be commercial nodes; Naroda, , Hathijan,

Vastral and Khatwada will act as Industrial nodes; Koba and
GIFT city will act as Institutional and proposed economic
nodes. These nodes are proposed to be connected with
transit.
Figure 17: Activity Nodes options
ToBilodra
To
Prantij
ToKadi
ToBilodra
To
Prantij
ToKadi
Of the 14 activity nodes identified to be developed as a part of the

proposalVastralandKathwada arethetwoareaswhichareexcludedin
Alternative1astheydonothaveanytransitconnectivity.
The existing nodes located in the heart of the city i.e. Ashram road and
Rakhialwillberedeveloped.
Table 6: List of Activity Nodes
Kalol
Kalol
ToVadasar
ToVadasar
Kudasan
GIFT
Tragad
Kudasan
To
Dehgam
Koba
Odanj
Name
GIFT
Tragad
Koba
Odanj
Bhadaj
Bhadaj
Naroda GIDC
Naroda GIDC
To
TATA
nano
To
TATA
nano Bhopal
Bhopal
Vastral
Daskroi
To
Sanand
Sarkhej
To
Dehgam
Kathwada
Bhopal
Navarangpura
Kalupur
To
Sanand
Vastral
Daskroi
Sarkhej
Aslali
Changodar
Hathjan
To
Vadodra
Aslali
Changodar
Bareja
Bareja
ToDholka
ToKheda
To
Vadodra
Aslali
ToNadiad
ToDholka
ToKheda
ToNadiad
LEGEND
Newdevelopmentnode
Industrialnode
Redevelopmentzone
Logisticnode
BRTS(operational)
BRTS(underplanning)
Metro(proposed)
Alternative1ActivityNodes
Existingroads
Proposedroads
Expressway
Railwayline
Urbanbuilt
Waterbody
Alternative2ActivityNodes
TypeofNode
TotalArea(Sq.KM)
Bopal
Mix
1.39
Bhadaj
Commercial
1.22
Oganj
Commercial
0.76
Tragad
Commercial
1.13
Navrangpura
Redevelopmentcommercial
1.33
Saraspur
Redevelopmentcommercial
1.64
Hathijan
Industrial
0.88
Kathwada
Industrial
0.88
Vastral
Industrial
0.91
NarodaGIDC
Industrial
1.07
Asali
Logistic
0.87
Sarkhej
Logistics
0.88
GiftCity
ProposedEconomicNode
0.91
Kobacorridor
Institutional
22.48
TotalArea
31.48
Depending on their passenger boarding and the location two

alternativesaregivenbelow
Interchangenodes
Transitnodesorinterchangesarelocationswherepublictransport
servicesmeet.Thesewouldprimarilyincludestationsinvolvingan
interchange between two mass transit lines or a mass transit line
andaregionaltransportfacility.Examplesofsuchinterchangesare:
Figure 18: Interchange Nodes Alternative 1

ToBilodra
To
Prantij
ToKadi
o
o
o
o
o
MRTMRT(junctionoftwoMetrolines)
BRTBRT(junctionoftwoBRTlines)
MRTBRT(interchangebetweenaMetrolineandaBRTline)
MRT Regional (interchange between a Metro line and a
regionalrailwaystationoraregionalbusstation)
MRT/BRT Regional (interchange between a BRT line and a
regionalrailwaystationoraregionalbusstation)
LEGEND
1Kalupur
2Anjali
3Wadej
4GandhinagarCBS
5Gitamandir
6Panjrapol
7Danilimda
8CTM
9Saijpur bogha
10Akhbar nagar
11Sciencecity
12Bhopal
13Sarkhej
14Vatva
15Odhav
16Naroda SBS
17 Tragad
18 Kasturba Smarak
Kalol
4
ToVadasar
GIFT
18
To
Dehgam
17
Transit Nodes would include the combination of a transit station with a

major activity area (such as a high intensity commercial or educational
area). The influence area of an interchange will depends upon the level
andthemodeofinterchange.Modesofmasstransitwithhighpassenger
capacityhavewiderinfluenceareawhereasthelowerpassengercapacity
masstransitoptionshavelowerinfluencearea.
11
To
TATA
nano
Bhopal
To
Sanand
10
6
12
5
2
16
3
1
Level1interchange
Level2interchange
15
Daskroi
13
14
Influenceareaforinterchangenodes.
Core
station Primarycatchment Secondary
area(sqm)
area
catchmentarea
Level1
40,000160,000 500mradius
1000mradius
Level2
30,00070,000
250mradius
500mradius
This plan proposes to improve the major interchange locations in

order to make transfers easy and convenient for passengers.
To
Vadodra
Changodar
Bareja
ToDholka
ToKheda
ToNadiad
TOD
BRTS(operational)
BRTS(underplanning)
Metro(proposed)
Existingroads
Proposedroads
Expressway
Railwayline
Urbanbuilt
Waterbody
2 4
8KM
Alternative1FuturetransitNetworkwithinterchangenodes
Figure 19: Interchange Nodes Alternative 2

ToBilodra
To
Prantij
1Kalupur
2Anjali
3Wadej
4GandhinagarCBS
Kalol
5Kankaria
6Rakhiyal
7Saijpur bhoga
4
8Rabari colony
9AEC
ToVadasar
10Iskon
11Sarkhej
22
GIFT
12Solaflyover
To
13Shivranjini
Dehgam
14Gitamandir
18
15Bhopal
16Sciencecity
17 Akhbar nagar
18 Tragad
16
17
19 Naroda SBS
19
12
7
To
20 Odhav
TATA
21 Vatva
3
15
nano
20
22 Koba
9
6
Bhopal
1
Level1interchange
10 13
14
Level2interchange
8
Daskroi
11
To
2
5
TOD
Sanand
BRTS(operational)
BRTS(underplanning)
21
Metro(proposed)
Existingroads
Proposedroads
To
Changodar
Expressway
Vadodra
Railwayline
Urbanbuilt
Bareja
Waterbody
ToNadiad
ToDholka
ToKheda
0 2 4
8KM
ToKadi
DelineationofaTransitNodeDevelopmentArea(TNDA)
LEGEND
Alternative2FuturetransitNetworkwithinterchangenodes
Itisrecommendedthatareaalongthetransitbeintensifiedbyincreasing
theFSI.Twomodelsofintensificationareproposed;inthefirstcasearea
ofabout250to300metersalongtheBRTcorridorwillbeintensifiedand
secondly 250 m around metro stations. Apart from this area with 500m
buffer aroundinterchangenodesofLevelone and 250 mbuffer around
interchangenodetwoisalsoproposedforintensification.Thedecisionon
the increased FSI will depend on the road width and the minimum plot
size (1500 Sq.m for areas around BRT and 2500 sq m for areas around
metrostation)thefollowingisrecommended
1. BRTwithRoadwidthbetween45to60mthelandwithin100m
oftheroadiszonedashighintensitydevelopmentzonewithFSI
4,beyondthisupto250 mis alsointensificationzonewithFSI 3
andrestofthecitytogetFSI2.75.
2. BRT with Road width between 24 to 45 m In this case only the
abuttingplotstogetbenefitofthetransitintensificationwithFSI
4andbeyondthatupto250mwillhaveFSI3restofthecityto
getFSI2.75
3. Allroadsbelow24mincreaseinFSIfrom1.8to2.75
Figure 20: FSI along BRT Corridor
include preparation of a Detailed Project Report for infrastructure

augmentation.TheDPRshouldcoverinvestmentsinthefollowing:
Beyond250m
2.75FSI
150m
3FSI
100m
4FSI
4560m
BRTcorridor
100m
4FSI
150m
3FSI
Beyond250
2.75FSI
Incaseoftransitnodes
Street development including facilities for pedestrians and

