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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
km away from existing ring road of 40 m width. The Revised Development Plan of AUDA sanctioned by Government on dated 18/5/2002 may be referred for the proposals including ring road proposals at annexure P-1. Development of the road network to cope up for the increase in the urban population, the physical expansion of the city and vehicular traffic, is one of the most important development activity proposed in the development plan. The proposed ring road is of approximately 76 km in length and estimated to be constructed at the cost of about Rs. 320 crores excluding cost of the land. Land required for it is to be made available through Town Planning Scheme in residential and other permissive zones while it is to be acquired through land acquisition act for the area where road passes through the agriculture zone. Also due to budgetary constraints, AUDA envisages the project to be developed in a commercial format, with recovery of investment predicted on the levy of tolls as may be feasible. The ring road proposal is a vital proposal not only from the planning point of view for AUDA but a landmark in city development. But some questions that need attention when project, though called city level but actually as big as of a regional level, is expected to be developed through Town Planning Scheme. T. P. Scheme prepared by authority at draft level needs to be finalized by town planning officer and sanctioned by govt. for real implementation. Draft scheme sanction legally allows, implementation and taking the possession of the land for roads, drainage, water supply, streetlight only, and the land allotted in scheme for rest purposes, like plots for sale for residential and commercial, social infrastructure, socially & economically weaker section housing and garden/open space can vest with authority only after the sanction and implementation of preliminary scheme. These legal provisions in act and AUDA being an authority that has no taxation powers and limited income from development charge and such other fees only, an appropriate strategy may be evolved for developing and implementing urban road projects that may be applicable to other cities of similar context in Gujarat. Again in Town Planning Schemes, the environmental and social impacts and assessments are not carried out, which are must for the turnkey projects even for financial assistance from institutions like World Bank.
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
complications and study better planning alternate that makes easy implementation can be thought to save time and money the study seems necessary.
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Should State government and Central government or highways authority be asked to bear the part cost of ring road, as it is to cater more of regional traffic?
vii. To evolve an appropriate strategy of development and implementation for the AUDA ring road and such other urban roads.
iii.
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
iv.
Some of the options of development will only be applied to the Gujarat Town Planning & Urban Development Act and areas.
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Development and Implementation strategy options within legal framework & its concepts
Land Acquisition Method Transfer of Development Rights Other forms of land readjustment
Evolving an appropriate strategy for development and implementation of urban road and its applicability to ring road of AUDA in respect to zoning proposal
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Now a day for the development and implementation of any infrastructure project, planning need along with financial viability as well as mode of development of project including source of availability of land may have to be explored by the developing and implementing agency but the environmental and social impact assessment is must from the society point of view and even for any financial institute who is going to fund the project. The ring road of AUDA is to be developed through Town Planning Schemes where such impact assessments are not done.
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
CHAPTER 2.0 DEVELOPMENT STRATEGY OPTIONS WITHIN LEGAL FRAMEWORK & ITS CONCEPTS
For the development of the road, firstly it is required to get the open space for road, demarcate the plots and do road alignment, fill up the low lying areas and construct the road. We generally use land acquisition method for obtaining the land for road joining two settlements and then the Government or its agencies do construction. Though in urban areas, roads are developed through the town planning mechanism also but the cost of construction included in the scheme cost does not match with the actual cost resulting in the deterioration of levels of urban roads. For better development and implementation of urban road projects, it is necessary to see various other alternatives adopted in other states and countries including development through transfer of development rights, Built- Operate and Transfer and others if any.
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Planning Scheme has become a useful tool for implementing development plan proposals. In addition to detail area planning, T. P. Scheme also provides legislative support and finance for implementation. The technique is rational and equitable it has provided support both from local authorities and landowners. These features make it a unique technique amongst those developed elsewhere in the world for similar purposes. The fundamental objective of the readjustment technique is to make land available for development at least cost to development authorities and improve the environment effectively. Also the rapid urbanization and the changing growth pattern in size and class of cities/towns/nagars, through planned, controlled and developed manner will stop haphazard development.
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
retains future increments in market value fully as the acceleration of development momentum increases due to scheme. Benefit to the society a. b. c. d. e. Planned development keeps pace with increasing urbanization thereby controlling haphazard urban sprawl. It is possible to achieve planned decentralization of activities in congested city center by developing competitive activity-centers at suitable locations in the outer suburban areas. The hierarchical rod network improves safety and environmental quality of the area. It is possible to achieve optimum use of scarce and costly urban land through plots of regular shape, efficient layout and acquisition of sites for public uses at desired location and in required quantity. It encourages peoples participation in planning and development process. Benefits to the local /appropriate authority a. b. c. d. e. Local authoritys responsibility of providing basic services in the areas is facilitated by preparation of town planning scheme. The land acquisition for roads and public purposes is made easier under the scheme compared to the alternative of the Acquisition Act. The local authority is able to raise finance through contribution from the direct beneficiaries viz. the owners and that too in exact proportion of the benefits received by them. The sites for public uses and roads are available at right location, at right time and in the required quantity. More than this, the deduction of area on that account is equitably distributed over all the owners. The local authority can use land as a resource to raise funds without taxing the people and can also check land speculation.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
for roads and sites for public uses are carved out from each land parcel, which are to be proportionately reduced in size. The reconstituted plot called final plot is normally located on or near original land parcels called original plots. The owner is allotted back the final plot, which is normally reduced in size (area) but improved in terms of shape and accessibility. The owner gets compensation for the area deducted from his original plot. The owner has to pay half or less than half of the increment in the market value of the final plot to the local authority as his contribution towards cost of town planning scheme. Tentative proposals of the reconstitution are made and compensations and incremental contribution is calculated u/s 78,79 & 80. The meeting of the owners and persons interested in the scheme area is called to elicit the public opinion and suggestion regarding proposals of the scheme as per rule 17.The authority on considering suggestions/objection received on the basis of the merits may modify and sent the draft scheme for approval to Govt. which may be sanctioned with or without modification under Section 48. The process of infrastructure development is made faster by amendment of Act in 1999 whereby as per section 48-A, as soon as the Government sanctions the draft scheme, the lands under roads and civic amenities vest with the Appropriate Authority without any encumbrances. By this amendment the infrastructure development and finalization of Town Planning Scheme run hand in hand. Town Planning Officer appointed for the finalization of the scheme sub-divide it into preliminary scheme and the final scheme under the Act where he decides for physical planning in preliminary scheme and finance in final scheme. The Town Planning Officer has to record and enter in the Scheme every decision given by him. The calculations and estimates shall be set out and recorded in Form F, Form G and in other statements as prescribed in Gujarat Town Planning & Urban Development Rules, 1979. Plan of the Town Planning Scheme showing original plots and final plots marked as Annexure P-1-A and the statement showing redistribution of the areas along with valuation and compensation/ contribution and net demand to be paid by owner or to be paid to owner popularly known as F form is shown on next page for the reference and understanding. The F form shown here is as an example with assuming an original plot of 1000 Sq.Mt. allotted the final plot after 40 % deduction. The original plot value and undeveloped final plot value given at col. 6 & 9 is assumed to be Rs. 500/- per Sq. Mt. depending upon sales of nearby lands. While the value of final plot in developed condition that is assuming all works contemplated in scheme are completed on date of declaration of intention is presumed to be Rs. 1250/- per Sq. Mt. depending upon the appreciation the land shall get due to the development of the T.P.S. 11
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
FORM-F
(RULE 21 & 35.)
Sr. No.
1 1
Number 7 1
FINAL PLOT VALUE IN RUPEES Undeveloped Developed Without Without reference Inclusive reference Inclusive to value of of structures to value of of structures structures structures 9(a) 9(b) 10 (a) 10(b) 300000 300000 750000 750000
Contribution (+) Compensation Under Section 80 Colmn 9(b) MINUS Column 6(b) 11 -200000
Addition to (+) Net demand or deduction from (+) or by Increment from (-) (-) owner being (Section 78) Contribution Contribution the addition of Column (Section 79) to be made columns 10(a) MINUS 50% of under other 11,13,14, Column 9(a) Column 12 Section columns 12 13 14 15 450000 225000 25000
Remarks
16
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Thus the T. P. Scheme mechanism for providing serviced land for urban growth is basically a land reconstitution mechanism. Irregularly shaped agricultural survey numbers are reconstituted for urban use and an equal portion of every survey number is taken away to provide roads and land for other civic facilities. The reconstituted land remains with the original landowner. It is a particularly fair and equitable method of land development: where the development agency simply plays the role of a facilitator; where people are consulted at every stage; where the benefits of development accrue to the original land owners (farmers in the periphery of the city) and their sentimental value of attachment to their land is not lost; where the cost of development is equitably distributed over land owners; where the development agency does not undertake commercial risk but relies on the market forces to do so; where the development agencys role in allocating land is minimum and; where financial outlays of the development agency are minimal. Salient provisions and sections of the town planning act in context to roads and allotment are given below for reference.
Section 40. Making and Contents of a Town Planning Scheme. (2) A Town Planning Scheme may be in accordance with the provisions of this Act in respect of any land, which is: (i) (ii) In the course of development; Likely to be used for residential or commercial or industrial or for building purposes; or [Explanation: - For the purpose of this Sub Section the expression land likely to be used for building purposes shall include any land likely to be used as, or for the purpose of providing, open spaces, roads, streets, parks, pleasure or recreation grounds parking spaces or for the purpose of executing any work upon or under the land incidental to a Town Planning Scheme, whether in the nature of a building work or not.] Already built upon. A Town Planning Scheme may make provision for any of the following matters, namely: (a) (c) (d) (e) (f) (g) (h) The laying out or relaying out of land, either vacant or already built upon; Lay-out of new streets or roads, construction, diversion, extension, alteration, improvement and closing up of streets and roads and discontinuance of communications; The construction, alteration and removal of buildings, bridges and other structures; The allotment or reservation of land for roads, open spaces, gardens, recreation grounds, schools, markets, green-belts, dairies, transport facilities, public purposes of all kinds; Drainage inclusive of sewerage, surface or sub-soil drainage and sewage disposal; Lighting; Water supply;
(iii) (3)
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
(j)
The reservation of land to the extent of ten percent; or such percentage as near thereto as possible of the total area covered under the scheme, for the purpose of providing housing accommodation to the members of S.E.W.S. The allotment of land from the total area covered under the scheme, to the extent of; Fifteen percent for roads. Five percent for parks, playgrounds, garden and open space. Five percent for social infrastructure such as schools, dispensary, fire brigade, public utility place as earmarked in the Draft Town Planning Scheme. Fifteen percent for sale by appropriate Authority for residential, commercial or industrial use depending upon the nature of development.
(jj )
Provided that the percentage of the allotment of land specified in paragraphs (i) to (iii) may be altered depending upon the nature of development and for the reasons to be recorded in writing; (b) The proceeds from the Sale of land referred to in Para (iv) of subclause (a) shall be used for the purpose of providing infrastructure facilities. The land allotted for the purposes referred to in paragraphs (ii) and (iii) of sub-clause (a) shall not be changed by variation of schemes for the purpose other than public purpose.
(c)
(1)
Within *nine months* from the date of the declaration of intention to make a Scheme under Section 41, the Appropriate Authority shall make a draft scheme of the area in respect of which the said declaration has been made and publish the same in the Official Gazette, along with the draft regulations for carrying out the provisions of the scheme: Provided that on application by the Appropriate Authority in that behalf, the State Government may, from time to time, by notification, extend the aforesaid period by such period or periods, as may be specified, therein so however, that the period or periods so extended shall not in any case exceed *three months* in the aggregate.
Section 48. Power of State Government to Sanction Draft Scheme. (1) The Appropriate Authority shall, within three months from the date of the publication of the draft scheme in the Official Gazette, submit the draft scheme with any modifications that may have been made therein under Section 47 together with the objections, which may have been communicated to it, to the State Government for sanction. If the State Government sanctions such scheme, it shall in such may think fit, the State Government may, within three months from the date of its receipt, by
(2)
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
notification, sanction such scheme with or without modifications or subject to such conditions as it may think fit to impose or refuse to sanction it. (3) If the State Government sanctions such scheme, it shall in such notification state at what place and time the draft scheme be open for the inspection of the public.
(1)
(2)
Where a draft scheme has been sanctioned by the State Government under Sub Section (2) of Section 48, (hereinafter in this section, referred to as The Sanctioned Draft Scheme), all lands required by the Appropriate Authority for the purposes in clause (c), (f), (g) or (h) of Sub Section (3) of Section 40 shall vest absolutely in the Appropriate Authority free from all encumbrances. Nothing in Sub Section (1) shall affect any right of the owner of the land vesting in the Appropriate Authority under that Sub Section. The provisions of Section 68 and 69 shall mutatis mutandis apply to the sanctioned draft scheme as if, (i) Sanctioned draft scheme were a preliminary scheme, and In Sub Section (1), for the words comes into force, the words, brackets and figures the date on which the draft scheme is sanctioned under Sub Section (2) of Section 48 were substituted.
(3)
(ii)
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
the final scheme. Thus, the concept of the betterment levy though sound in principle is found to be too inadequate in practice. It is therefore, necessary that some alternative have to be found.
2.1.6 Suggestions
a. T. P. Scheme should be viewed as a land development or land improvement project and ought to be seen as a project and manage as project Town Planning Officer should not only prepare and finalize the scheme but would stand responsible till the proposals are totally implemented on site. The draft scheme preparation itself should be entrusted to town planning officer and the draft should be only finalized. The stages of town planning schemes namely draft, preliminary and final may be reduced to single stage only so that draft scheme prepared by authority is implemented directly. The draft scheme also can be implemented completely by making an amendment suggested below where all land owners give the consent of accepting the proposals of draft scheme in writing and that is sanctioned by government so that authority gets all public purpose plots also and people can get their final plots immediately that can be developed. 16
b. c.
d.