bicyclists
Watersupply,sewerageandstormwaterdrainage
Ductingforpowerandtelecom
Parkingandtrafficmanagement
Plotsizeandroadwidthconsiderations
1. Level one interchange to have an area of 500 m around them

reservedforintensification.TheFSIof 4 isrecommendedinthis
area.
2. Level 2 interchanges to have an area of 250 m around them
reservedforintensification.TheFSIof3isrecommended
3. Metrostationstoalsobenefitfromintensificationandhencethe
FSIforanareaaround250300mfrommetrostationwith3FSI.
In this case also, it is recommended that the Town Planning Scheme
mechanismbeusedwithappropriatemodificationsforachievingplanned
redevelopment. Along each MRT station and BRT alignment, Transit
development areas may be delineated for discrete stretches and TP
Schemesmaybepreparedforeachsuchstretch.Theprecisedelineation
of each TCDA can be part of the TP Scheme process. The TP Scheme
shouldincludeproposalsforcapturingatleast40%ofthetotallandarea
inthepublicdomain.However,theFSIforeachplotshouldbecalculated
on the basis of the Original Plot area, so that the densification is not
neutralized by the plot area deduction. The TP Scheme should also
It is recommended that the provision of additional FSI be made

contingentona minimum plotsize andaccess fromroad of a minimum
road width. An illustrative table for a TNDA with R1 surrounding area is
givenbelow:
MaximumFSI
Minimumplotsize
Minimum width of
road
2.75
AsperprevailingDCR AsperprevailingDCR
3
1500sq.m
18metres
4
2500sq.m
24metres
The 25% extra FSI for achieving maximum height, currently available on
paymentofImpactFeecancontinueintheabovecasesalso.
DuringpreparationofTPSchemes,aproactiveeffortfromthesideofthe
planningagencytoencourageamalgamationofsmallerplotsisdesirable.
In the case of smaller plots in the TP Schemes, if amalgamation is not
happening and there is a need to deduct land for increasing public
domain, compensatory FSI may be awarded in proportion to the loss of
land.
DelineationofaTransitNodeDevelopmentArea(TNDA)
ItisrecommendedthattheTransitNodesinAhmedabadbecategorized
into two categories based on the anticipated influence zone. Nodes like
Kalupur (Transit Node Type 1) should have a larger area delineated for
areadevelopment.Onatentativebasis,theDevelopmentAreaforTransit
NodesofType1couldbe500mx500m,whiletheDevelopmentAreafor
other Transit Nodes (Type 2) could be 250 m x 250 m. The exact
boundariesofeachTransitNodeDevelopmentAreashouldbedelineated
on a map using existing or proposed physical boundaries such as major
road,railwayline,waterbody,etc.
Availabilityoflandfordevelopingtransitinterchangesisachallengesince
most of the areas where level 1 and 2 interchanges exist in already
developedarea.Henceacquisitionoflandisoftenseenasachallenge.In
caseofAhmedabadtheconceptoftransferofdevelopmentrights(TDR)
can be applied to acquire land for transit facilities. This process of land
acquisitioninurbanizedareasofthecitywillbealesscomplicated,costly
andtimeconsumingprocess.
In this regard necessary amendments to the Gujarat town planning act
may be applied in order to empower the local bodies (Corporations /
Planning Authorities) to permit additional FAR for the land handed over
free of cost whenever such lands are required for development of
interchangefacilities.
The owner of any land which is required for interchange facilities as
proposed in the plan shall be eligible for the award of Transferable
DevelopmentRightscertificate,whichhemayuseforhimselfortransfer
toanyotherperson.
Based on the intensity of development, the city may be divided into

intensively developed (R1zone), moderately developed (R2zone) and
sparsely developed (R3zone) zones in the plan. The transfer of
Development Rights shall be from intensely developed zone to other
zonesandnotviceversa.
The TDR certificate permitted may be utilized either at the remaining
portionoftheareaaftersurrenderwhichwillbelimitedtoamaximumof
0.6 times eligible floor area ratio as additional floor area ratio in lieu of
transferofTDR.Theplotreceivingbenefitwillabutroadsnotlessthan12
mtswide.TheTDRcertificateshallbevalidfor5yearsfromthedateof
issue, and can be renewed after 5 years however the validity of the
certificatewillexpireafter10years.
DuringpreparationofTPSchemes,aproactiveeffortfromthesideofthe
planningagencytoencourageamalgamationofsmallerplotsisdesirable.
In the case of smaller plots in the TP Schemes, if amalgamation is not
happening and there is a need to deduct land for increasing public
domain, compensatory FSI may be awarded in proportion to the loss of
land.
IncaseofLeveloneinterchangenodesitisproposedtohaveFSI4andin
caseofleveltwonodestheFSIproposedwillbe3.
Basic Terminal Facilities These accounts to the mandatory facilities
which is to be provided at each interchange terminal such as: ticketing
counter, ticket wending machine, enquiry counter/ information kiosk,
waiting area/ sitting, washroom, first aid, security, accessibility for
disabled etc. Passenger information facilities: such as passenger
information centre/kiosk, direction signs, route/destination display,
departuretimeindicator,etc.Toenhancepassengerstotransferbetween
modes, an efficient message display and directional signs or public

announcement system which helps channelise passengers to their
requireddestinationsshouldbeprovided.
Transit Supportive Facilities These are the facilities which would help
facilitate the transportation activities within the terminals and to help
increase the comfort of passengers by providing for the basic needs
withinterminalarea.Thesefacilitiesmayincludepassengerparking,para
transit parking, pick and drop, telephone booth, ATM, cloak room,
computer/printing,emergency,tourismdesk,travelagencycounter,food
court/coffeeshops,retailshops,bookshops.
AdditionalFacilitiesCertaincombinationsofmixedlandusewithinthe
terminal building or within the influence area encourages public
transportasithelpintegratebasicactivitieswithmobility.Theseinclude
presence of institutions (schools, colleges etc), offices, library, money
exchange, medical and health centers/hospitals, banks, post service,
photocopying, printing, restaurant/hotels, supermarket/shopping mall,
offices,rentalcarservice,florists,gamingzone,photostudio,saloonsetc.
Chapter 55 Proposals for Encouraging Non-motorised

Non motorised
Transportation
Sidewalks are the most important element of a democratic culture
5 Proposals for Encouraging Non-Motorised Transportation

This plan recognises the need for encouraging nonmotorised modes of
walking and cycling in the city. This plan proposes development of
Greater Ahmedabad area as a compact city having a mixed use
development pattern. This will help facilitate walking as most people
would be living close to essential services like shops, schools, parks and
variouscommunityfacilities.
PedestriansinGAareasufferfromproblemslikeobstructionsinwalking
space, pedestrian/vehicular conflict, barriers, air and noise pollution as
well as monotonous streetscape. These problems are often a result of
numerous competing interests for street space and lack of focus on
movements.
pedestrian
Thisplanfocusesonpromotingwalkingasaregularmodeoftravelinthe
city and will attempt to help build a pedestrian environment which is
conducive to walking and is planned integrating with surrounding land
uses.
Themobilityplanrecommendscreatingasetofdesignguidelinesinthe
building bylaws for Ahmadabads roads that set standards for certain
fixedelementslikefootpathwidth,landscaping,streetfurniture,lighting
standards,bicyclelanewidthetc.Thesestandardscanbesetdepending
on the RoW of the road as well as the particular function for which the
street is being used. The concept of Pedestrian first is recommended
whichconsiderspedestrianasthemostimportantelementinthestreet
design.Thepavement,widthoffootpath,thetrees,andthebenchesare
allpartofthedesign.
5.1 CompleteStreets
TheplanrecommendsdevelopmentofCompleteStreetswhichnotonly
focuses on moving vehiclesbutalsoprovides spaces for walking, cycling
and freight vehicles. Adjacent land use development will be integrated
withthestreetwhichwouldprovidecontinuousbuildingfacadesontothe
streetwhichwillhelpimprovepedestriancomfort.Developmentofgreen
buffer would help provide shaded and comfortable walkways and will
alsoreducetheimpactofvehiculartrafficonpedestriansandcyclists.
5.2 Placemaking
Streets and well designed public spaces play an important role in place
makingandcanalsoencouragewalkingandcycling.Toenhancethebuilt
environment, place making projects are being planned for Bhadra fort,
Law Garden area and Mansi Circle which will emphasise on providing
spacesbacktopeople.
LawGardenArea
TheAhmedabadBRTScorridoralsoconnectsLawGardentoIsconMega
MallviaNehrunagarcharrasta,GulbaiTekra.TheLawGardenareaisalso
known for selling of handicrafts, fast food along footpaths. The project
IMP|ProposalsforEncouragingNonMotorisedTransportation 33
looks at traffic situation for motorized and nonmotorized vehicles and

suggests initiatives for accommodation of informal activities as well as
NMVandmotorizedvehicles.Theseinformalactivitiestakeplaceduring
evening hours when there are many pedestrians walking along the side
lane. The place needs more pedestrian space for people to walk and
shop.
The proposal looks at street segment from Nal Chowk to NCC Junction.
The existing right of way (ROW) is 20.5 m. The proposal is to increase
ROW to 24 meters with large pedestrian area with two BRTS lanes and
singletravellaneformixedtrafficinonedirectionfromNalChowktoNCC
junctiontoservebusiness/residentsneedfacingthestreet.
ManasiChowkRedevelopment
ManasiChowkislocatedalongJudgesBungalowRoadinthewesternpart
of Ahmedabad.The fruit and vegetable vendors sit inthe area between
thetwoparallelstreetsthatarejust10metersapart.Theintersectionhas
fivestreetsbutnotalignedproperlyforasignalizedintersection.Thepark
isunderutilised.
It is proposed that redesigning the intersection and area will provide

dignityandspaceforthefruitandvegetablevendorsaswellasregulating
traffic.Theconceptproposedherewillcreatetwoonewaysegmentsthat
willallowmergingoflargerparkwithextraspacetocreateamarket.The
marketcanberegulatedbyissuinglicensestothevendorsandcollecting
fees
InnerCityImprovementPlan
The plan outlines public transit improvements, traffic management
measuresandstrategiestoimprovequalityoflife.Therearemanyissues
related to Bhadra Chowk and walled city area. The city area is old and
hence streets were not designed for the motorized travel. The conflict
exists between pedestrians, cyclist, motorist and hand carts and even
camelcarts.TheAMTSbusesalsoplythroughthisarea.
UnderthepublictransportImprovementsuggestssixcirculatorroutesare
proposed complementing the BRTS and future rail. The orange line is
proposed along Kalupur, M.G Rd, Bhadra, Town Hall, Sardar Baug,
Mirzapur,RdTrikonBaug,ReliefCinemaandbacktoKalupur
The recommendation also includes a creation of pedestrian plaza at
BhadraChowk.Thecarehastobetakentocreateatrafficmanagement
planandmaintenanceplanfortheplaza.
BhadraChowkProposal
5.3 Cycling
InnerCityImprovementproposal
TheIntegratedmobilityPlanrecommendsdevelopingbicyclefacilitieson
thetransitreadystreets.InAhmedabad,allroadswithRoWofmorethan
45mcanbeprovidedwithbicycletrackandservicelane.
On other roads, a painted line demarcating the cycle track can also be
used. In such cases, proper signage to guide users as well as strict
enforcement is required. Potential application is subarterial and
collectorstreets.Inothercases,anarrowservicelaneofwidth2.4mcan
besharedbetweenmotorisedtrafficandcycles.Duetothenarrowness
of the service lane, speed of motorized traffic is low and deemed not
hazardousforcycleusers
5.4 LocalAreaAccessPlan:
Presently the street network in Ahmedabad provides excellence
connection between nodes (educational, institutional, recreational and
employment)forvehicleusers.Theseconnectionscanbeenhancedwith
safe,attractiveandconvenientfacilitiesforwalkingandbicycling.
The extent the streets are used for walking and bicycling in the
neighbourhood depend on the quality of street, availability of footpath,
streetlightingandsafety.Whenoneseeschildrenridingbikeorwalking
tothecornerstoreortotheschool,roadsareperceivedassaferoads.In
ordertomakestreetquieterandsafer,multipletrafficcalmingmeasures
are utilised. It is recommended that studies be carried out to identify
areasaroundpublictransportwherepeopleprefertowalk.
The basic objective of last mile connectivity focuses on safety and

accessibility for development of high quality pedestrian network. The
specificobjectivesare:
Toensuresafepedestrianandbicyclefriendlyaccesstolocal
destination
Toprovidelocaldestinationswithbetteraccessibilitytomass
transitsystem.
To ensure world class service level for local street
environment.
The project identifies major trip attracting destinations like schools,

collegesmedicalfacilities,publicspaces,sociorecreationalplacesaswell
asmajorresidentialzoneswithinthecatchmentzoneofthemasstransit
system.Majordestinationsareidentifiedbasedonthefootfalls,proximity
totheclustersofactivitiesaswellasthemasstransitfacilities.
The streets are identified and categorized based on the available ROW,
Land use patterns and the traffic, thus creating a pedestrian network
alongthemasstransitcorridors.
AhmedabadLocalAreaAccessPlan(LAAP)aimsatimprovingpedestrian
experiencenotonlyforBRTcommutersbutalsoforpeoplewhowalkon
daily basis. LAAP identifies the potential road network along the mass
transit corridors in order to improve the last mile connectivity. The first
partofLAAPidentifiesthecorridors
Figure 21: Local Area Access Plans
Figure 22: Example of street design for 24m RoW
GUJARAT
LEGEND
ThusLAAPprojectwillhavefollowingbenefitsforthepedestriansaswell
asothercommuters.
4KM
Thestreetswillbedesignedfocusingonincreasingthepedestriansafety
aswellasimprovingthequalityofexperienceforthecommuters.Street
design willtakeintoaccount contextual needs that corresponds to local
residentsaswellaslanduse,trafficcalmingmeasures,incorporatingthe
informalactivitieslikestreetvending,paidparkingetc
Street designs will incorporate pedestrian facilities, pedestrian level
lighting, landscape, amenities like dustbins, benches etc, improved
landscaped areas, allocated spaces for other infrastructure like section
feederpillars,stormwaterdrainsetc.
ImprovedroadsalongtheBRTcorridorwhichconnectsmajortrip
attractingamenitieslikeschools,colleges,hospitalsetc.
Extension of the LAAP network to MRT and Sub regional rail
proposal.
Resulting in a complete pedestrian network for city of
Ahmedabad.
The identified network will not only have basic pedestrian
facilities,butalsothestreetdesignwillrespondtothecontextual
requirements.
Integratedparkingfacilitiesaswellasorganizedstreetvending.
Chapter 6- Proposals for Better Demand Management
There are no freebies when it comes to Parking
6 Proposals for Better Demand Management