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
in
Gujarat
Town
Planning
and
Urban
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
By the Amendment Act 2 of 99 time limits for preparation of the Draft Town Planning Scheme is substantially cut short. This Amendment Act also enabled the appropriate authority to take possession of the roads land on sanction of the draft scheme. Finalization of the Town Planning Scheme is taking a long time. This results into delayed possession of the public purpose plots to appropriate authority and transfer of final plots possession to plot holders subsequently delayed implementation of the whole scheme. To overcome this situation and enable the balanced urban development in a time bound manner, it is necessary to further amend certain provisions of the Gujarat Town Planning and Urban Development Rules, 1979 as below: Rule 18 (A) Consent Offer and its Acceptance The consent offer as provided in Section 42 (A) (1) and accepted under section 42 (A) (2) shall be as far as possible in forms No. S and T respectively marked as annexure D.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
The affected landowners, piqued at the low rate of compensation as determined by public authorities in respect of their properties under process of acquisition, drag the public agencies into protracted litigations, which unduly prolong urban development process. The Land Acquisition (amendment and validation) Act 1976 tried to overcome some of difficulties in the acquisition process. For example, the amendment provided that section 6 proceedings must be completed within 3 years of notification under section 4. Not stopping at this, the act was amended in 1984 and as per the amended statute, the entire acquisition process was required to complete and amount of compensation determined within three years of the initial notification under section 4, otherwise acquisition process abates automatically. The amended act also makes the compensation more attractive for the owner by providing payment of solatium at 30% of the market value as compared to 15%. Due to amended provisions in the LA Act, government has to arrange not only for the compensation amount but also the enhancements, which keep coming over the period of development (sometimes 15-20 years) as a result of judgments of the various courts of law. The amendments have thus substantially increased the compensation liabilities of the public agencies involved in urban development, and it is becoming increasingly difficult for these agencies to undertake large-scale acquisition of land. It is so necessary to look into alternative methods of land assembly, which would reduce dependence on government funds at the beginning of the development process.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Section 6: Declaration of Intended Acquisition If the local government is satisfied after considering the report made under Section 5A, sub-section (2), that the land is required for public purpose or any company, the declaration to that effect is made in the Government Gazette, and the Deputy Commissioner may proceed to acquire the land. Section 11: Award by the Deputy Commissioner On the date so fixed, the Deputy Commissioner will proceed to enquire into the claims of all persons interested in the land and then pass award. (The total amount of compensation to be paid and its apportionment amongst the various co-shares is called Award). Section 17: Special Powers of Taking Possession in case of Emergency In case of urgency the Government can though no such award has been made, take possession of any waste or available land needed for public purposes or for a company. Such land shall thereupon vest absolutely in the Government. Emergency cases such as (1) Sudden change of navigable river, (2) Land necessary for railway, (3) Land necessary for maintenance of traffic, (4) Land required fro making ghat station or providing convenient connection to any such station, (5) Owing to breaches or damage to road etc. Section 23: Matters to be considered for Determination of Compensation In determining the amount of compensation to be awarded for land acquisition, the court shall take into consideration the following: a. b. c. d. Market value i.e. the actual use value at the time of publication of the first notification under Section 4, sub-section (1). Compensation to be paid for standing crops, trees, etc. Compensation to be paid for the damage of the land. Damage caused to movable or immovable property or the earnings. Compensation for change of residence or change of occupation.
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
The comparative statement between T. P. Scheme and Land Acquisition Methods are given below: Table 2.2.3 A Comparative statement of development through T. P. Scheme & Land Acquisition Act method
Sr. No. 1. 2. 3. Particulars Mostly used Acquisition of land Compensation paid is based on Building of roads and infrastructures Land appreciation to owners Serviced plots availability T. P. Schemes In States of Gujarat and Maharashtra Temporarily acquired without paying compensation Prevailing market prices of developed land in nearby areas Using betterment charges levied on reconstituted plots. Reconstituted final plot after deducting some percent for road and public purpose so benefit accrues to both. Private and public plots are developed simultaneously. Land Acquisition In states of Delhi, Rajasthan, Andhra Pradesh and Karnataka In bulk for permanently. Prevailing agriculture land price of near by areas and solatium is paid. Using government funds or loans. Owner is displaced of whole land , so benefit of appreciation accrues to authority only. Serviced plots are sold after very long period at very higher rates benefiting acquired agency Slow Agencies become powerful and large scale land developer The share is by displaced person only. Externalities to the land owners on the vicinity Depends on willingness of acquiring agencies
4. 5.
6.
7. 8. 9. 10. 11.
Development process Development agencies status Sharing of land Externalities Availability of serviced land
Fast Self financing and no profit no loss basis development Equal share of land is contributed by every owner No externalities to others Depends on willingness of owner
Considering above the Town Planning Scheme mechanism may seem more equitable and democratic compared to the method of bulk acquisition. But Town Planning Schemes are more appropriate in areas where development has already started and land values are high with potentiality of development is in near future while for undeveloped, under developed or agricultural use area, land acquisition may be a better tool. Also other forms of development for infrastructure like T.D.R., B.O.T., selling of F.S.I. can be better alternative then above two traditional methods may be seen.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
additional built up space over and above the permissible limit in lieu of compensation for the surrender of the concerned plot free from all encumbrances to the Planning and Development Authority.' The TDR as a mechanism utilizes the real estate market, rather than the market for land, to compensate the landowner, whose development rights have been curtailed. It allows for the transaction of development rights as build able area. It aims at enabling the use of land for public purpose at little or no cost to the public exchequer. Transfer of Development Rights (TDR) programmes have been used to achieve various purposes, such as (i) landmark preservation; (ii) open space preservation; (iii) preservation of fragile lands; (iv) as a primary system of land use regulation; (v) as a method of encouraging the construction of moderate and low income housing; (vi) as a method of regulating the location and timing of community growth; (vii) and to provide for acquisition of land under reservation for urban services. The US has used TDR in a variety of ways compared with Mumbai as shown in the Table 2.3.1. The predictability of development could be increased and thus planning for public services could be improved without alienating the owner completely of the intangible value of his property. Transfer of Development Right (TDR) programmes do not need 'correct' prices in land markets. To the extent that the distortions are similar at both locations, it works, since the acquirer does not have to grapple with absolute price as such. The advantages to the authority when TDRs are used are many: (i) Monetary Compensation is avoided when the property owner opts for TDRs; (ii) The acquired land is available free of title disputes, encroachments, and encumbrances. Thus the authority can put the land to immediate use. Consequently, implementation of the master plan can be speeded up. The advantages to the plot owner are :(i) Compensation is given in the form of build able area as against monetary compensation. An individual plot owner can earn, by selling his development rights, and amount, that could be many times the government compensation in traditional acquisition; (ii) Since much less time is taken for the entire procedure, the plot owner gets the development right faster. For good values and to prevent cauterization, two or more growth centers or a very high level to dynamism is required. In order to a make TDR work, it is necessary to ensure that the markets for the Development Rights allow existing. Similarly, identification of land values (into certain categories) in all areas of city and indexing them before giving the TDR is necessary. On the user side, it is also desirable that heavily congested area is not allowed to use for fresh increase in Floor Space Index (FSI) or density. Also a clear definition of the receiving zones and high-density growth centres would also be desirable.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Transfer limits
DR Based on
Acreage
Suitability of land for development All farmers No Varied according to type of land
Difference between allowed and consumed FSI Landmark owner Yes Equal to area of unutilized FSI
Acreage
All landholder having land under reservation No Equal to the area of permissible FSI (built-up space)
2.4
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
after the date of issue of completion certificate. Thereafter, all such roads, open spaces, public parks and public health services would be transferred free of cost to the State government or the local authority. The Act also stipulates that, in addition to physical infrastructure the colonizers would provide social amenities in the layout developed by them. The developer has to construct on his own cost, schools, hospitals, community centers and other community buildings on the trends set apart for the purpose. Alternatively, the developer can transfer these lands free of cost to the state government, which can be allotted to any person or institution for the purpose. Salient Features of Model in Gurgaon Land is to be initially acquired/ purchased by the developer by negotiating with the farmers who held authentic land titles with the help of the village. The developer would be entitled to develop maximum 55% of the land area as residential plotted area and 45% compulsorily for public use (social amenities such as schools, hospitals, community centers, parks, and playgrounds for recreation and clubs for entertainment. If the developer fails to do so then he would be required to transfer free of charge the land to the government who in turn will transfer land to suitable institution for further development as per the guidelines. The developer would be responsible for providing all the internal infrastructure facility like water supply, sewerage, electricity and roads within the colony so as to ensure the buyers comfort and desire. To pay proportionate charges for external or off-site infrastructure services like roads, water supply, sewerage, drainage and electricity - will be laid by the development authority. After granting of the completion certificate, the developer will have to maintain the colony for the period as agreed upon.
Limitation in the Context of Gurgaon Model The limitation of the private sector involvement in land development is highlighted in Haryana. The colonizers are active in the areas adjoining the NCT of Delhi and this is due to captive demand of the colonizer of the residents of Delhi. Also, they have catered to the higher and middle income groups ignoring the demand of the lower - income groups and the economically weaker sections of the population. The housing supply to the latter categories has been limited to the proportions stipulated by the Town Planning Department. It can, thus, be concluded that the private sector is guided by profit maximization motives and cannot be expected to cover the entire spread of population both across geographical areas and income groups. This brings out the role to be played by the state agencies in land development facilitating the private sector involvement and directly catering to the needs of the sections of the population ignored by the private sector.
R. J. Rawal, URP-1701, School of Planning, CEPT.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
The approach is definitely not the easy option for governments as well as private promoters. To be implemented efficiently, it requires: Stable government with key government personnel. Suitable legal framework. New government mechanisms for rapid decision-making. Competent technocrats in a range of disciplines who understand the private sector. Competent pool of advisers. 27
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Substantial amount of top management time, in financial as well as normal technical fields. High front-end costs. Substantial risk which only the larger companies can contemplate. The demand for transport services is derived demand and hence depends on the development of other sectors of the economy. Highways, which have a long waiting period for obtaining the return on investments, need some protection against such eventualities. It also relates to legal battles for acquired land or encroachment on roads. This is one of the important issues in India, as legal battles continue for years during which, if any stay order is obtained, the project operation and toll collection may be adversely hampered. There is also a fear of facing non-consistent government policies. The project companys first and foremost task will be to ensure that the government is firmly committed to such an enterprise and to the project.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
While planning the commercial activities along the highways all principles of traffic safety and smooth flow of traffic should be scrupulously followed as per the relevant standards and guidelines. As the expenditure incurred by a private entrepreneur is to be collected back by him as agreed upon in BOT approach through toll levy, the pros and cons of toll financing also need study as below. Toll financing advantages: It accelerates realization of economic benefits by speedy construction of new highways which otherwise might be delayed due to budgetary constraints. It offers strong incentives for taking up cost effective projects on priority. Toll roads being self-financing and revenue generating free budgetary resources for the preservation of the existing road network, which could also help ease pressure for increase in highway taxes. Toll roads have also been used to relieve peak-hour traffic congestion by setting toll rates to reflect congestion costs. Toll roads are constructed and operated purely on commercializes as business proposition with right control over time and cost-over runs.
Disadvantages: Toll roads are costly as compared to public funded roads. Tolling tends to decrease the use of the facility. Thus, the facility is put too less efficient use.
Availability of government support It is necessary to establish in advance the financial viability of such a proposition, since no entrepreneur is likely to be attracted for a project which is not sure to give desired rate of return from the investment. Thus, the feasibility of the proposed project needs to be determined in advance before offers for private sector participation is invited. Government support can be by way of acquiring and leasing out on nominal rent, the land required for the project or actual financial support. Government can also give additional facilities to the entrepreneur to make the project viable. These include: Tax concession Concession on Sales Tax on the materials of construction Concession on the Octroi duties Advertisement rights in the right of way Permission to generate revenue by tree plantation in the road side land Concession from payment of royalty fees on quarry materials 29
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Giving additional land for development by roadside Giving a guarantee for minimum return etc.
Even after giving all the above concessions and obtaining clearances and acquisition of land when offers are called for, all concerns like delay in acquiring land and obtaining environmental clearance of Government are not done away with.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Government subsidies and loans from the Government and World Bank. Over time, these systems have become self-sustaining and do not require any aid from the Central Government budget. It now relies primarily on loans from private financial institutions, serviced from toll revenues. The Japanese expressway policy is also one of cross-subsidization, wherein toll revenues from heavily trafficked routes help to finance the costs of unprofitable segments.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
vehicles in India are very high resulting in lower VOC savings and hence low levy tolls. Till date, governments and private sector have had limited experience in dealing with each other as equal partners on complex toll road projects. In most cases, toll charges do not cover the full cost of roads and hence fail to provide acceptable financial rate of return to the private enterprise. Privatization has successful only with the active government support in the form of provision of finance at low rates subsidies, tax holidays, legal assurances and guaranteed traffic and returns etc. Some of the measures introduced for augmenting the income from toll roads are discussed below: Granting of land rights to encourage development made the projects viable. Allowing private toll road operators to share in the revenues of the existing publicly owned toll roads. Offering Shadow tolls to private operators i.e. tolls paid from government revenues on the basis of traffic flows. Fiscal incentives to lower the project cost and/or promote private sector investment in roads. Setting up special financial institutions and development of instrument for resource mobilization for providing long term loans and creation of special road funds to (a) finance certain percentage of cost at reasonable interest rates and/or moratorium on loan repayment (b) make long term financing available when private financing is not likely to be sufficient. The government has set up infrastructure development banks.
As per the section 4(1)(a) of the Gujarat Infrastructure Development Act, 1999, concession agreement is made between the agency and government for the project to be developed on BOT basis. As per section 6, assistance by state government or its agency including conferment of right to develop any land is to be given. Hence here in case of development and implementation of AUDA ring road, at least for the part of road section that is excepting cross drainage works or bridges land, the land has to be legally owned by AUDA to avoid any complications in future to go for the BOT method.