Several initiatives like better parking management, freight management
plan are also being proposed as part of this plan. These are discussed
below:
6.1 ParkingPolicy
Theparkingpolicyisbasedonsomekeyprinciplesandfollowstheoverall
vision for Ahmedabad Integrate city structure and transport system
towardsgreateraccessibility,efficientmobilityandlowercarbonfuture.
2) Toimplementparkingstandardsthatareflexibleandcanbemanaged
3) Toreducetheneedtotravelandsubsequentpressureonparking
Strategies
Planninganddesign
Locatebusinessdestinations,mixedlanduse,highintensitylanduse
around publictransportation hubs.These hubs should be identified
intheDevelopmentPlanandadditionalFSIbeproposed.Planningfor
publictransit(Janmarg,AMTS,MEGAandsuburbanrailshouldserve
areas with high densities (residential, commercial, industrial and
institutional).
Provide park and ride facilities near important transit hubs that
wouldencouragemorepeopletousepublictransit.
Modifyparkingstandardstoreflectspecificsituations.Itisnotlogical
to have same standards for different geographical locations. AMC
and AUDA need to identify different zones in the city based on a
matrix of indicators (location, accessibility by public transit,
walkability,densityetc.).
Identify spacesfortruck terminals inthe Development Plancloseto

existingindustrialestatesanddevelopthemwithintheplanperiod.
Discourage bundling of offstreet parking facilities with commercial

facilitiesasaviabilitygapfundingmeasure.
a. It should support the citys economic development, urban

development, transport, environment, culture and safety of
citizens
b. Itshouldsupportintegrationoflanduseandtransportinthe
city
c. Street space and land is a valuable and scarce resource and
parking priority needs to be considered against other
competinguses
d. Pricingparkingneedstobeseenasadisincentive(ratherthan
revenuesource)andusedasatooltomaintainacertainlevel
ofavailabilityofonstreetspaces
Objectives
1) Tomanageparkingdemandandsupplyeffectivelysuchthatparking
spacesareavailableforpeopleinmostneed
IMP|ProposalsforBetterDemandManagement 38
should be fixed in a manner that some vacant spaces are always

available
Transportation
Moveawayfromtheconceptofusingroadspaceforparking.Road
spaceisscarceandparkingdemandsmustcompetewithotheruses.
Develop and strengthen Ahmedabads ring and radial road network.
The parking policy, in line with recommendations in the IMP,
advocates further development of an efficient road network with a
clearpattern,hierarchyandcompleteness.
Prohibitmovementofheavyvehiclesinthecity.Identifyroadswhere
heavy vehicles (trucks, GSRTC and private intercity buses) may be
allowed to ply. All HCV movement should be prohibited during the
daytime.
Institutional
TransferenforcementandmanagementofparkingtoAMC.Thiscan
be done by having a traffic department within AMC that is
responsibleformanagingallaspectsoftraffic
Enforce and manage strictly. Before enforcement, the traffic

department should clearly demarcate onstreet parking spaces with
proper lane marking and signages. Fines in case of breaking rules
shouldbeclearlyvisibleforalldrivers.
Finance
Consider parking fees as disincentives and not as revenue source.

50% of the parking fees collected should be handed back to the
neighbourhood/ locality for management of facilities and general
upkeepofthearea.
Encouragesharingoffacilities.Landusesthathavedifferentparking
peaks (eg. office building and malls) should allow their parking
facilities to be shared to encourage higher usage and to reduce
parkingspillover.TheencouragementmaybeinformhigherFSI,TDR
etc.asmaybedecidedbyAMC/AUDA.
Adoptdifferentialpricingfordifferentzonesinthecity.Zoneswith
higherdemandforparkingshouldhaveahighercharge.Thepricing
Incentivize use of public transit. Government and private offices,

educational institutes should offer incentives to employees for
utilizingpublictransitsystem
Awarenessandeducation
Create zero tolerance zones. These zones would serve as models,

whichcouldthenbeexpandedtotheentirecity.
Conducteducationandawarenessprograms.Theseprogramsshould
aimatsensitizingparticipantsaboutthenewparadigminparkingand
theeffectsofincreasingprivatecarusage.
Encourage car pooling and travel by public transit through

advertisementsintheprintmediaaswellasradio.
Recommendations
Allarterialandsubarterialroadswillbeidentified.Onstreetparkingwill
bepermittedonlywhereadequateroadwidthforsafetrafficmovement
isavailable.Asapolicy,50%revenueearnedfromonstreetparkingwill
behandedback to theneighborhood. This revenuewillbe usedtopay
forthemaintenanceoffacilities.Thesurpluswillbeusedtoforcreating
betterpublicfacilities(footpaths,signages,benchesetc.).
Thefollowingprioritieswillbefollowedincaseofcompetinguses:
Trafficmovement
Safetyforpedestrians
Publictransit
Accessibilityforbusiness/residences
Autoparking
Residentparking
Vehicleparking
Onstreetparkingwillberestrictedonlocalstreetstoimprovequalityof
environment. Parking on such streets will be managed to ensure that
long term parkers from adjoining offices and businesses do not park.
Provision of footpaths should be taken up on priority when designing
parkingspacestoavoidinconveniencetopedestrians.
AMC will implement the parking policy. It should carry out detailed
studiesfordetailingandarrivingataconsistentframeworkfordifferent
areas.Itwouldproposeparkingchargesfordifferentareasasperthese
studies. It will also be responsible for implementing basic parking
infrastructure. Enforcement and management would be done through
thetrafficdepartmentwithinAMC,whereaspecialparkingcellwouldbe
setup.
AMCwillalsocoordinatewithAUDAtoensurethatrecommendationsin
parkingpolicyreflectintheDevelopmentPlanthroughappropriatepublic
transitproposals,roadnetworkplanning,landusestrategiesandzoning
proposals. Janmarg, AMTS and proposed MEGA should design a
comprehensive operations plan, which makes public transit usage easy
and convenient and offers superior service to private vehicle use. Land
for park and ride facilities, especially in the newly developing areas
shouldbeapriority.
6.2 FreightManagement
TheobjectiveoffreightmanagementincontextofthisplanistoImprove
freightmobilitywithintheoveralltransportsectorprioritiesoffacilitating
urbanmobilityandpublicsafety.
CertainbasicrecommendationsforfreightmanagementinGAareaareas
follows:
Term Management
Short
Investment
Redefine freight routes and

time zones to minimise the
intrusion of external traffic and minimise conflicts with
passengermovements
Possible use of other

terminals for lean time
storage/distribution
Provision for Parking and

transporter facility within
GIDCEstates
Invest in directional and

informationsignage,including
possibleelectronicdisplays.
Invest in transport parking
space and provide other
facilitiesfortruckers.
Term Management
Long
Investment
Improve directional
informationsignage
Define priority markets to be

located within the city and
designate
dedicated
corridors/ Lens for freight
movement
and
Responsive City Centre land

usetransportpolicies
Definetradesthatneedtobe
locatedwithinthewalledcity
and incentives relocation by
providingadditionalFSIinthe
current
location
for
development of alternate
facilities.
Invest in Truck Traffic and

Information Management
System
Use some of the provisions
of the TP schemes. / TOD
conceptstoenhancearterial
capacities
to
ensure
movement
of
goods,
including possible vehicle
lanes, segregation of traffic
and adequate pedestrian
controls..
Invest in Truck Tracking and