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Town Planning Scheme is rational, equitable and democratic for carving out area for roads and contribution is proportionately shared towards cost. But the tool has lacunae for getting delays. The land acquisition method along with time consuming expels out the person from his land totally putting social unjustification. Transfer of development rights is now emerging as an alternative to conventional land acquisition method. TDR saves the authority from paying the compensation in cash immediately and person can utilize his right in need time. TDR can best be used for development plan roads. Though it becomes necessary that the markets for the development rights allow existing. Other land readjustment methods with some fine difference from Town Planning Scheme mechanism as practiced in other countries where directly final scheme status is applied to draft scheme unlike in Gujarat also helps in development of roads faster. Involvement of private sectors as in case of Gurgaon model of development can relieve authority from burden of development of roads along with other infrastructure. While once if land for road is available build operate- transfer approach can be effectively applied to few big roads or over bridges and tolled to reduce financial burden. Also other concession forms like BOOT (Build Own Operate Transfer); DFBO (Design Build Finance Operate); DCMF (Design Construct Manage and Finance); BLT (Build Lease Transfer) and many others; BOO (Build Own Operate) where the control and the ownership of the projects remain in private hands and public private partnership can be applied.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
GLOSSARY: Assignment: When estimating traffic flows between an origin and a destination, and there is a choice of route available, then an assignment to the alternative routes must be made. Cost Benefit Ratio: A study designed to assist in choosing between alternative schemes where different levels of expenditure and different degrees of benefit are involved. Desire Line, Desire line diagram: A desire line is a straight line drawn on a map between two points to indicate a desire for a journey to be made between those points. It does not indicate the actual route of the journey. A desire line diagram is used to in practice to summarize the desires for movement between specific zones, lines between identical pairs of zones being grouped together so that the composite width of the group of lines is in proportion to the total number of desired movements. Diverted Traffic: Traffic, which has changed from its previous route of travel to another route, without change in origin or destination. Environmental Area: An area having no extraneous traffic and within which considerations of environment predominate over the user of vehicles. Freeway: The American equivalent of a motorway. Other terms are also used to describe high capacity roads such as expressways or throughway, some of which indicate varying standards of design. Generated Traffic (as used in Cost- Benefit studies): Traffic which did not previously exist in any form but which results when additional facilities are provided or existing facilities are improved. An alternative term used to describe the same features is Induced Traffic. Origin and Destination Survey: A survey to determine the origins and destinations of journeys. Peak Hour: In respect of any road the period of one hours duration in the 24- hour day during which the greatest amount of traffic is carried. In practice it is usual to distinguish morning, midday or evening peak- hours. Screen Line: An imaginary line drawn across part of a traffic study area, across which the total numbers of movements of any kind are determined, in order to check the estimated traffic flows across the same line. Traffic Management: The promotion of a more efficient movement of traffic within a given a street system by rearranging the flows, controlling the intersections and regulating the times and places of parking.
Transportation Study: A comprehensive study of all the demands for movement in a locality to provide a basis for a coordinated planning of transport systems. Such a study involves the use of origin and destination surveys, home- interviews surveys and other investigations.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
[1]
Transport Functions Roads which provide for high speed traffic movement termed as mobility (or movement) function
An extreme example of this is the freeway or the expressway, which represents a road that has no local access along it and serves the only function of carrying thru traffic. Roads which provide access to properties, termed as access function An extreme example of this is the cul-de-sac that only provides for local access and does not carry thru traffic. Roads having mixed function, i.e. both mobility and access
Relationship between Mobility and Land Access No Access Traffic No local access No through traffic
Arterials Mobility
Sub-arterials
Collectors or Distributors
Access roads
Additional Transport Functions In certain situations roads may have additional transport functions to perform such as: Serving as bus routes, providing parking spaces, providing space for movement of pedestrians and bicycles Non-Transport Functions In addition to their transportation function, some roads may also have equal-priority non-transport functions to perform such as: 37
[3]
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Recreational, Social and Economic Table 3.1.2. Classification of Urban Roads based on the functional hierarchy
Type of Other urban popular road names Arterial Main Distributor Level Transport function Mainly mobility and restricted access Other Transport function Parking Public transport routes Nontransport functions Description
Subarterial
Secondary Distributor
Could have recreation al/ social/ economic functions Could have recreation al/ social/ economic functions
CollectOr
Local Distributor
Parking
4 Access Estate roads or Locals Mainly access and restricted mobility Parking
Connects main traffic generators Connects to Rural roads Distributes traffic within the city Provides for cross-city travel Connects main residential/comm ercial zones Connects to arterial roads Provides for cross-zonal travel Connects main activities within a neighborhood Connects to sub-arterial roads Provides for crossneighborhood travel Volumes and speeds lesser than sub-arterials Through traffic is negligible and should be discouraged Sometimes access roads are dead ends Low speeds
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
3.1.4 Collectors
This category of road provides for both mobility and land access within commercial, residential, and industrial areas. The carriageway configuration may be standardized in terms of number of lanes, median requirements, etc but other cross-section elements need to be provided on case-by-case basis. The factors that influences determination of other cross-section elements such as parking, footpath width, bus-bays, IPT stands, access treatment, etc depend upon the type, scale, and density of adjacent development.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
The design of new urban networks include: Network design issues Road network function and design Residential area planning Traffic route (arterial road) networks Local street networks Access managed traffic routes
The need for good design Design considerations are important as if the overall road and street network is properly designed, many of the problems associated with road traffic are reduced to a manageable level or else do not arise. For example, the volume of traffic in a local residential street is an important determinant of residential amenity. Networks can be designed to keep traffic volumes to acceptable levels and can thus avoid the problems associated with excess traffic volume. Similarly, the speed of traffic is another determinant of local amenity and safety; network design, through the avoidance of long or continuous streets, can play an important role in keeping vehicle speeds to an acceptable level. It is important to note that if new networks are properly and sensitively designed, this will avoid later traffic problems requiring retroactive traffic management solutions, at least in local networks; most if not all-local area traffic management is a consequence of poor initial network design. For example, in its submission to the 1987 inquiry conducted by the Victorian State Parliaments Social Development Committee, the City of Nunawading stated that most of the effort of traffic engineers in Nunawading is directed towards rectifying traffic problems that are a consequence of previous planning deficiencies in the road network and developments. (Social Development Committee, 1987, p 103). 40
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Consideration of these factors allows the preparation of an initial Outline Development Plan (ODP). Arterial roads It has been usual in recent years to prevent direct access from residential allotments and minor developments to the more major arterial roads, either by the use of service roads or plantation reserves. There has been a clear physical distinction between the arterials and local streets. In many developing
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
areas, this is now being extended to lower levels within the traffic route hierarchy. Local distributors and collectors An access-managed collector or local distributor route could appear visually similar to an existing traditional residential collector road which has a high percentage of corner allotments. The no access function would require the corner allotments to have vehicular and pedestrian access via a local street there would be a legal ban on direct access from abutting property to the traffic route. There would also be residential parking bans along the traffic route, with parking possibly only associated with local shops, community facilities, and schools. This allows the route to be of a narrower cross-section, and to be visually different. The main difference between the traditional residential collector and an access-managed collector is that the former was designed as a multi-function road forming the focus of the residential area, while the latter functions solely to facilitate vehicular access between the major traffic route network and local streets. The street network, open space, and pedestrian or cycle networks would be designed to minimise the demand for pedestrian and cycle use of the minor traffic routes, whereas previously all activity was concentrated onto the collector. Appropriate building setbacks (determined by traffic volumes) would be required to avoid traffic noise problems in adjacent houses. Access control Denial of access to traffic routes would typically be by a plantation reserve or other legal entity shown on the property title. Currently the most usual method for access control is the use of plantation reserves. The ownership and maintenance costs of the reserve are usually with the highway authority. This creates an immediate disadvantage to their use. Ideally, the facilitation of the access control method adopted would be to allow any plantation reserve, landscape easement or road verge to be incorporated into the landscaping of the abutting residence.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
3.5m carriageway (1 lane). This will allow one private vehicle to pass a cyclist with comfort. Off street parking areas are provided to discourage on-street parking. Widening should be provided at bends to allow for a semi-trailer to gain access to the houses situated in these streets. The use of a 4.0m carriageway provides only sufficient room for a private vehicle to pass a vehicle parked on-street, but could create difficulty for trucks. A 4.5m carriageway provides insufficient room for private vehicles to pass without slowing down, and again creates difficulties for trucks. The distance travelled on this street would be of the order of less than 100m generally, with access to less than around 10 residences. 5.0m and 5.5m carriageway (2 lane). The reason for the use of the larger width lies with the proportion of trucks and buses anticipated to use the route. A 5.0m carriageway is generally appropriate for all applications except those where a bus route is located. This width permits one vehicle to pass another parked vehicle without slowing down. Two moving private vehicles may also pass each other without slowing down. On a 5.5m carriageway, a private vehicle and a truck or bus can also pass without slowing down, doing so with caution on a 5.0m pavement. Two trucks or buses may pass each other with care on a 5.5m pavement, but may experience some difficulty on a 5m pavement. It is impossible for two vehicles to park opposite each other on a 5.0m or 5.5m carriageway without blocking passage for another vehicle. On a 6.0m carriageway it is possible for a small vehicle to pass between two parked vehicles, but a truck or bus cannot pass. Drivers may not therefore appreciate the inconvenience they may cause. The maximum distance that drivers should be expected to travel on this route is around 500m. Speed is constrained by geometry, including street length and alignment, so driver frustration may become a difficulty if excessive distances have to be traversed. 7.0m carriageway (3 lanes). This width provides for two vehicles to pass a third parked vehicle without slowing down. Similarly, two moving vehicles can readily pass a cyclist. It is also obvious that two moving vehicles cannot simultaneously occupy the same space between two parked vehicles, and therefore one of them has to give way. An 8.0m carriageway may just provide sufficient space for two small vehicles to pass two parked vehicles, creating a dilemma if there is insufficient space. A 7.0m carriageway avoids this dilemma. Traffic routes 44
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
A traffic route is provided to serve a movement rather than an access function. The design is therefore oriented to moving significant volumes of traffic. As stressed above, access to these routes from abutting properties should be minimised to improve safety and capacity. Traffic routes, as mentioned previously, are designed to move traffic from one location to another. Their function is reflected in the cross sections considered appropriate for their design. Provision for the parking of vehicles on these routes is not made, as there should be no access to developments adjacent to the route. 6.0m (1 lane in each direction). This cross section provides for one 3.0m lane in each direction. It is appropriate to provide for the movement of up to around 10,000 vehicle/day, providing adequate intersection treatments are provided. This type of road would be access controlled, providing links from the residential street network to the more major traffic routes in the network. The distance travelled on this road would also be limited to generally less than 1 or 2km. 6.0m + 6.0m (median) + 6.0m (2 lanes each direction with median). This cross section provides for two 3.0m traffic lanes in each direction separated by a centrally located median. The provision of the median assists in providing suitable intersection treatments, as well as improving safety and expanding the possibilities for landscaping and the aesthetic design of roads. The median provides sufficient width to store a passenger car perpendicular to the traffic stream. Tapers associated with right turn deceleration and storage lanes may also overlap. Additional median widening at closely spaced major intersections may be necessary where it is desired to have back-to-back full-width turning lanes. The traffic lanes need to be widened from 3.0m to 3.5m where it is anticipated that commercial vehicles will be present or where vehicle speeds will be higher. This cross section is appropriate for providing for up to 30,000 vehicle/day, again dependent on other road network and infrastructure constraints. 10.5m + 6.0m (median)+ 10.5m (3 lanes each direction + median). This cross section provides for three 3.5m traffic lanes in each direction, separated by a central median. It has significant capacity for carrying large volumes of traffic, up to around 50,000 vehicle/day, dependent on the intersection controls and adjacent road network.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Typical daily motor vehicle traffic volume (both directions) Minimum number of peak period lanes (excluding bicycle lane) Desirable connections Flow Characteristics
< Or = 2,500
Two
Four
Four
Collectors, arterials, Uninterrupted except at signals and zebra crossings 40-60 Footpath on both sides Wide curb lane or special facilities desired
40-50 Footpath on one or both sides Special facilities as required Generally not provided Not applicable Restrictions preferred 0-150
Collectors, arterials, expressways Uninterrupted except at signals and zebra crossings 50-60 Footpath on both sides
Major arterials, Highways Free-flow (grade separated) 80-100 Pedestrians prohibited Cyclists prohibited or confined to hard shoulders Express buses only. E.g. NH8C Not applicable No restrictions
Surface Transit Surface transit daily passengers Heavy Truck restrictions (e.g. seasonal or night time) Typical spacing between traffic control devices, m Typical right-of-
Not applicable
15-22
20-27
20-30
20-45
>45
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
way width, m
15715
11116
23435 21
11513 12.4
3803 3878 3889 71260 Source: Basic Transport Statistics, Gujarat, 1996 to 1998
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
The rates may be noted here as such high toll rates may be feasible for long road of 75 Km. To 100 Km. in case of expressway or national highway. But when the question comes for ring road under reference, it is not possible to levy more toll as peopole shall be using in piece meal and complete stretch of 76 Km. is not going to be used by single individual at once. Again as the road shall be pasing through urban areas and shall have more number of access from local roads, entry or exit from ring road shall not be possible to restict.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
It may be noted that the NHAI had invited proposals for consultancy in April 2002 for making Chiloda Ranasan road of 14 Kms. a four lane road & modernizing to give Ahmedabad city a 25 Kms. long bypass connecting Chiloda and Aslali.
Key Dates October 1994 December 1994 December 1995 January 1997
Initiation of the Project Acceptance by Ahmedabad Municipal Corporation Agreement between A.M.C. and Arvind Mills Limited Completion of the Project
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Situation before the initiative began: Ahmedabad has a network of approximately 1200 km of roads. Most roads consist of no more than an asphalt strip in the center, dirt on either side, rudimentary road lighting or a haphazard maze of utility lines underneath. With rapid increase in traffic volumes in the last decade the road network of Ahmedabad has come under severe strain. Due to a lack of well-designed streets traffic in the city is disorganized and slow, pedestrians are unsafe and noise and air pollution levels are high. The C. G. Road is an important thoroughfare for fast moving traffic. However this is not its only function. It is also the prime-shopping street of Ahmedabad and has some of the best restaurants in the city. Despite the disorganized traffic and parking and dirt along this edges, the people used to converge on this street to shop, stroll and hang out. Visitors to the various establishments on the C.G. Road park their vehicles on the road. The road is also used for loading and unloading goods meant for shops, restaurants and offices on the road.
The motivation for the Design for Redevelopment and the Initiative Streets take up about a quarter of the land of our cities. They are the arteries that make our cities functional. That they should be well designed is crucial for a number of reasons: effective flow of traffic, safety of those using them (particularly the young, old and disabled), lowering of air and noise pollution, generation of commerce and tourism and the enforcement of law and order. Well-designed streets can also help in beautifying cities and projecting an image appropriate to the international roles that they are aspiring to play. It hardly needs to be emphasized that our streets are totally inadequate. No systematic effort has gone into devising adequate designs for our streets. There was a strong need felt to therefore, to undertake an initiative to prepare a design for redeveloping an existing street to demonstrate the importance of street design in the city.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Issues addressed by the design The critical issues addressed by the design were: 1. Accommodation of multiple functions on the street: Thoroughfare for fast moving traffic. Prime shopping area. Pedestrian safety. On street parking. Integration of utilities in street design Loading and unloading of goods meant for shops, restaurants and offices 2. Limited width of the street The width of the C.G. Road was limited to 100 feet and was not possible to increase it any further. Due to this the width had to be judiciously allocated to best serve the multiple functions of the road. Being in a sense zero sum game no allocation to a particular function could be improved without compromising elsewhere. Therefore, the carriageway could not be increased without either compromising on the parking or the pedestrian areas.
Setting of priorities The priorities of issues to be addressed by the design were set in a participatory mode, with the involvement of all the stakeholders. Formulation of objectives, strategies and mobilization of resources The objectives: To prepare a design to incorporate the multiple functions of the street given the width constraints. To package the design as a commercially viable project. Actions Taken 1. The design was reviewed by Prof. Allan Jacobs, from University of California, Berkeley and author of Great Streets, as a part of the Better Streets Initiative. 2. A sample stretch of the road was done to illustrate the design. 3. Parking management system was put in place. Resource mobilization The Arvind Mills Limited agreed to put upfront Rs. 3.5 crore for financing the project. The rest of the amount was to be put up by the AMC. The Arvind Mills were given the advertisement rights on the road to cover the capital outlay without the interest.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Problems faced while preparing the plan 1. Being a pioneering designs initiative, lack of awareness about design concepts, new ways of doing things raised a lot of apprehensions, questions and doubts amongst the citizens during the construction phase. 2. Innovative construction techniques and new materials were employed for the first time in street construction hence it was difficult to find appropriate suppliers for materials and contractors to execute the design. 3. As the utilities such as telecom, electricity etc., are provided by different agencies, coordination between them had to be ensured. Overcoming the problems 1. A sample stretch of the road was executed. 2. Meetings with the people were held on the street to allay the apprehensions. Results achieved 1. The C.G. Road after redevelopment has emerged as the finest multipurpose street of the city. It provides a relaxed and safe environment for shopping and strolling, has easy and well organized parking and ensures an efficient and smooth flow of traffic. The project has emerged as a model public private partnership, employing an unconventional resource to finance a development project that can be emulated in future. The project has become a symbol of urban regeneration in Ahmedabad. The project focused attention on street design.
2. 3. 4.
Sustainability The Arvind Mills Limited agreed to finance the redevelopment up to the extent of Rs 35 million up front. The AMC agreed to bear all additional costs incurred. The AML is to recover its capital contribution (minus the interest) from advertising revenues on the C. G. Road. Following the recovery of the amount invested by AML the advertising revenues will go to AMC. There is no time limit for achieving self-sufficiency. Table 3.5.5 Financial Profile of C.G. Road % Contribution 10 90 100
Partner
*The Arvind Mills Ltd. is to recover its capital outlay from advertisement rights. It is not charging
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Lessons learnt from the C.G. Road Redevelopment The most important lessons learnt from the C.G. Road Redevelopment are: 1. Streets play an important role in the cities and it is necessary that these public spaces are well designed and provide a safe environment. 2. It is possible to implement well designed streets in the Indian context. 3. Private investment is public infrastructure can be made possible through innovative mechanisms.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
was 5.3 Sq. Kms. The establishment of first textile mill in 1857 was a landmark in the history of growth of Ahmedabad. With the expansion of the textile industry, development began to spill over (beyond the city walls) towards the northeast and southeast of the walled city. The industrial and residential growth, however, was confined to the east side of the river Sabarmati. The construction of Ellis Bridge across the river in late 19th Century opened up the western side of the river for urban expansion. Construction of six more bridges namely, the Gandhi bridge, the Sardar Patel bridge (1900-1940), the Nehru bridge (1959), the Subhash bridge (1973), the Shastri bridge (1990) and Indira bridge (1982) across the river, accelerated this development. Development of the region on the western side of the river has been, mainly residential in nature. Industrial development has been concentrated on the eastern side and the walled city has continued to maintain its supremacy as a commercial center. During the period the city has continued to increase as a result of incorporation of fringe areas into the city limit. The Chronology of Development of Ahmedabad is given at Annexure A. Today the AMC covers 190.84 sq. km. However, the spread of urban development is far more than this. The Ahmedabad Urban Complex as defined by the Ahmedabad Urban Development Authority in the Revised Development Plan covers an area of 434.02 sq. km. The overall pattern is one of concentric growth. A road network of rings and radial has supported this pattern. The plan showing proposed road network of revised development plan, AUDA is given at annexure P-4 which gives a clear idea of the road pattern of city. The road network of the city can be bifurcated into major and minor road network, which further can be classified as major arterials minor arterials and collectors.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Nadiad. Several other towns of Gujarat are also well connected. They are Gandhinagar, Bhavnagar, Amreli, Kapadvanj, Surendranagar, Dholka etc.
Name NH 8 C NH 8 A SH 43 SH 41 NH 8 SH 3 Drive-in Road 132 Road 120 Road Shyam Prasad Vasava Road Balwant Rai Mehta Road Dr. Tankaria Road Satellite Road J.N.Road/Rd.R d/Ashram Rd (River Front Rd.)
From Makarba Narol Sabarmati (RTO) Sabarmati Narol Khokhra/Mehmdabad Thaltej Sabarmati Income tax Kalupur Delhi Darwaja Lal Darwaja Isckon Juhapura
To Gandhinagar Naroda Gandhinagar (GEB) Kalol Bareja Mehamdabad Income Tax Juhupura Paldi Naroda Shaibaug Delhi Darwaja ParimalGarden-Paldi Sabarmati (RTO)
Type of Road Part of Ring Part of Ring Radial Radial Radial Radial Radial Ring Road Ring Road Radial Ring Road Radial Radial Ring Road
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Ghodasar (Via Lala Ring Part Bahdur Stadium) D Colony Ring Part Gandhi Bridge (via Ring Road Kalupur) Lal Darwaja Radial Lal Darwaja Radial
It can be well understood that most of the state highways as shown in the plan at annexure P-3 and P-4 namely National Highways NH-59 to Kapadvanj, NH-8 to Himatnagar,NH-8A to Kandla, NH-8 to Mumbai & Expressway to Vadodara and State Highways SH-68 to Modasa,SH-43 to Gandhinagar, SH41 to Mehsana, SH to Ambli, SH-17 to Sanand, SH-4 to Dholaka, SH-142 to Dholaka & SH-3 to Mehamadabad act also as major arterials as radials from the city going outwards city and crossing the proposed ring road. While roads like Sarkhej - Gandhinagar NH-8C and Narol - Naroda NH-8 have become the city main arterials now also acting as part of rings. The roads in city including C.G. Road,Gandhi road, Relief road are minor arterials having primary consideration of traffic with controlled property access. Collectors and locals actually is beyond scope to include all but generallu the Town Planning Schemes road of second level can be collectors where traffic movement and access have equal importance and the third tier roads which are mainly given for property access as primary function to final plots as locals. 58
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
The present status of the project is as point wise stated below. Alignment of 76.313 km. of Ring Road is finalized "On Ground". Demarcation on Ground of 60 m Right-of-way along with Final Centerline is completed. Advance possession for ROW Land Width of 60m for about 55km length is obtained "By Consent" from landowners & for Remaining Length similar process is in progress. Topographic Survey incorporating Traverse and Leveling Completed. Survey Drawings are completed. Traffic Surveys and Analysis including estimation of traffic on various links is completed. Site Selection and General Arrangement for Sabarmati Bridge at Kamod village on Link 1: NH-8A (Sanathal) to NH-8 (Aslali) is completed. Site Selection and General Arrangement for proposed all five Railway Over Bridges is completed. Site for Sabarmati Bridge near Amiyapur village on Link 4:NH-8 (Ranasan) to NH-C(Khoraj) is Finalized. The consultants have submitted Final Preliminary Project Report along with Cost estimate and based on the same, tenders for link-4, linl-1 and link-2 are prepared for the work. Tenders for link- 4 i.e. from NH-8C junction near Vaishno Devi to NH-8A junction near Sanathal are awarded and construction is in progress. Salient Features, Link 1: NH-8A (Sanathal) to NH-8 (Aslali), 14.10 km. Total length of Ring Road - 14.106 km. Roadway Configuration - 4 lane divided Proposed Right of Way - 60m. River Bridges proposed on Sabarmati - 1 nos. Minor Bridges - 3 nos. Junctions with existing National Highway - 2 nos. Junctions with State Highways - 3 nos. Other Major Junctions - 1 nos. Villages on Route - 4 nos. Cost of construction: Rs. 78.00 Crores
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Salient Features, Link 2 : NH-8 (Aslali) to NH-8 (Ranasan), 25.518 km. Total length of Ring Road - 25.518 km. Roadway Configuration - 4 lane divided Proposed Right of Way - 60m. River Bridges proposed on Sabarmati - NIL Railway Over Bridges - 2 nos. Minor Bridges - 2 nos. Junctions with existing National Highway - 3 nos. Junctions with State Highways - 2 nos. Junction with Expressway - 1 no. Villages on Route - 4 nos. Cost of construction: Rs. 104.00 Crores
Salient Features, Link 3 : NH-8 (Ranasan) to NH-8C (Khoraj), 13.82 km. Total length of Ring Road - 13.827 km. Roadway Configuration - 4 lane divided Proposed Right of Way - 60m. River Bridges proposed on Sabarmati - 1 no. Railway Over Bridges - 2 nos. Junctions with existing National Highway - 2 nos. Junctions with State Highways - 3 nos. Junction with Expressway - NIL Villages on Route - 6 nos. Cost of construction: Rs. 90.00 Crores
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Salient Features, Link 4: NH-8C (Vaishnodevi) to NH-8 A(Sanathal), 22.862 km. Total length of Ring Road - 22.862 km. Roadway Configuration - 4 lane divided Proposed Right of Way - 60m. River Bridges proposed on Sabarmati - NIL Railway Over Bridges - 2 nos. Minor Bridges - NIL Junctions with existing National Highway - 2 nos. Junctions with State Highways - 5 nos. Junction with Expressway - NIL Villages on Route - 8 nos. Other Major Junctions - 1 no. Cost of construction: Rs. 60.00 Crores
The table below gives the number of junctions and crossing the proposed ring road shall be crossing including river, railway, national & state highways and other major & minor roads. Table 4.1.4 Summary of junctions & crossings in ring Road alignment
Sr. No. Ring Road Link & Length % Age Of total Length National Highway & Expressway Junction State Highway Junction Major Arterial Junction Minor Roads No. bridges Of
1 2 3 4
Link-1 (14.10 Km) Link-2 (25.52 Km) Link-3 (13.82 Km) Link-4 (22.86
2 3+1 2 2
3 2 3 5
1 0 0 1
4 4 6 8
1 River & 3 Minor 2 Railway & 2 Minor 1 River & 2 Railway 2 Railway Over 62
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Km) bridges The above table gives a clear idea that the ring road is mainly crossing highways and major arterials of the city. Also the road is of the right of way of 60 Mt. cannot be used for direct access from city sub arterials or collectors and locals. It can be used to have some access for city traffic through service road but then the project if has to be taken up as Build- Operate & Transfer in future, the care has to be taken right now for developing as what kind of road? In nutshell, it can be concluded from the above that the ring road is going to fulfill the purpose of regional level road and cater to regional traffic and hence development of it through the town planning scheme seems to be unjustifiable. Planning Alternatives Before finalizing the alignment of proposed ring road, various alternatives are taken in to account like geometric features of existing facility, traffic characteristics, and proposed facility and future, growth of traffic of the alternatives proposed by various authorities as below. Capacity Augmentation of existing NH network The existing network comprises of different links of National highways, State Highways, bypass roads, Major district roads and other roads. The existing traffic plying on all the links is mixed of urban and through traffic. Additional Land Acquisition for junction improvement is not possible due to thick urbanized areas and the expansion to be made for improvement in flow pattern plying on existing bypass will result in to large amount of investment. Considering all factors, it is felt that the option of capacity augmentation of bypass is not feasible. Alternative proposed by NH Authority The Alternative proposed by National Highway Authority if considered gives the alignment proposed by them with more length than the alignment proposed by AUDA. Moreover, the alignment is proposed out of AUDA limit for most of the length. In view of the above situation, the alignment proposed by NH Authority is not suitable to be adopted as a ring road. Alternative proposed by AUDA The alignment of project link was marked by AUDA on Development Plan including bridge sites. The site reconnaissance survey was carried out and alignment was finalized. Alternative Routes The availability of alternative routes provides an opportunity for some traffic to escape the use of the proposed link so as to avoid paying the toll. This will be possible only if the alternative route is compatible and quite and convenient for the movement of ring road traffic. A reconnaissance survey for all possible alternative routes to the proposed link of the AUDA ring road was carried out, with a view to ascertain the category and type, alignment, geometric standards, condition, constraints etc., of such roads. The proposed AUDA ring road traverses through a terrain wherein there are no alternatives roads
R. J. Rawal, URP-1701, School of Planning, CEPT.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
available in the close vicinity expect the major radiating roads crossing the proposed ring road and leading to various regions of the State. The roads available are only the village roads to provide connectivity to the villages. These roads are narrow with bad alignment, poor geometric and congested. Also, the road users may not be aware of such roads. In view of this, it is felt that there is no possibility for any alternative route for road users to avoid tolled ring road. Hence, the influence of alternative roads in this case is considered as nil.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Table 4.2.b Proposed land use in AUC area excluding Corporation area
Sr. No. 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. Zone Residential Type-I (R-1) Residential Type-II (R-2) Commercial Industrial Light Industrial Educational/Public Purpose Service & Institutional purpose Residential Type III (R-3) High Floor Hazard Treatment Plants (AUDA, AMC) Ring Road DP Roads and Railways in AUC area outside AMC Agriculture Total Area in Ha. East 2881.00 346.00 345.00 444.00 0.00 0.00 0.00 0.00 184.00 650.00 196.00 521.00 800.00 6367.00 Area in Ha. West 5652.00 3672.00 463.00 464.60 97.30 367.00 42.00 3006.00 353.00 285.00 255.00 725.00 1822.00 17203.90 TotalAre a in Ha. 8533.00 4018.00 808.00 908.60 97.30 367.00 42.00 3006.00 537.00 935.00 451.00 1246.00 2622.00 23570.90 % of total area 36.20 17.05 3.42 3.85 0.41 1.55 0.17 12.75 2.28 3.96 1.91 5.23 11.24 100.00
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
The total urbanizable area in the Ahmedabad Urban Complex (after deducting the areas of Agriculture Zone, High Flood Hazard Zone, Treatment Plants from the total AUC area) comes to 391.20 Sq.km. The planning of urban road to cater the need of city for coming years is to be done in advance but development and implementation of these roads depend on the growth of city in context to the demographic profile. For the case study of AUDA ring road demographic profile and distribution of population over next decade in different zones is as under.