Information Systems
integrating markets, logistic
hubsandterminals.
Upgrading
terminals
DevelopLogisticHubs
6.2.1 FreightMovementProposals
RedefinedfreightRoutesandTimezones
Trucks are allowed to ply on the ring road and on the NarodaNarol
NationalHighwayallthroughthedayandnight.Trucksarealsoallowed
to access the city centre during night hours (9 pm to 9 am) and also
duringtheafternoonhours(1pmto4pm).Thissituationcreatesalotof
congestioninthearea.
o
transport
Given the changing peak time travel within the city and the
pattern of road accidents, recent change in the night time
delivery time of 11 pm to 7 am as announced by the Police
Commissionergetsjustified.
Itisalsoadvisabletodiscontinueoffpeaktimezone(from1
pmto4pm)astrafficonmanyofthesestreetsishigheven
duringafternoonhours.
Time regulation on the SarkhejNaroda corridor needs to be
imposed,asmanytrucks areparked alongthatroute,which
addstotheexistingcongestion.
Currently Narol Naroda highway is accessible 24 hours for
truckmovement.Largenumbersoftrucksplyonthiscorridor
(110perhourperdirection)whichhasnowtransformedinto
a major commercial and residential area. This area is also
recording large number of fatalities due to freight and
passenger conflicts along with congestion caused by parked
trucks.Giventhiscontext,itisrecommendedthattruckentry
onNaroalNarodacorridorisallownighttimeonly.
Truck access to city centre is allowed during offpeak hours
through radial corridors (NarolJamalpur, Kalupur
DelhidarwajaShahibaug and Sarangpurodhav). The
congestionlevelsarehighonallthethreeradials.Theseare
alsomajoraccidentpronestretches.Itisrecommendedthat
o
o
ii.
RedefineFreightAccessinGIDCArea
i.
Figure 23: Naroda GIDC Estate Access Plan
trucksmovementontheseradialsshouldberestrictedduring
daytimeonly.
LCV movement, as before, will continue to have unlimited
access.
Naroda, Narol and Vatwa industrial estates, despite the
presence of ring road are accessed through NarolNaroda
highway. Developing direct access with appropriate design
standardsfromtheringroadtothesethreeindustrialareasis
recommended.Detailproposalareasunder.
Improve pedestrian movement by: Time regulation on
un/loading,Provisionofcurbsideun/loadinglane,Removalof
encroachments on footpaths in city center speed limits by
usingtrafficcalmingmeasures(Speedbumps,Signage,speed
guns)
Heavy penalties for violation of rules: Vehicles entering
during restricted hours, parking during restricted hours,
UnorganizedUn/loading.
NarodaGIDCEstate:NarodaGIDCestateisonemajorindustrial
area of city which caters 40 % of freight traffic coming into the
city. At present, there are two access roads for Naroda GIDC
estate, one is Dahegam road and other is Himmatnagar road.
Thereissignificantconflictbetweenpassengerandfreighttraffic
and hence alternate connections to ease the movement are
proposed.Theideaistoprovideadirectaccesswaytoringroad
forfreightvehiclesasshowninthemapbelow.
Vatva GIDC Estate: Vatva GIDC is situated on southern eastern

partofcitywhichcaters44%freightmovementofallindustrial
area.Total 2500 unitsof chemical, engineering & pharmabased
factories are situated in this estate. Road connect to
Mahemdabad is used as access way for Vatwa GIDC estate.
FutureBRTSproposalcoverthiscorridoralso.Lesscarriageway,
truck parking & wrong side movement are major issues on this
road. It resulting high numbers of accidents records on this
corridor.NeedofalternativeroadforGIDCestatetoringroadfor
freight traffic which reduces clash between passenger & goods
vehicles.
Figure 24: Vatva GIDC Estate Access Plan
Figure 25: Odhav GIDC Estate Access Plan
iii.
OdhavGIDCEstate:OdhavGIDCareaissituatedoneasternpart
of city with major manufacture industries. It developed along
major regional road which connect Kapadvanj city. In present
situation, freight vehicle using this road as entry and exit from
GIDC area. Parking of trucks on road creates congestion. Odhav
crossroadcirclerecordslargenumberofroadsfatalitiesalso.An
alternativeroutetobypassthroughtraffichasmadeavailablein
the form of ring road. An alternative route is required for
reducing conflict between passenger and freight traffic. Two
parallel 30 meters wide road along this road stretch will use as
freightcorridor.InsouthernpartofGIDCarea,another30meter
wideroadwillalsoprovideconnectivitytoringroaddirectly.
ProvisionforParkingandTransporterFacilitieswithinGIDCEstates
In major industrial area, nofacility of parking fortrucks &therefore
they park on the road which creates congestion & conflict points.
Longhaultrucksneedparkingspacefortruckmaintenance,checking
& waiting for their number for loading unloading. Exploring
possibilities for freight facilities (distribution business) within the
existingindustrialareasisnecessary.
TruckingInformationSystems,SignageandTruckTrafficControl
Thiswouldconsistofinstallationofinformationsystemthatprovides
trucksatentrypointofthecityonavailabilityoffacilitiestooffload/
load/parkingatvariousmarkets,routetofollow,restrictiontimefor
freight traffic and possible wait time. This would be joint venture
betweenAMCandthemarketcommittees/GIDCcommittees.Sucha
system could also benefit idlingtime in themarkets/.Estate so that
theycouldmovetoparkinglotsintheperipheryandmoveinbased
on demand and availability of slots. Besides electronic signage, the
directional signage would indicate the routes and the Information
signageonrouting,rulestobefollowedandoperationaldurationof
thefacility.
Upgradingwarehousingandtransportfacilities
This would include upgrading warehousing and transport facilities

LogisticHub(Sarkhej&Aslali).Anareaplanningexerciseisneededto
redevelopthesetwosites.
Somekeyfeatureswillbe:
o
The Transport Nagar Plan will encourage smooth traffic

movementinside&outsidethecomplexforalltruckdrivers,
employees,visitors&othervehiclepassingthroughthisarea
alike.
Easy and direct accessibility to this area with appropriate

designstandardsfromtheringroad
Spatial planning so as to ensure easy distribution of and

accessibilitytoamenities.
Exploring possibilities for freight facilities (distribution

business)withintheexistingbuildingfootprintslayout.
InviewoftheaboveitisproposedthatSarkhej&Aslaliterminal
be used for warehouse activity. Apart from this Vatva, Odhav &
Naroda GIDC estate would also required transport terminal
facility with easy access to ring road without disturbing other
residential & commercial areas in the city. In view of this 35
meterwideroadwithgoodinfrastructureisproposedtoconnect
GIDCareawithproposedterminals.
KhodiyarICD is alsodeveloping as multimodal rail &road based
logistic hub whichwouldfurther need direct access to ringroad
byprovisionof35mwideroad.
i.
RedevelopmentProposalforSarkhej
With restructuring of TP scheme proposal, 45 meter wide road
proposedwithappropriatedesignstandardsfordirectaccessfrom
the S.P.Ring road which will use as freight corridor. The following
arehenceproposedforthesame
Figure 26: Freight Management Sarkhej
Areas along this corridor develop as godown & warehouses. 30

meterwideroadtoprovideaccessibilityofexistingwarehouses.
RelocateexistingsmallgodownwhichsituatedalongNH8c.
Exploring facilities for truckers & develop truck terminal with

loading/unloadingfacility.
Provide facilities like general amenities, rest area, maintenance

workshopforlabour&truckdriver.
Provide large parking space for freight vehicles within this area
whichremovingcongestiononexistingroad.
Figure 27: Freight Management Aslali
No parking along the roads above ease congestion and increase

efficiencyoftheroad.
ii.
ProposalforredevelopmentofAslali
Ribbon development of warehouses & Aslali village along NH8 highway

hasresultedinconflictbetweenpassenger&freightmovementwhichis
evidentfromthehighnumberofaccidentsonthisstretch.
In order to resolve this conflict, it is proposed to have 35 meter wide
designedroadsrunningparalleltothemainhighwayonbothsides1.5Km
fromtheNH8toprovidedirectaccessibilitytotheringroad.
AtransportNagarisalsoproposedonthiscorridorwhichwouldprovide
for truck parking and other freight facilities within estate area. As an
extensiontothetransportnagaritisproposedthata1000meterbuffer
areaalongtheNH8fromS.P.RingroadtoJetalpurshouldbedevelop as
theexclusivelogisticTPschemewhichwillserveasalogistichubforthe
city.
6.2.2 LogisticHubsConsolidation/DistributionCenters
InviewoftheproposedinvestmentsintheGraterAhmedabadRegionin
theformofdedicatedfreightcorridor,ViramgamSIR,ChangodarSIRand
existing automobile industries of TATA Nano and the upcoming area in
Bechrajji,thefreightmovementintheregionisboundtoincrease.
The need for logistics and freight supportive activities for raw material
and finished productsin theregion alsobecomesevenmoreimportant.
Theselogisticshubsneedtobeintegratedwiththecitylogisticareasfor
smoothmovementofgoods.Theaccessoftheseareastothemajorring
andradialsinthecitywillhencebecrucialtominimiseadverseimpactsof
freightmovementonthecityroads.
Figure 28: Logistics Hub and Transport Nagar

ToMehsana
ToHimatnagar
berequiredtotakecaseofgeneralmaintenance,landscaping,security&
wastemanagement.
To
Kandla
Concor
ICD
Virangam
SIR
TATA
Nano
Automobile
Indusries
LEGEND
Logisticpark
Transportnagar
Industrial
Regionalroads
Urbanroads
Regionalrail
Urbancenters&SIRs
Waterbody
Naroda
GIDC
DFC
terminal
Odhav
GIDC
Sarkhej
Changodar
Aslali
Vatva
GIDC
Changodar
SIR
ToRajkot
ToDholera
ToVadodara
Two logistic parks are proposed near Godhavi where DFC corridor
intersectswithSanandViramgamrailline,whichprovidesconnectionall
major ports. Logistic Park at this location will reduce logistics costs and
improve serviceability. This translates to reduction in truck turnaround
time and goods damage, storage of more and more goods in the same
spaceandservingthemarketsasfastaspossible.Thisareawillalsocater
toprovidelogisticsspaceformultipleclientsandindustriesandforfuture
expansion.Utilitieslikeweighbridge,commercialcomplexandfuelpump
arealsoproposedintheseareas.Thelogisticparkmanagementwillalso
Bol GIDC estate near TATA Nano plant will also be develop as
automobile hub, hence the need for transportation facilities in this
area will also increase. Hence a road based logistic park with
transportnagarisproposednearTATAnanoplant.Itisproposedthat
a60mtwideroadwouldprovidedirectconnectionbetweenSanand
toViramgamSIR.
Based on the studies, it becomes clear that the Kankariya terminal
needs to be shifted from the present location to increase its
functionalefficiency.Theproposedlocationoftheterminal,foundto
befairlysuitableintheexistingscenario,wouldbeinVatvanearthe
SardarPatelRingroad.Thiswouldbeaverystrategiclocationasitis
wellconnectedwithindustrialzonesandhasgoodaccessibility.
6.2.3 FreightManagementHeritageSites
Adverse impacts of freight movements in urban city centres include
congestion, noise, poor air quality, and reduced safety. The quality of
environment is poor resulting in low value developments. Recently the
city has started focussing on the historical resources and efforts to
conserveandpreservetheareaareunderway.The centralareaisbeing
developed as vehicle free zone. This includes conservation of the fort.
Effortstodeveloptheclosedtextilemilllandsareunderway.
Reduce trucks to improve quality is the basis for innercity re
development. The freight management plan for this area has the
followingspecificproposals.Inthisregardsthefollowingisproposed
Declare the entire walled city and surrounding area as Heritage

Area
Decongestion of city centre by shifting out wholesale grain and
woodmarketstoperipheryareas
Regulatory measures with regards to loading/unloading &
encroachmentrestrictionsonroadsincitycenter,alongwithwell
defined fines for lack of enforcement will help to utilize actual
carriagewayduringpeakhours.
Clear demarcation of no parking areas in city center and
stringentenforcement.
Encourageuseofcleanerfueldrivenvehiclesforgoodstransport
Figure 29: Restricted Freight Movement Walled City
Chapter 6- Development Framework
Success of plans depend on the ownership we take in them
7 Development Framework
7.1 Multimodal
(MATA)
Affordable
Transport
Authority
Recently Gujarat government has announces the setting up of a

Multimodal Affordable Transport Authority (MATA) to develop a holistic
7.2 GreaterAhmedabadMetropolitanDevelopment
Authority(GAMDA)
In order to ensure better planning and coordination for development of the
Greater Ahmedabad Metropolitan Area, there is already a move to create and
establish
Greater
Ahmedabad
Metropolitan
Development
Authority
andintegratedmultimodalsystemsapproachsoastomovetowardsan
(GAMDA). It is proposed that Ahmedabad Urban Development authority be
energy efficient and sustainable future. This authority will work for
upgraded to function as GMDA. This will involves putting in place an enabling
integrated transport management of sky, land & water routes. This
framework in the form of amendments to Gujarat Town Planning and Urban
authoritywillbesetupatthestatelevelandwillensuretheintegrationof
allmodesoftransportatthestatelevel.
Development Act 1976 (GTPUDA) and restructuring of the Development

Authority. This authority will have two wings, Spatial Planning wing and
Transportation Planning wing.
7.2.1 ObjectivesifSpatialPlanningwingofGAMDA
TheobjectiveswillbethesameasthatofAUDAalongwithpreparationof
developmentPlansaturbanlevelitwillalsoberesponsibleforplanning
attheregionallevel.
I.
Thiswingwillbeaccountablefortakingdecisionsattheregional
levelinconsultationwiththeotherdevelopmentauthorities.
II.
Thiswingwillworkincoordinationwiththetransportationwing
to identify future development areas, regeneration areas and
redevelopmentareas.
III.
Thiswingwillalsoberesponsibleforplanningforruralareasand
sensitiveareas.
IMP|DevelopmentFramework 48
IV.
Coordinatewiththeotherdevelopmentauthoritiesintheregion
IX.
andincorporatetheproposalsintheredevelopmentplan.
7.2.2
I.
II.
promote
III.
IV.
efficient
and
coordinated
X.
Beingresponsivetothepublictransportationrequirementsofthe
peopleoftheregion
XI.
GAMDAwillalsoberesponsibleforthedatabasemanagement.A
Work closely with the stakeholders in the region and will also
GIS based data management system be prepared which will
takeownershipoftheplanandensureintegration.
include the landuse related information along with
Be responsible for overseeing landuse plan, transit plan, travel
transportationdatasets.
demand management, parking policy, congestion charges,
XII.
It is also recommended that a strategic model for the
pollutiontaxesetc.
transportation be developed for the city and this should form
V.
Aidandassistpublictransportationsystemintheregion
basistoallkindoffurtherstudies.Itisalsoproposedthatregular
VI.
Provideforuniformplanningandregulationofthedevelopment,
surveys be carried out at regular interval to update the landuse
OperationandMaintenanceoftransportsystemsintheregion
andtransportinformation.
VII.
To facilitate transportation system within the region which is