235.70
342778
575085 (37.77)
940851 (63.60)
1770519 (88.18)
4 5
1294.65
2569047
Ring road 257.83 190564 Affected villages (Figures in parenthesis show the decadal growth rate)
R. J. Rawal, URP-1701, School of Planning, CEPT.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
The list of settlements in AUDA area and summary of no. of settlements included in Ahmedabad Urban Complex area and settlements through which ring road passes along with its population from 1981 to 2001 and projected population for 2011 is separately given at annexure B. The list of settlements with density through which the ring road is passing is as under: Table 4.2.1.b List of settlements through which ring road is passing
Sr. No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 Existing Landuse Function U R R R R R R R R U U U U U U U R R R R R R R R R R R R R R R R R R R R R Name of the village CHANDKHEDA Amiyapur Bhat Chiloda Khoraj Ranasan Sugad Zundal Sanathal HATHIJAN MAKARBA (VP) MUTHIYA (OG) NARODA (OG) NIKOL (OG) OKAF (OG) SARKHEJ (VP) Tragad VATVA (OG) Ambli Aslali Badrabad Bhadaj Bilasiya Fatewadi Hanspura Hebatpur Kamod Kathwada Khodiyar Lambha Oganaj Ramol Shilaj Vanzar Vastral Vinzol Visalpur Total Area 1048.26 197.79 694.95 581.94 763.03 290 427.6 668.92 1575.72 245.83 1093.97 52.51 440.31 811.61 408.6 638.65 355.96 603.51 358.07 1094.68 710.04 810.44 350.98 879.54 248.08 285.87 557.67 1915.24 413.39 636.98 1459.5 725.69 850.96 537.71 1137.19 160 1751.77 25783 Population 1981 10240 955 1634 2398 4272 947 1240 2759 5441 2388 5251 1931 44658 20543 1753 9503 1390 15484 1661 4955 1699 1315 1290 2695 1080 2191 1033 7670 1814 2882 3450 5996 3888 1580 5050 4351 3177 190564 Population 1991 35560 1100 2830 3096 4865 1131 1461 3134 4541 112 9846 50 4108 4969 5415 9569 1747 1734 1775 5444 1846 1473 1408 3835 1364 1690 1484 11328 2431 6080 4068 6819 3819 2310 5523 2921 3753 164639 Population 2001 55477 1250 3780 4457 5746 1413 1673 3400 5080 92 18090 985 44636 17035 1562 23086 2241 4311 1976 6284 2083 1757 1669 5394 1720 1888 1866 13859 2904 16725 4719 O/G 4194 3152 6935 2851 4209 278499
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
The table showing list of settlements through which ring road is passing shows that most of the settlements are of rural nature and major land use function is agriculture. So the road is more of highway and less of a city road.
Walled City/Gamtals in AMC Residential Type 1 (gross area including roads in both AMC and AUC) Residential Type - II AMC Reservations released for development Residential Type - III Total
Though here very conservative stand to density is adopted but in real terms the area achieves much more density. Looking from the density achieved in various schemes in AUDA area from the table at annexure C density of 200 to 250 persons per hectare is not only common but also desirable to achieve compact growth and better utilization of urban land.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
AMC Total Urbanizable Area (less AMC & RIII area) Total
190.84 170.30
(432.1426.225.37-9.3530.06190.84)
3515361 940851
361.14
Above densities have been considered as per the prevailing general development control regulations. The table shows that if compact development is allowed as planned in residential I & II zones, it can accommodate much more population than projected for 2011 AD and hence development through Town Planning Scheme may be needed phase wise even in next twenty years. All Town Planning Schemes are not needed to be prepared immediately just for the sake of single road.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
CHAPTER 5.0 TRAFFIC ANALYSIS & ITS EVALUATION OF THE CASE STUDY
Generally traffic is defined as movement of people; goods and vehicles between spatially separated points and thus include all types of vehicles viz. mechanized, motorized and non- motorized. Traffic operation is depended on traffic management practices adopted to optimize the use of the existing road network with a view to improve traffic flow and road safely. The nature and characteristic of the existing traffic on the national highways, state highways, major district and some other district roads being intercepted by proposed ring road links were examined by the AUDA during the detailed site reconnaissance survey. It was observed that the traffic passing through these roads comprises of mixed composition of vehicles ranging from heavy goods vehicles to buses, cars, auto rickshaws and scooters to slow moving bicycles and carts. In order to assess the intensity of the traffic and to determine the flow of traffic likely to divert and use the proposed link of ring road, data from the continuous classified traffic volume count and origin-destination surveys got done by AUDA and primary traffic survey conducted self are used as below.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
and PCU with its composition by no. & PCU is given at annexure T-3 for all 19-survey stations. The directional distribution of traffic volume for UP traffic towards Ahmedabad and DOWN traffic out of Ahmedabad is given at annexure T-4. The comparative statement for slow moving vehicles, fast moving vehicles and combine of both slow & fast moving traffic is given at annexure T-5'. The comparison is made on Bar Chart as below: COMPARISON OF ADT PCU AT ALL STATIONS
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
The traffic volume count table and its summary shows that traffic is of mixed nature but mostly comprising of fast moving vehicles which amounts to more than 95 % composition by PCU namely on stations no. 1, 2, 3, 8, 9, 10, 12, 18 & 19.Though on rest of the stations there is a fair amount of slow moving vehicular traffic ranging from 10 % to highest 35 % near Ambli village. Again all the stations have more or less same UP and DOWN traffic i.e. 50-50 %. Out of the total volume of fast moving vehicle, the composition by volume of PCU is higher for trucks on most of the roads followed by cars/jeeps. Highest of trucks PCU is at station no. 19 near Kamod of 74.24 % followed by 53.58 % at station no. 8 near Vaishnodevi on NH-8C. While for cars the highest composition is 32.22 % near Amiyapur for Gandhinagar highway. Two wheelers traffic is also considerably high at all the stations. The composition of traffic of different types of fast moving vehicles and slow moving vehicles is shown by Pie Chart as below:
LEGEND SHOWING COM POSITION OF TRAFFIC VOLUM E FOR DIFFERENT TYPES OF VEHICLES
Truck/ Tractor trailor BusA.M.T.S. Car/ Jep/ Van Total Slow Vehicles
Truck
LCV
72
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
73
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
1.68
28.12
1.74
22.04
15.72
1.51 1.13
11.64
3.47
8.99
1.38
8.63
1.52
3.94
8.85
8.06
7.28
Station No.18,NH-8 Near Asalali 7.21 2.65 4.72 13.52 1.09 1.79 13.08 0.01 0.7 2.46 6.84 34.53
11.41
4 .2 74
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
The main purpose of carrying out the Origin-Destination survey is to ascertain the proportion of through, semi-through and local traffic with respect to the proposed ring road link. Origin-Destination survey was conducted by AUDA at the same locations considered for traffic volume count. The survey was conducted for three continuous days in both directions. Vehicles moving towards Ahmedabad were considered as up direction, and outward direction was taken as down direction traffic. O-D survey was conducted by roadside interview method on random sample basis for goods vehicles (MAV/Truck/LCV) and passenger vehicles (Bus/Car/Auto rickshaw/Scooter) by recording the responded information on the prescribed format. For the purpose of analysis, O-D movements of vehicles were divided into 28 zones as given at annexure T-6. The plan showing Origin Destination zones is given at annexure P-11. The origin and destination matrix for surveyed vehicles MAV, truck, LCV, bus, car, auto-rickshaw and scooter were prepared respectively for each survey station. Data collected in the field were analysed to obtained the travel pattern of fast moving vehicles through the survey stations and ascertain the proportions of through, semi-through and local traffic with respect to the proposed link of the AUDA ring road. The sample size of cars, auto-rickshaws and scooters/motor cycles were less as their drivers were not willing to stop at survey stations, since they felt insecure and plied fast. Moreover, in case of the auto-rickshaws, making a number of short-distance to and from trips through the survey stations were reluctant to answer more than once. The sample survey has Origin -Destination and traffic movement from one station to other station for station no. 2 & 19 to near by station is given at annexure T-6a for reference. From the above origin destination survey a matrix was formed to give an idea of PCU in the base year to move from one station to another and consequently on all links. One of the matrixes formed is given at annexure T6b for reference. After establishing the traffic based on past traffic counts as below, the traffic expected to be diverted on all links is estimated.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
For the design of new facility, reliable traffic projections for the design life of the project road is very essential. The traffic projections are carried out for the project road for the period up to year 2030 after establishing growth rate for the traffic by various approaches. The traffic growth rate is primarily related to changes or variations likely to take place in the project road influence area over the design horizon, with respect to economic and social developments like Industrial development, distribution of agricultural surplus, possible population changes, distribution of income, and growth of vehicle population. The growth rate adopted for different types of vehicles is as annexure T-8. The part of the annexure T-7a & b is put below for analysis for traffic growth. Table 5.2.a
Past Traffic Data At Permanent Count Station (In PCU Per Day) Sr. No.
2 3 5 7
Year Location
SH-4, Sarkhej SH-142, Kamod SH-3, Vinzol SH-68, Enasan
1996
11343 10536 14355 12788 16412 11110 10645
1997
11886 10736 14463 13048 9787 10692 10868
1998
12067 15707 15549 13786 9765 10821 11047
1999
12128 12841 15682 13646 10141 10944 11174
2000 (April)
12337 14199 15460 14083 10497 10806 NA
Source: State Highway Division, R & B Department, G.O.G. and Basic Transport Statistics of Gujarat Table 5.2.b
Average Daily Traffic (ADT) Projection (By PCU) Years
2000 2005 2010 2015 2020 2025 2030
Sanathal - Sarkhej Section ( Between Nh-8a & Sh-4 )* MAV Truck LCV Bus Car/Jeep 3 -W 2-W
954 1428 2088 2984 4166 5707 7820 7107 10637 15557 22231 31034 42519 58255 1370 1957 2732 3725 4962 6485 8476 489 667 888 1155 1474 1882 2402 1013 1381 1840 2393 3054 3898 4975 239 311 395 490 596 725 882 676 923 1229 1599 2040 2604 3322
Total
11848 17304 24729 34577 47326 63820 86132
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
The traffic projections done by AUDA is based on the average annual growth rate by types of vehicles given at annexure T-8 ranging per year from 5.5% for three Wheelers to 8.5% for MAV/truck and decreasing over every five year by half percentage. But if we see the actual past traffic census done by Government shown in the above table no. 5.1.3.a, it is found that the traffic growth is not so high as taken for projections which simply does not justify the ring road development from traffic point of view done by authority even. Traffic census data for permanent count stations near the survey locations show an unsteady trend of vehicle growth. The growth of traffic based on the past trend of traffic for the base year 2000 near each survey location is given at annexure T-9. Also based on the growth rates on the base year traffic on each section of the proposed links of the ring road, traffic projections in terms of number of PCU are estimated from 2000 to 2030 A.D. and marked as annexure T-10 and projected traffic on junctions is given at annexure T-11. The traffic projections are also made for both the situations of the particular link considered in isolation and when other joining links are completed where traffic projected is more. Divertible Traffic The divertible traffic on the ring road is obtained from the expanded O-D matrix below for each station. The traffic likely to use the sections of the proposed link is ascertained from the origins and destinations of traffic at each survey station. Thus, the traffic expected to divert and traffic anticipated on the sections of the proposed link in terms of ADT number and ADT PCU of ring road works out as below. Table 5.2.c Average Daily Traffic to be diverted in PCU on the link at present Type of Vehicle
MAV Truck LCV Bus Car/Jeep/Van Autorickshaw Scooter/Motor Cycles Total
VaishnodeviSanathal
3033 11148 966 2292 2710 11 72 20232
Sanathal Asalali
2714 12534 2700 3541 2527 94 110 24220
Asalali Ranasan
978 5513 1098 3134 969 149 147 12038
Ranasan Vaishnodevi
410 426 135 642 471 78 128 2290
Source: Feasibility study & preliminary project report for proposed ring road, AUDA.
78
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road Composition of PCU of traffic to be diverted by type of vehicle on each link in base year 2000
Percent. of PCU
MAV
Autorickshaw
Types of Vehicle
Vaish nodeviSanathal
Ranasan Vaishnodevi
Total
Name of Link
Table No. 5.2.d Traffic Growth anticipated in PCU with (%) at all links Year VaishnodeviSanathal Asalali Ranasan Sanathal Asalali Ranasan Vaishnodevi
2000 2005 2010 2015 2020 2025 2030 20232 29547(46.0%) 42223(42.9%) 59029(39.8%) 80799(36.8%) 109044(34.9%) 147274(35.0%) 24219 35226(45.4%) 50139(42.3%) 69827(39.2%) 95225(36.3%) 128066(34.5%) 172380(34.6%) 12038 16516(37.2%) 23290(41.0%) 32146(38.0%) 43483(35.3%) 58124(33.6%) 77778(33.8% ) 2289 3236(41.3%) 4480(38.4%) 6071(35.5%) 8072(32.9%) 10648(31.9%) 14065(32.1%)
Source: Feasibility study & preliminary project report for proposed ring road, AUDA.
Thus the traffic growth anticipated at four links ranges between 37.2 % on Aslali-Ranasan link to highest of 46.0 % on Vaishnodevi-Sanathal link. Though the traffic growth anticipated in percentage is more or less same on all the links but in absolute figures the traffic anticipated on Ranasan-Vaishnodevi link is very less, which shows the development of this link could be delayed.
R. J. Rawal, URP-1701, School of Planning, CEPT.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Seasonal variation In order to find seasonal variation in traffic, traffic volume data for the year are required. Due to unavailability of data, toll collection revenue at Shastri Bridge across the river Sabarmati, which is in the vicinity of section of proposed ring, can be used to final seasonal variation in traffic. The analysis indicates that traffic is lowest in month of June and maximum traffic flow is in the month of November. There is about 12.26 percent variation between traffic flow of November and June. This trend in seasonal variation of traffic is expected for the traffic on links of proposed ring road section. The traffic surveys for the present study are carried out in the month of December for which the seasonal correction factor is 0.96. The desire line traffic and link loading corrected for seasonal variations are given at annexure T-12.
5.3
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Truck
MAV
Total
LCV
Bus
Car
100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0%
Not willing to pay or no response Above 30 26-30 21-25 16-20 15-Nov 10-Jun 0-5
Nos. Responded in %
Chart showing % of people willing to pay toll in Rs. Per vehicle From the above survey, the probability of getting toll tax and time period within which the project if taken on B-O-T basis can recover the cost may be assessed as below Average PCU on each link: 20000 Average toll rate: Rs. 10/- per PCU Increase in PCU every five year: 20000 So Toll collection per year for first five year shall be: 20000*365*10/- = Rs.7.30 crores Total collection in five year: Rs. 36.50 crores Total collection in second five year plan: Rs. 73.00 crores As the total cost of ring road is estimated to be Rs. 320 crores except land cost it shall need 15-20 years to recover the cost of each link on BOT basis considering rate of return as above.
based
on
existing
&
projected
The development of Ahmedabad city has been concentric type development due to more of its similar terrain and topography on all sides. If we see the pattern of road development, we find it to have a ring road and radials and the ring is repeated after every required interval of distance. Right from ring around wall city joining ancient gates of the city followed by 120 university ring followed by 132 ring road and then the proposed 60.0 Mt. ring road under
R. J. Rawal, URP-1701, School of Planning, CEPT.
81
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
reference. It may here be noted that one more ring of 90.0 Mt. is proposed in the development Plan of AUDA that may come after 20 years or so. It is a well known fact that city is like a child which shall go on growing even in inorganic way if planning is not done in advance. So it is always safe to plan for the future needs of the city from the population projection expected and also traffic and transportation that is expected to increase consequently. The present ring road of city namely 132 ring road was planned before the independence in master plan of the city. The same was proposed in the principal development plan of the Ahmedabad Municipal Corporation sanctioned in 1965. But the ring was fully developed recently only looking from the present need. Similarly the proposed 60 Mt. of ring road in revised development plan of AUDA is necessary as development plan is prepared for next 20 years. But developing it immediately may have to be reviewed from the traffic it is going to serve, generated from the area it is to cater. The primary survey for traffic at various important junctions of inner rings and radials was done to get an idea of traffic diverting from the radials to rings and vice versa. Based on this and depending upon the area and density envisaged in development plan and ultimately the population residing or going to reside in the area, traffic expected to come on ring road is assessed. The traffic anticipated to use the various links of ring road shown before is based on mainly outside traffic calculated from origin-destination survey and traffic count done on radials from Ahmedabad to outside the city. Thus that traffic is more of regional traffic and as the development of road is to be done through town planning scheme, it seems more necessary to see the utility for city traffic. As if the road is not going to have enough of PCU due to under development compared to the development that has taken place between SarkhejGandhinagar highway and inner rings then the construction of ring road may need reconsideration. There cannot be any doubt in proposal but the immediate development and construction should definitely be justifiable.
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Resi. I with 40 % ground coverage and 1.0 F.S.I. (as per old G.D.C.R.) Resi. I with 45 % ground coverage and 1.8 F.S.I. (as per new G.D.C.R.) Resi. II with 45 % ground coverage and 1.2 F.S.I. and Ground + Two floors
4000
4500
4500
1000
10000 50 Sq. Mt. of 80 320 to built up or 125 400 Sq.Mt. of F.S.I. or ground holding. 18000 50 Sq. Mt. of 90 360 to ground 450 coverage or 200 Sq.Mt. of F.S.I. or 125 Sq. Mt. ground holding. 12000 100 Sq. Mt. of 45 180 to ground built Individu 320 up for al individual Houses house and to 150 Sq.Mt. of 80 F.S.I. or 125 Flats. Sq. Mtr. of ground holding for flat type. 2000 100 Sq. Mt. of 10 40 to ground 50 coverage or 200 Sq. Mt. of F.S.I. or 1000 Sq. Mtr. of ground holding.
Note: Population of Ahmedabad Municipal Corporation in 2001 A.D. is 3515361. Area of A.M.C. is 19084 Ha.
R. J. Rawal, URP-1701, School of Planning, CEPT.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Considering 65 % area to be Residential area i. e. 12404 Ha. Net density of residential zone in A.M.C. comes 283 Persons Per Hectare.
This gross density assumed all three types of residential zones can be taken as base for the population it can accommodate per unit area. For the sake of getting an idea of traffic projection on proposed 60.0 mt ring road, the western belt which seems to be very potential and developing area has been selected for sample as the development of ring road on this sides may be in need of earliest phase in comparison to other links for city traffic. Sectors formed by the inner ring roads of 120 university road, 132 ring road, Sarkhej- Gandhinagar National Highway NH 8C and 60mt. ring road and then radials going from center towards Gota, Sola / Bhadaj / Thaltej, Ambli, Vejalpur and Vasna have been numbered from 1 to 20 depending upon the zone. Each such sector is then with its assumed density of relevant zone, is assigned the maximum population it shall cater. The plan of Ahmedabad city showing the development mainly on western side is given below for reference, while the plan showing the sectors done as explained above is given at Annexure P-12. The sectors shown in the plan as numbered are then with its location and area can totally accommodate 84
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
16,03,878 persons as stated in the Table No 5.4.2.b which includes population of 11,95,450 in Residential TypeI, population of 2,95,364 in Residential TypeII and population of 1,13,064 in Residential Type-III zone. The twenty residential sectors include mainly the wards / area of Paldi, Vasna, Gandhinagar, Navrangpura , Sardar Patel Stadium, Naranpura, Ghatlodiya, Nirnaynagar, Memnagar, Thaltej, Vastrapur, Bodakdev,Vejalpur, Makarba and Jodhpur. The present population as per census2001 is 8,76,098 as stated in the table no. 5.4.2.c.
Development of Ahmedabad
85
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Table 5.4.2.b
Population Accommodated in Sectors between Main Ring and Radial Roads. Sr. Location Area Zone Density Population no. in Sq. assumed Km. 1 Naranpura 4.487 Resi. I 25000 112175 2 Ghatlodia, Gota 10.63 Resi. I 25000 265750 3 Sola, Bhadaj, Oganaj 5.561 Resi. II 17500 97317 4 Sola, Bhadaj, Oganaj 7.622 Resi. III 4000 30488 5 Navarangpura 0.979 Resi. I 25000 24475 6 Thaltej, Memnagar 4.836 Resi. I 25000 120900 7 Thaltej, Bodakdev 4.701 Resi. II 17500 82250 8 Thaltej, Hebatpur 6.236 Resi. III 4000 24944 9 Vastrapur,Uni.campus 3.037 Resi. I 25000 75925 10 Vastrapur,Bodakdev 6.294 Resi. I 25000 157350 11 Ambli, Bodakdev 4.683 Resi. II 17500 81952 12 Thaltej, Ambli, Bodak. 4.395 Resi. III 4000 17580 13 Manekbag Soc. 1.051 Resi. I 25000 26250 14 Jodhpur,Prahladnagar 4.057 Resi. I 25000 101425 15 Vejalpur, Makarba 1.934 Resi. II 17500 33845 16 Makarba 3.531 Resi. III 4000 14124 17 Vasna, 3.271 Resi. I 25000 81775 18 Shreyas, Juhapura 9.177 Resi. I 25000 229425 19 Sakhej 1.303 Resi. III 4000 5212 20 Makarba, Sarkhej 5.179 Resi. III 4000 20716 21 Sarkhej 1.286 Com. I Total 92.96 1603878 Residential Type I : 1195450 Residential Type II : 295364 Residential Type III : 113064 Total : 1603878
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Total
876098
740023
Population as per census includes the population residing in whole of the ward but as we have for our convenience in traffic study have divided the areas as per roads and so some of the areas towards Ashram road from 120 ring University road are not included in these population. Thus roughly the area, which is opened up for residential in revised development plan of AUDA including existing area for above locations, can accommodate 16.0 lakhs population which is approximately double the 2001 census population of 8.0 lakhs in between above stated ring roads. This clearly shows that more 8.0 lakhs of population when accommodated, the area shall get fully developed and then only such big roads may be utilized in optimum way. But the population of 8.00 lakhs means 100% increase is quite high then general growth rate observed from demographic profile that is 30 to 40% in a decade. So even if we take very optimistic projection of population the area shall need at least a decade or more than one decade to get fully developed.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Table 5.4.3.a
Average Traffic volume count per 15 minutes at Vijay Char Rasta Time 10.30 to 12.00 A.M. & 4.00 to 5.30 P.M. Navarangpura University Gurukal Naranpura to to to to Navarangpura Navarangpura Navarangpura Sr. No. Type of Vehicle Equi. PCU
Naranpura
Naranpura
1 1 2 3 4 5 6 7 8
2 Bus Truck Car 3-Wheeler 2-Wheeler Cycle Cycle rickshaw Camel cart
3 3 3 1 1 0.5 0.5 2 8
10 2 0 38 26 140 20 2 0
0 1 2 0 1 1 38 22 11 34 10 3 142 46 38 25 8 8 1 0 0 0 0 0
2 0 1 0 0 0 87 22 12 39 5 1 258 30 27 47 6 4 4 1 0 1 0 0
11 12 13 14 15 0 0 3 2 0 0 0 0 0 0 12 23 55 18 9 8 9 41 11 4 26 31 187 45 24 13 9 51 7 5 3 0 1 0 0 2 1 0 0 0
Table 5.4.3.b
Average Traffic volume count in PCU per hour at Vijay char rasta PCU per Hour i.e. Volume*4*Eq. PCU Naranpura NavarangUniversity to Gurukal to to pura to Navarangpura Navarangpura Sr. No. Type of Vehicle Navarangpura
Equivalent PCU
Naranpura
Naranpura
Naranpura
University
University
University
4*Eq.PCU
Gurukul
Gurukul
Gurukul
1 1 2 3 4 5 6
2 3 Bus 3 Truck 3 Car 1 3-Wheeler 1 2-Wheeler 0.5 Cycle 0.5 Cycle 7 rickshaw 2 Camel 8 cart 8 Total PCU from PCU to
4 12 12 4 4 2 2 8 32
6 7 12 24 12 12 88 44 40 12 92 76 16 16 0 0
0 0 0 32 32 0 0 0 0 64 0 0 128 630 260 184 1202 212 126 616 182 216 960 252 110 4950 1074 1540 1014 1322 4950 994 1568 952 1436 4950