economical to users, comprehensive, coordinated among its
various elements, economical to operate and maintain, safe,
efficientandwellmaintained
VIII.
To integrate and consolidate all the Action plans of various
7.2.2.1 FunctionsofTransportplanningwingofGAMDA
Thetransportplanningwingwouldneedtoperformfollowingfunctions,
currentlybeingperformedbyvariousagenciesinvolvedinurban
transport.
1. PolicyandRegulation
Departments and agencies and ensure implementation of the

trafficandtransportationPlans
public
transportationintheregion
ensuringthatthedevelopmentplanandthetransportationplans
aremadeconcurrently.
adequate,
transportation, monitor and regulate the providers of public
ObjectivesofTransportationplanningwingofGAMDA
CoordinatewithMATAandatthestatelevel
Work toward landuse transport integration in the region by
To develop, implement and enforce plans and projects that
I.
II.
Prepare Vision Document and Strategy for development of
operatingtransportationsystemswithintheZoneinorderto
aspects.
enableintegratedpublictransportserviceswithintheTransit
Evolve policies and programs for improvement of public
Zone
IV.
Departments and agencies and ensure implementation of
The Authority may give such directions with regards to the
trafficandtransportationplan.
V.
operation of any existing transportation system within the

region to ensure that such development project is executed
transportationsysteminaccordancewiththezonalplan.
2. CoordinationandIntegration
VI.
3. PlanningandManagement
I.
Develop Zonal and Regional plans and policies for

developmentoftransportsystems
II.
Develop, execute and implement plans for the development

ofpublictransportationintheregion
development of the public transportation in the region and

withthestatelevelauthority.
Approve of all traffic and transportation proposals/projects

fromanyagency
Bethenodalagencyforthecoordination,developmentand
execution of projects or schemes for the planned
Recommending suitable measures for interconnection

betweendifferentmodesofpublictransport
in the interest of the overall development of the
II.
Integrate and consolidate all Action Plans of various
involvementinpublictransportinthecity.
implementation of any transportation system project or
I.
coordinate with all transport system administrators
urbantransportinthecitiesfornext2025yearscoveringall
transport including measures such as private sector
III.
III.
III.
Develop, formulate, structure, implement, administer and
Supervise and monitor the execution of the project or a
monitor projects including projects on a PPP basis for
scheme(includingtheprojectsandschemesonPPPbasis)in
development, augmentation and/or transportation systems
relation to the planned development of the public
withintheregion
transportationintheregion
IV.
V.
VI.
Develop, formulate, structure, implement, administer and
5. Financing
monitorprojectsforlanddevelopmentandacquisitionwithin
I.
theregion
partnerships, wherever possible. For other projects, a
Making recommendations with regard to travel demand
separate urban transport fund would be created to fund
management
urban transport projects with huge investments as well as
Construct, reconstruct, maintain and manage transport
enhancedservicesforurbanmobility
infrastructureandfacilitiesandallotherbuildingsandworks
II.
4. MonitoringandEnforcement
II.
futuretraveldemand.
Preparation of a phased programme of development of
III.
Arrangingfinancing,processingfundsfortheimplementation
infrastructures and other works essential for the general
oftheprojects,schemesandproposalsforthedevelopment
developmentoftransportationsystemswithintheZone.
ofthepublictransportationintheRegion
Develop,establish,adopt,enforceandfacilitateachievement
procedures for reviews, investigations, reporting and
7.2.2.2 TechnicalSupportforTransportplanningwingofGAMDA
Transportplanningwingwouldhaveprofessionalskillstocarryoutits
functions.Itsmanpowerprofilewouldbeasfollows:
monitoring in relation to the safety standards) within the
and maintenance of safety standards (including the
TransitZone;and
III.
Makingrecommendationswithregardtofutureinvestments
thatneedtobemade,takingintoaccounttheprojectionsof
necessaryforthedischargeofthefunctionsoftheAuthority
I.
Structureprojectstobeimplementedthroughpublicprivate
TheAuthoritymay,onsuchtermsandconditionsasmaybe
agreedupon,takeovertheexecutionofanyoftheaforesaid
schemesonbehalfofatransportationsystemadministrator,
bodycorporate,cooperativesociety,oraDepartmentofthe
Government.
Table 7: Proposed Manpower for Transport wing of GAMDA
S.No. Specialization/
Designation
UrbanTransport
Specialist/
TransportPlanner
PublicTransport
Specialist
Background/Experience
Educationalqualificationsinurban
transportplanningwithrelevant
experienceofatleast7years
EducationalqualificationsinMechanical
orCivilEngineeringorPublic
Administration)overaperiodof7years,
withrelevantexperienceinapublic
transportoperatingcompanyforatleast
10years
FinancialSpecialist EducationalqualificationsinFinancewith
relevantexperienceinfinancialmodeling
ofinfrastructureprojects,financial
appraisal,andinfrastructureproject
financeforaperiodofatleast7years.
Accounts
EducationalqualificationofM.Comwith
10yearsofworkexperienceincorporate
accounts.
StatisticsandData EducationalqualificationsinStatistics,
Management
Economics,orasimilardiscipline,with
Specialist
relevantexperienceinDatamanagement
andoperatinganMISsystemovera
periodof7years
TransportEngineer EducationalqualificationsinTransport
engineeringwithrelevantexperienceofat
least7years
ITExpert
EducationalqualificationsinITsystems,
withrelevantexperienceofatleast7
years
SupportStaff
OfficeAssistant(2),Messenger(1)
7.2.2.3 FinancingStructure
As discussed earlier, the transport planning wing of GAMDA will be the
custodianoftheurbantransportfund.Itwouldalsobethecustodianof
any other fund sanctioned for the development of urban transport. It
wouldalsoearnfeefromthefollowing:
I.
cess known as the urban mass transit development cess on

purchaseofcarsandcommercialvehicles
II.
cessonadditionaltaxonpetrol/dieselsoldinthecitywithinthe
Zoneasmaybenotifiedbythestategovernment
III.
cess on issuance of registration certificates for private cars and

privatetransportvehiclesthathaveasalepriceaboveanotified
amountasmaybenotifiedbythestategovernment
IV.
cessonownershipofmorethanonecarbyanindividualwithina
Zoneasmaybenotifiedbythestategovernment
V.
tariff, fees and charges (including user charges)levied by the

Authority such as collections from congestion tax, as and when
introduced
VI.
cess payable by developer seeking to undertake construction of

newapartmentcomplexesandofficecomplexeswithintheZone
andproceedsfromaLandValueTaxorBettermentLevy
VII.
ValuecaptureformthesaleofadditionalF.S.I
VIII.
Sums ofmoneyorother advancesbyway ofLoansorGrantsto

theAuthoritybytheGovernment
IX.
Any moneys borrowed by the Authority by way of loans and
debentures;
X.
Any investment or, other property acquired by or vested in the

Authority;
XI.
AnyotherrevenuesourcegeneratedbytheAuthority
XII.
Any other contributions made by the State or Central

Government.
XIII.
Settingtheurbantransportfundthatwouldformasasourcefor
financing and capital and operations of transit and other
infrastructurefacilities.Accordinglythreefundsmaybecreated.
a. DevelopmentandOperationsofRailRapidTransit(MEGA
Fund)
b. Development and Operations of Bus Rapid Transit
(Janmarg)
c. General Area Development in TNDA and TCDA (AUDA &
AMC)
It is generally seen that about 40% of expenditure in urban areas is
required for area development related expenditure and the balance
60%fortransitdevelopment.Accordingly,40%ofthecollectionmay
be given to create General Area Development Fund (GADF) to the
agency responsible for the activity may be assigned with
management responsibility the fund. If there are more than one
agenciesareresponsible,respectiveagenciesmaybeallocatedbased
onthecollectionintheirarea(AMCandAUDA).
Proposal Maps
Study Area Delineation