Table 5.4.3.c
R. J. Rawal, URP-1701, School of Planning, CEPT.
Total
Naranpura
University
University
University
Gurukul
Gurukul
Gurukul
88
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Traffic volume count in vehicles per 30 minutes at 132' Ring road & Drive-in Road junction Time 10.30 to 12.00 A.M. & 4.00 to 5.30 P.M. Vastrapur Gurukal Navarangpura Sola to to to to Navarangpura Navarangpura Sr. No. Type of Vehicle Navarangpura
Equivalent PCU
Vastrapur
Vastrapur
Vastrapur 14 0 0 30 10 84 11 0 0
Gurukul
Gurukul
Gurukul
Sola
Sola
1 1 2 3 4 5 6
2 Bus Truck Car 3-Wheeler 2-Wheeler Cycle Cycle 7 rickshaw Camel 8 cart
6 1 0 0 1 19 43 10 5 148 53 10 9 0 1 0 1
9 10 11 12 2 0 1 0 0 0 0 10 0 0 29 27 55 13 32 20 4 37 7 5 87 130 252 65 78 25 19 59 13 13 0 1 0 1 10 0 1 0 0 2
15 0 1 11 5 61 20 1 0
Table 5.4.3.d
Traffic volume count in vehicles per 30 minutes at 132' Ring road & Drive-in Road junction Average Traffic Volume count in PCU per Hour i.e. Volume*2*Eq. PCU Navarangpura Vastrapur to Gurukal to Sola to to Navarangpura Navarangpura Equivalent PCU Vastrapur Vastrapur Vastrapur Sr. No. Type of Vehicle Navarangpura
Gurukul
Gurukul
Gurukul
1 1 2 3 4 5 6 7 8
2 3 4 5 6 7 8 Bus 3 0 6 0 48 12 Truck 3 36 0 6 24 0 Car 1 118 38 86 480 58 3-Wheeler 1 94 20 10 232 40 2-Wheeler 0.5 280 148 53 649 87 Cycle 0.5 48 10 9 89 25 Cycle rickshaw 2 32 0 0 92 0 Camel cart 8 0 16 16 64 16 Total 608 238 180 1678 238 PCU from 1026 2143 PCU to 1003 2176
9 0 0 54 8 130 19
10 6 60 110 74 252 59
11 0 0 26 14 65 13 4
16 108 168 1594 788 2601 413 216 240 6128 6128 6128
0 40
16 0 0 32 80 0 0 227 601 122 197 1741 175 123 92 2039 969 1980
Table 5.4.3.e
Average Traffic volume count in vehicles per 30 minutes at Sarkhej- Gandhinagar highway
Total
Sola
Sola
Sola
Sola
89
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Time 10.30 to 12.00 A.M. & 4.00 to 5.30 P.M. Sarkhej to Thaltej to Gandhinagar to Gandhinagar Gandhinagar Equivalent PCU Sr. No. Type of Vehicle
Drive-in
Drive-in
Drive-in
Sarkhej
Sarkhej
1 1 2 3 4 5 6 7 8
2 Bus Truck Car 3-Wheeler 2-Wheeler Cycle Cycle rickshaw Camel cart
6 1 6 48 11 66 4 0 0
7 4 1 27 28 65 13 0 2
Table 5.4.3.f
Average Traffic volume count in PCU per hour at Sarkhej- Gandhinagar highway PCU per Hour i.e. Volume*2*Eq. PCU Sarkhej to Thaltej to Gandhinagar to Drive - in to Gandhinagar Gandhinagar Equivalent PCU Sr. No. Type of Vehicle Gandhinagar 0 0
2*Eq.PCU
Drive-in
Drive-in
Drive-in
Sarkhej
Sarkhej
Bus Truck Car 3-Wheeler 2-Wheeler Cycle Cycle 7 rickshaw Camel 8 cart Total Total PCU from Total PCU to
1 1 2 3 4 5 6
3 3 3 1 1 0.5 0.5 2
4 6 6 2 2 1 1 4
5 30 702 196 66 82 7 0 0
6 7 8 9 10 12 6 24 0 0 18 36 6 24 6 16 96 54 32 6 6 22 56 10 6 9 66 65 3 12 6 4 13 2 4 0 0 0 0 0 0 0 0
12 0 18 6 4 7 2 0 0
13 0 12 46 4 25 3 0 0
14 15 30 12 6 6 20 86 10 8 28 66 1 2 0 0 0 0
Sarkhej
Thaltej
Thaltej
Thaltej
8 16
32 16
Figures given in between junctions in the chart shows the existing population in the sector surrounding these junction upto Sarkhej Gandhinagar Highway and population that can be accommodated in sectors beyond N.H. 8C and 60.0 Mt. ring road. There being very less residential II or III zone (upto 200 mts only) on other side of ring road, the population expected to reside on other 90
Sarkhej
Thaltej
Thaltej
Thaltej
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
side is negligible. Hence whatever population is going to reside between N.H. 8C and proposed ring road may use this 60 Mt. ring road. The chart if looked into detail shows that main traffic on first two rings of 120 and 132 ring are the from PCU plying on rings only accounting 70 to 80% of total traffic. Similarly on radials 70 to 80% traffic is moving straight on radials itself only and only rest 20 to 30% is diverted roughly equally on ring. Hence the rings, which exist, are main ring of city and even then it gets less traffic from radial. The scenario changes at third ring of N.H. 8C where more than 50 to even upto 70% goes from radial to ring road. But presently N.H. 8C is joining mainly Gandhinagar and North Gujarat to Saurashtra the traffic getting diverted to this ring is of outside traffic going out as in from city. But this pattern cannot be expected to observe in next ring. Rather the traffic pattern being observed at inner two rings can be expected similarly in 60.0 mt. ring. Again if we see the population from Vasna to Gota between SrkhejGandhinagar highway and proposed 60.0 Mt. Ring Road in each sector which is roughly same or sometime less than the inner sectors is of @ 25,000, 50,000, 1,00,000, 1,07,000 and 1, 27,000 approximate. That means the ring is not going to cater the same population as the present 132ring road is catering. Also PCU observed if for an example at 132ring road and Memnagar road PCU of 2000 on radial & 1000 on ring approximate is also very less than optimum ring road of 132 could cater. Hence the PCU from city or area it is to cater shall be very less and cannot reach at maximum utilization even if area is fully developed and maximum achievable density as per proposed GDCR is attained.
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
a two-lane divided carriageway in the initial years as maximum average daily traffic anticipated in base year of 2000 is about 25000 PCU and the road which shall be a major arterial of 2 lane (two way) can accommodate 1500 PCU per hour totaling quite more than the need anticipated for day. Provision of four-lane road would be required due to heavy traffic movement on the links and fast development to widen and strengthen to six lanes divided carriageway in next few years. But in nutshell the ring road shall be catering the regional traffic more and hence the development of it through town planning scheme needs to be reviewed. Also financing the project by state government or central government should be thought of. From traffic flow estimated by primary survey It is very clear that 60.0 mt. ring road shall be utilized in its partial form by the residents of sectors near by when it gets developed which shall taken at least a decade or even more. And so the construction of ring road from point of view of traffic and transportation of city level is not at all feasible. It may cater regional traffic but then for regional traffic, road can be developed by State or Central Govt. and National / State highway being the responsibility of highway authority and not authority like AUDA. So the construction of ring road seems to be early at least through town planning scheme mechanic.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
The proposed ring road segment can act as an effective mechanism for reducing economic and environmental costs of the congested traffic in the city and acts as a catalyst to the economic development of AUDA and surrounding villages.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
environmental consideration are given adequate weight in the selection of subsequent design of proposed road projects. The results of the preliminary screening will enable us to identify: a) Those stretches of the road with major environmental issues or impacts which would require detailed EA in order to determine appropriate mitigation measures and b) Those stretch with little to no potential impact and hence would require a limited environmental analysis.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Water resources
Air Quality
Impact arising from land acquisition and resettlement Impact on cultural heritage
Impacts on aesthetics and landscape Impact on noise environment Impact on human health and safety
Data on sensitivity of study zone wrt drainage basin, nature and frequency of flooding, water quality, water use, fauna species and habitat Existing air quality levels Identify contributors to air quality degradation Describe the sensitive VECs and most applicable indicators of emission impacts Baseline data on flora, fauna, Comparative analysis of options in terms of bio-diversity its rarity and their consequence on natural environment to vulnerability, wildlife corridor avoid sensitive areas and VECs Data on landuse, demography, Alternative should include socio economic as economic activities traffic count, well as bio-physical environmental impact travel pattern with possible secondary effects on life style travel pattern and landuse. Where community impacts are significant the final choice of alternative may depend not on technical criteria but also on the priorities and perceptions of affected Project affected persons Cost each alternatives, valuation of each Impacts to be categorized in impact recognize the full cost. terms of types of person, land and activities affected and whether effect temporary or permanent Identification and prioritization Options for avoidance of sensitive areas of historical and archaeological should be considered seriously sites. Pinpoint highly sensitive areas and archaeological sites Critical features such as Alternatives which is aesthetically good and vegetation, buildings major which blends with the landscape. Avoid geographic areas. alignment in area with inherent scenic quality Road noise levels, sensitive Analysis of alternatives from noise levels point zones, highlight currently quiet of view. locations likely to experience a large change in noise levels. Accident data and geographic Consider using accident black spot remedial distribution of communicable measures disease.
95
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Table 6.2 Areas of inquiry for Social and Environmental Impact Screening
BROAD SOCIAL/ENV. PARAMETER CULTURAL VALUE FOREST Within 10kms. le g al st at us ty p es AREAS OF ENQUIRY Conservation areas Archaeological Building if INFORMATION SOURCES
any, From Archaeological survey of India/discussion with local community Conservation of forest area, Dept. of Forest/Conservation of conservation endangering of animal & Forest, any other species including migration Discussion with local routes Community and local Forest Chaui.
density SETTLEMENTS a) on the Ring Road ROW b) within 100m from Ring Road DRAINAGE/ FLOODING
Settlements & its population along the Population censes 1971, 1981, stretch. Its location & numbers. 1990. Topographic sheet for location. Existing drainage map and flooding level including its extent of water spread Identification of drainage channel and its catchments area around the road Identification of soil type its stability potentiality for soil erosion Type of crops/its/production intensity and yields changes in crop pattern Existing traffic characteristics speed of the traffic movement in the stages Existing noise level Identification of water bodies/canal/drainage channels where the run off surface water will flow-due to erosion and also due to spillage oil and other hazardous materials Existing movements of hazard materials. Identification of existing tree species is and its location. Its intensity Existing Traffic Volume Further Traffic forecast Direction of slope Farm land/Crop intensity and output. Grazing Land. Toposheet/hydrology study/River control authority in the state. Data from hydrological survey. Local people experience about flood level to be obtained at field visit. Geotechnical group identifying potential of erosion on the basis of soil characteristics. Agriculture Dept. Field survey and discussion with local people and local expert. Traffic data,State Pollution Control Board. Fields testing Traffic data / conducting field test. Topography sheets/field study Hydrological data from the Survey. Water quality test
SOIL & GEOLOGY AGRICULTURE/FARM PRODUCTION AIR POLLUTION NOISE LEVEL WATER (QUALITY SURFACE & UG)
Forest Dept. and field survey NHA1 past data on this stretch.
Contour Survey Field Survey Topographic Sheet, Agriculture Dept. State and at local level Discussion with community. Location, number, types spread, grith Field Survey etc. Local name, value of the treets Topo sheet, Discussion with
96
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road community Forest Dept./NHA1 Landscape & Land from survey.
AND
Landscape elements
97
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
6.3
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
6.4
Ecological Resources
Flora and Fauna Conservation of nature is concerned with maintaining available population of countrys characteristic flora and fauna and the communities they comprise. Maintenance of the diversity and character of the countryside including its wild life communities and important geological and physical features. Maintenance of viable populations of wild life species throughout their traditional range and improvement of the status of rare and vulnerable species. Flora At present in the 76 km of section of ring road alignment area there are no reserved or protected forests and the alignment passes through mostly cultivated area or fallow area. Along the route more than 200 trees are coming and will have to be cut after taking necessary permission and following the official procedure. Suitable compensatory reforestation in the form of roadside plantation shall have to be taken immediately after construction. The construction of ring road section does not have any other impact on any plant species. Fauna & Wild Life There are no major wild life or natural habitats or bird nesting grounds in this project area. Natural Habitation Sanctuaries and National Parks There are no such sanctuaries or national park in the project area and does not pass through ecologically sensitive areas such as National Parks, Sanctuaries Reserve Forests. Environmental Resources The scooping exercise is undertaken for the potential impact, which is significant for the project. Table provides an Action checklist as an insight into kind of data required, and aspects to be considered while evaluating alternatives from viewpoint of various Biophysical and Socio-economic environment impacts.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Natural water bodies /Lakes/Ponds The ring road of 76.31 Kms. crosses the Sabarmati River twice near the village Bhat and Kamod. The alignment of bridge proposed was coming skew in the original alignment and so has been altered near Kamod. The alignment is also affecting thirteen lakes/ponds in eleven villages namely Ambli, Makarba, Lambha, Odhav, Muthiya, Zundal, Khodiyar, Chandkheda, Bhadaj, Hebatpur and Shilaj. The two ponds of Chandkheda and Ambli are just touching the ring road and land from the ponds is not going in it while from the remaining eleven ponds of total area 1,88,385 Sq. Mt. approximately an area admeasuring 47,691 sq. Mt. is going in the road alignment for which measures shall have to be taken, The detail list of ponds with total area and the area affected due to ring road is given below. Table 6.4.a Water Bodies Affected By The Ring Road Total area Area affected in Name of Village R. S. No. in Sq. Mt. Sq. Mt. Passes through Ambli 315 6323 corner edge only Shilaj 284 16162 3135 Khodiyar Zundal Chandkheda Muthia Odhav Lambha Lambha Makarba Bakrol Bhadaj+Hebatpur Bhadaj 79 353 62 294 46 293 Vermino Talav 405 206 428+147 204 Total 36895 6932 15337 3762 15782 12211 14086 2450 6450 21060 30935 188385 3140 1369 Passes through corner edge only 3200 6807 2848 6915 1646 2708 10403 5520 47691
Sr. No. 1 2 3 4 5 6 7 8 9 10 11 12 13
Thus about thirteen ponds are affected by the proposal of ring road in which also 5 Ha. of area out of total area of about 18.8 Ha. is going in the ring road. Some measures including changing of alignment shall have to be taken to protect the ponds or if it is unavoidable to change the alignment then some alternate may be thought so that ecology and environment is not affected. 100
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Critical Locations on the Ring Road Alignment On the basis of environmental and social considerations there were some critical points in the original alignment proposed in the Development Plan of AUDA which were considered and minor variations in the alignment where done. The statement showing the critical location on the original alignment on project road is as below: Table 6.4.b Statement Showing Critical Location on the Original Alignment of the Project Road
Ch. Of Brief Description of Critical AlignLocation ment 1 2 3 Sanathal to Aslali Link: 1. 2/970 Original alignment falling over fuel filling section Sr. No. Elimination & Avoiding of Critical Location 4 The alignment is shifted 80 m towards. Bagodara side. So as to eliminate of obstacles as shown in column no.3 Apex is also eliminated & Intersection with N.H. way No. 8A is made at right angle. To overcome curve on intersectional point alignment is shifted meter towards Sanathal side. To overcome all the obstacles, shown in column 3, the site is shifted 500 m towards D/S of the River. Skew avoided No problem of water stagnancy. Defined high bank available Narrow gourge available The alignment is shifted to 50 meter towards Vadodara side & kept such away that structures will not be influenced with alignment. The alignment is shifted to 150M towards Nadiad side, so as to avoid obstacle of Loco Shed To avoid this alignment is changed to 100 M towards Nadiad site. To overcome this difficulties is shifted 250 M towards Nadiad Side. Effect in Length 5 2520 M
2 3
6/670 10/970
Apex point coming on intersection with N.H. Original Road Alignment crossing Sarkhej-Dholka Road was lying on curve Original Bridge alignment crossing with River Sabarmati was of Skew pattern Water stragnency near by Defined Bank not available River gourge was broad
800 M 8400 M
The end of original alignment was passing over Telco Show Room and other heavy structures Aslali to Ranasan Link : 5 21/350 Original Alignment was to passing over the loco-shed 21/800 having two storeyed structures 6 23/200 Near Village Vinzol Residential quarters for Ayojan of Housing Board coming under alignment 7 24/400 At the intersection where the alignment crosses Ahmedabad-Nadiad SH way have much growth and development of Industries of GIDC etc. and as such the same required to be shifted. 8 29/900 Alignment passing over Jivdaya Building under Panjrapole where cattles are