ToHimatnagar
ToMehsana
KADI
GUJARAT
KALOL
GANDHINAGAR
ADALEJ
VIRANGAM
GIFT
DEHGAM
CHILODA
To
Kandla
LEGEND
GIDC
AMC
GUDA
AUDA
Outer
Urbancenters
GIFTcity
Industrial
Industrial
SIR
Waterbody
Regionalroads
Rail
AHMEDABAD
SANAND
BAVLA
BAREJA
MEMDABAD
KHEDA
ToRajkot
ToVadodara
10KM
Density Scenarios and Investments
GUJARAT
Regional Connectivity
GUJARAT
Regional Road Network

Bechaeaji
Pilvai
Vasai
Mahudi
Bilodra
Sitapur
Vijapur
Santhal
Prantij
GUJARAT
Harsol
Vithalpur
Talod
LEGEND
Kadi
Urbancenters
Urban
centers
Regionalring
RegionalFreightcorridor
Regionalradials
Bypassroad
SPringroad
SpecialInvestmentZone
Majorproposedregionallink
Majorproposedregional
radial
Gandhinagar
Kalol
Adalej
GIFT
Virangam
Dehgam
Virangam TATANano
Bhopal Ahmedabad
SIR
Zolapur
Sanand
Daskroi
Jetalpu
Nandej
Changodar
r
Bareja
SIR
Bhavla
Mehmedabad
Dholka
Kheda
Kathlal
Mahudha
0
10
20KM
ToBilodra
To
Prantij
ToKadi
Urban Road Network
Kalol
GUJARAT
To Vadasar
ToVadasar
GIFT
LEGEND
To
Dehgam
60mBypassroad(proposed)
60mSPringroad
60mSarkhej highway
45 R i
45mRegionalradialroad
l di l
d
40mexistingringroad
36mexistinginnerring
36mArterialroad(proposed)
WalledcityandCGroad
Expressway
Expressway
NH
Railwayline
Urbanbuilt
Waterbody
To
TATA
nano Bhopal
Daskroi
To
S
Sanand
d
To
To
Vadodra
Changodar
Bareja
ToDholka
ToKheda
ToNadiad
.
0
8KM
Road Hierarchy
GUJARAT
LEGEND
ExistingUrbanArterials
ProposedUrbanArterials
ExistingSubArterials
ProposedSubArterials
Existing Collectors
ExistingCollectors
ExistingDistributers
Railwayline
Urbanbuilt
Waterbody
.
0
25
2.5
10 KM
10KM
ToBilodra
To
Prantij
ToKadi
Proposed BRT Network
Kalol
To Vadasar
ToVadasar
GIFT
To
TATA
nano
GUJARAT
To
Dehgam
LEGEND
Phase1
Phase
1
Phase2
Phase3
Phase4
BRTS
Metro(proposed)
(p p
)
Existingroads
Proposedroads
Expressway
Railwayline
Urbanbuilt
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Bhopal
Navarangpura
Kalupur
To
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Vastral
Daskroi
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Hathjan
Changodar
To
To
Vadodra
Aslali
Bareja
ToDholka
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ToNadiad
8KM
Local Area Access Plan
GUJARAT
LEGEND
4KM
Regional Freight
GUJARAT
CONCOR
ICD
NARODA
GIDC
DFC
TERMINAL
AUTOMOBILE
INDUSTRIES
ODHAV
GIDC
SARKHEJ&
CHANGODAR
VATVA
GIDC
ASLALI
TechnicalTeam:
H.MShivanand Swamy,Shalini Sinha,NitikaBhakuni,Abhijit Lokre,Manjiri Akalkotkar,Ankush Malhotra,Sagar Deshmukh
Swapna AnnWilson,Prutha Shah,Hemangi Dalwadi,Khelan Modi,Vyush Patel,Dhruma Bhavsar,Prasanth Vardhan,Chintan Daftardar,Sungdikongro Imchen,
Surabhi Gupta,Faiz Shaikh,Malti Rani ,Shrutika Parihar ,Rutika Bhatt,Rajkumar Mishra ,Vaibhavi MehtaandPriya Thawani

Integrated Mobility Plan For Greater Ahmedabad Region

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Integrated Mobility Plan For Greater Ahmedabad Region

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Ahmedabad Urban Development Authority

Volume 1- Plan Document

Center of Excellence in Urban TransportCEPT University

Cities in Gujarat are on the verge of rapid urbanisation, the

of revising its Development Plan and hence the preparation of

INTEGRATEDMOBILITYPLANFORGREATER AHMEDABADREGION 2031

INTEGRATEDMOBILITYPLANFORGREATER AHMEDABADREGION 2031

INTEGRATEDMOBILITYPLANFORGREATER AHMEDABADREGION 2031

INTEGRATEDMOBILITYPLANFORGREATER AHMEDABADREGION 2031

INTEGRATEDMOBILITYPLANFORGREATER AHMEDABADREGION 2031

Chapter 1- Vision and Context

When Cities Grow they become city regions

INTEGRATEDMOBILITYPLANFORGREATER AHMEDABADREGION 2031

1 Vision and Context

2 urban areas (Gandhinagar, Adalaj)

4 urban areas (Kadi, Kheda, Viramgam,

16 urban areas, 470 villages

INTEGRATEDMOBILITYPLANFORGREATER AHMEDABADREGION 2031

Integrate city structure and transport system towards greater

Figure 1: Study Area Delineation

addtothepace ofgrowth.Consequently,the mobility needs andtravel

The mobility needs of Ahmedabad Gandhinagar region is expected to

INTEGRATEDMOBILITYPLANFORGREATER AHMEDABADREGION 2031

Chapter 2- Strategic Goals, Challenges and Policy Directions

How much area would we like to urbanise?

2 Strategic goals, challenges and policy directions

Thepopulation growthin theGreaterAhmedabad region is expected to

A Dedicated Freight Corridor (DFC) along with the Delhi Mumbai

Strategic location of the settlements with respect to its

Figure 3: Density Scenarios and Investments

geographical attributes and having strong functional linkages to

Proposed transportation linkages of the study area with respect

Of the four density scenarios developed 125PPH was accepted as the

1. Regional level plans which deal with the structuring of regional

Develop transportation system to be able to accommodate

A good transport system is critical to provide access to jobs, education

monitoring measures, all contribute to safety concerns and ever rising

Ensure efficient access to jobs, education and other services

Ahmedabads transportation system has been focused primarily on the

It is alsoprojectedthatthemotorised triprate will increase from.72 in

While planning multimodal public transport systems, design of

Provision of enhanced infrastructure at the local level to make

Creation of complete streets and place making for facilitating

Chapter 3- Proposals for transportation network

Every road has a specific function, lets start respecting it

3 Proposals for transportation network

To divert the through traffic from outside Ahmedabad onto the

It is proposed to widen the 13 major radial roads wherever

section will have a central median space of 8m is designed as a

A cluster development approach has been envisaged which focuses on

green buffer which is to be a reserve space for future transit

Figure 4: Proposed Regional Network 2031

A strengthening of road link between Becharaji (Maruti plant to

Chharodi (Tata Nano plant) and Changodar SIR is also being

Figure 5: Proposed Urban Network 2031

taken as extensions of TP Scheme roads, radiating from Sardar

A clear hierarchy of urban roads has been defined wherein the

Transit ready streets reserve green buffer for future transit

The secondary level of roads in Gandhinagar region is proposed

Table 3: Road Classification

The node level proposals would be developed for areas of Sanand,

Figure 6: Proposed Nodal Network 2031