R. J. Rawal, URP-1701, School of Planning, CEPT.
17/134
2000 M
4300 M 2000 M
2200 M
800 M
101
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
sheltered At the intersection near Ranasan, 66 KV power supply of GEB was coming under alignment Ranasan-Vaishnavdevi Link : 10 44.947 The apex point (skew) aligning to on the River 45.494 High tension line passing 11 47.023 The structure of ADI Institute to coming on the alignment 48.398 The structure of Arjun Farm House on Modhera-Sughad Road coming under alignment 12 52.035 Where the alignment of AUDA Ring Road crosses SH-41, Ahmedabad-Mehsana, temple of Mahadevi coming under alignment. Vaishnodevi-Asalali Link: 13 54/522 The originally alignment was to zigzag with two railway 55/722 crossings intersecting it near Chandkheda 14 55/722 The alignment was passing to through a pump house & tube 56/522 well was located. 15 56/522 Original Alignment was to passing through Jivdaya 57/022 Ashram Satparivar near Khodiyar where Pump House and Tube well was located. 16 58/400 Original alignment was to passing between Gota-Vadsar 60/800 Raod where two no.s of pump house and tube wells were located. 17 64/650 The alignment originally was to passing through Shilaj village, 67/650 where brick chimney, pump room & rube well were located. Total Length of ring effected 9 42 to 42/600
1200 M
The alignment shifted to 80m to 90m towards Gandhinagar side Alignment shifted to 50 m towards Gandhinagar side.
2500 M 3000 M
2000 M
It is necessary to straighten the alignment and hence the alignment is shifted (10 m 30m) towards Mehsana side. The alignment is shifted 30 m towards Sarkhej side. The alignment is shifted to 30 m towards Sarkhej side, so as to avoid destruction of pump house and tube well. The alignment is shifted to 50m towards Vadsar side, so as to avoid destruction of pump house and tube well. The alignment is shifted (30m 40m) towards Shilaj side to avoid destruction of the structures.
1200 M
800 M 500 M
2400 M
3000 M
39620 M
102
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Express Highway. The eastern link forms the intersections with State Highway to Modasa near village Muthia, State Highway to Kathwada and National Highway 59 to Kapadvanj. Topography: The terrain is almost flat, with a minimal slope, less than 1 percent. The direction of the slops is almost parallel to the flow of the river Sabarmati. Landuse: The alignment of this link is passing through the agricultural land and traverses nearby few villages. The existing little permanent structure is with in the ROW of Ring Road. The alignment also passes through the municipal limits of Ahmedabad at Odhav, one of the major industrial areas of the city. Soil Characteristics: The alignment of the corridor is passes through the area of fine loamy soil. Environmental Sensitive Areas: The alignment passes through fertile agricultural land. A few wells are located within the ROW of proposed Ring Road. The Khari Cut Canal, of 10 m. width, which carried industrial effluent, crosses, the proposed alignment between junctions 12 and 13. The Ring Road, between junction 13 and 14 passes through areas of low flood hazard of river Khari. The alignment passes near to the Odhav Industrial Estate. This is mainly a chemical industrial estate. Water bodies are located on either side of the proposed alignment, at the junction with the National Highway to Himatnagar. Southern Link (16-17-ROB 5-18-19-RB2-1) This link of Ring Road starts from the junction (16) of Vadodara Express Highway and ends at the junction (16) with the Highway to Dholka, SH 4, near village Bakrol. The other junctions are with the State Highway to Mehmedabad near Hathijan, National Highway 8 to Mumbai near Aslali and State Highway to Saroda and Dholka near Kamod. Topography: The terrain is almost flat, with slope, less than 1 percent. The slope is towards River Sabarmati. The alignment passes nearby the high flood hazard area in the junction 19. Landuse: The alignment, of this link, is through predominantly agricultural lands. There are few permanent structures within the proposed alignment. Soil Characteristics: The alignment of the corridor is passes through the area of fine loamy soil. Utilities: 103
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
The ONGC pipeline is crossing the proposed Ring Road between intersections 19 and 1.The trapezoidal canal of 9m widths crosses the proposed Ring Road at two places, between intersection 17-18 and intersections 18-19. Environmental Sensitive Areas: The link passes through agricultural lands. The alignment passes through dense plantation of Eucalyptus planted by Kamod Gram Panchayat. At the junction 19, the alignment passes through areas of eroded soil. A flood hazard area, of River Sabarmati, is near the alignment between junction 1 and 19. The Kharicut canal crosses the alignment between junction 17 and 18. This canal carries the entire effluent of the industrial estates in Naroda,Odhav and Vatva. Western Link (1-2-ROB1-3-4-5-ROB2-6-7-8 ) This link of the Ring Road starts from the junction (1) with the State Highway 4 to Dholka and ends at junction (8) with NH8C. The western link intersects NH8A near village Sanathal, State Highway 17, road to Bopal near Ambali, road to Thaltej near Shilaj, road to Santej near Bhadaj and the Kalol road near village Oganaj. Topography: The terrain is almost flat, with a minimal slope, less than 1 percent. The direction of the slops is almost parallel to the flow of the river Sabarmati. Landuse: The alignment of this link is passing through the agricultural land and few residential plots and traverses nearby few villages. The area adjacent to the proposed highway has been earmarked as residential as per the AUDA Development Plan. There are a few existing permanent structures within the ROW of the proposed Ring Road. At these locations the detours would be required. Soil Characteristics: The alignment of the corridor is passes through the area of predominantly fine loamy soil. The alignment in between intersections 3 and 5 passes through the areas of coarse loamy soil. Utilities: An 18.0 m. wide trapezoidal canal crosses the Ring Road between the intersection 1 and 2. Environmental Sensitive Areas: The link passes through the fertile agricultural land. Two water bodies, near village Santhal, are located within the ROW proposed Ring Road. A few wells are located within the alignment of the proposed Ring Road. Brick kilns are located near the alignment between junctions 5-6-7. Northern Link (9-ROB3-9-10-11-RB1-12)
R. J. Rawal, URP-1701, School of Planning, CEPT.
104
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
This link of Ring Road starts from the junction (16) with National Highway 8C, to Gandhinagar and ends at junction (12) with National Highway 8, to Himatnagar. The Northern link intersects with the State Highway to Mahesana near Jhundall, State Highway 71 to Gandhinagar near Umiyapur and the Hansol-Gandhinagar highway near Bhat. Topography: The terrain is almost flat, with a minimal slope, less than 1 percent. The slope is towards east. Landuse: The alignment of this link is passing through the agricultural lands. Soil Characteristics: The alignment of the link passes through area of coarse loamy soil between intersections 9 to 12 and areas of fine loamy soil between intersections 8 & 9. Environmental Sensitive Areas: The alignment passes through fertile agricultural land. A few brick kilns are located within the ROW of the proposed Ring Road. The alignment, from junction 11 to 12, passes through high flood hazard area of River Sabarmati.
105
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
In such circumstances, the proposal of ring road of 60 meter width can be a boon to the city if used properly for integrated public transport system and modern technology like sky metro.
106
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Key aspects of the vehicular pollution load data are Total pollution load is 430.47 Tonnes per day(1999). Decadal average pollution load growth (1989-99) is 106 % approximately 9 % each year. Two and Four wheeler contributes 74 % of the total vehicular emission load. HC and CO combined contributes 90 % of the total vehicular emission load. 65 % of two wheelers, 55 % of three wheelers and 70 % of four wheelers had emission above permissible standards for CO and Hydrocarbon. (Survey, CERC, 1993) Of 300 vehicles tested, it was found that 55 % two wheelers, 68 % three wheelers and 66 % of four wheelers were exceeding limit of CO. Two wheelers contribute to the largest proportions of most contaminant generated by the transport sector, most notably HC (63%) and CO (51%). Two wheelers produce 50 % of total pollution emissions from the transport sector followed by four wheelers (24%) and three wheelers (16%). It is the two wheelers emission, which needs to be addressed through emission control policies. Diesel driven vehicles also contributes to pollution problem, mainly on SO2 and Nox emissions, accounting for 59 % and 68 % of these pollutants load, respectively. The pollution load in the city is 316.58 tonnes per day in 1996, which is next to Delhi and Mumbai but higher than that in Bangalore, Pune, Chenani and Hyderabad. The table showing comparative statement of the city wise vehicular pollution load is given at annexure Env-4.
6.7
Health Indicators
Briefly the most important impacts identified are: Human Health Respiratory disease and premature mortality are the outcome of RPM and other pollutants. Human Welfare Aesthetics/visibility impacts, building and material impact, cultural monument impact, Land use impact As per the studies conducted earlier, it is noted that 90% of the AMC population is exposed to the Respiratory Particulate Matter i.e. 28 lacs. The restricted days account for 85,90,288 i.e. 10 days per capita annually, Workdays lost 44,16,991 i.e. 5 days per capita annually. It is also estimated that approximate 21% of the city population live in close proximity of major 107
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
transport route. (30,150mt) And hence exposed to emission levels of most severe nature. Premature Death due to ambient air pollution levels exceeding WHO standards is 2979 in the city as compared to only 254 in Banglore, 863 in Madras. Annual Incidence of Hospital admission and required medical treatment is 12 lacs whereas the incidence of minor sickness is 721 lacs.
(Source : Brondon and Hommanu, Asian Environment Division, World Bank, 1995)
6.7.1Noise Impact
Noise in terms of assessing environmental considerations is defined as any undesired and or disagreeable sound. In the context of transportation projects the problems is one of mitigating the impact generated by sound emissions (noise pollution) to the communities that adjoin the transport routes. A sound starts to be annoying when it exceeds 60 dB, and as per the World Health Organisation, standards it is dangerous from 85-90 dB considered painful from 130 dB and above.
The silence zones are to be declared by the competent authority. Use of vehicular horns, loud speakers, and bursting of crackers are banned in these zones. Sources CPCB 1998. Pollution Control Acts, Rules, and Notifications issued there under. New Delhi. Central Pollution Control Board, Ministry of Environment and Forests, 501 pp.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Location of Ring Road Section Is the ring road section to traverse any unstable area, marsh etc. if so have necessary remedial measures been planned? Have geological maps been studied to avoid unstable strata? No Yes, unstable strata are not found in the region
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Alignment of Ring Road Section Does the alignment follow the ground level and avoid large-scale cutting? Is any section susceptible to damage/erosion by streams and torrents? If so, have protection measures been planned? Yes No but floor protection for culverts higher embedment depth for piers and abutments etc. have been planned. No, majority of route is at ground level or on low embankment. Does not arise Does not arise Does not arise Does not arise
Ring Road Cross Section Does the road cross section involve a lot of disturbance to the natural ground? For sections of cut, are the half cut and half fill type of cross section, which involves least disturbance to the natural ground being adopted? Are the proposed cut slopes stable for the strata? Are slope stabilizing structures like breast walls, pitching etc required and being proposed? Does the cut fill face require any special treatment to prevent slips? If so, are such measures being proposed?
Erosion Control Has erosion control been considered for the alignment? Are erosion control measures before start of work and between successive construction stages required? If so have these been worked out? Have location and alignment of culverts been chosen to avoid severe erosion at outlets and siltation at inlets? Have location and alignment of culverts been chosen to avoid severe erosion at outlets and siltation at inlets? Are necessary erosion control measures proposed at outfall of culverts? Does not arise Does not arise Does not arise Does not arise
Drainage Does the project provide for necessary cross drainage structures so as not to obstruct the natural drainage of the area? Does the project provide for necessary side drains, catchwater drains etc. for the safe disposal of surface water? Yes
Yes
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Will the road cause undue increase in the HFL and create ponding situation for long periods. 7 Vegetation Does the project provide for sod ding/grassing all embankment/cut slopes and other bared area?
Yes
Stone pitching is recommended for slopes of embankments near structures like culverts etc. Yes according to normal practice roadside arboriculture is proposed to carr out. Yes Yes it also reduces the time of travel Not affected Yes as may be necessary Does not arise as the road will be in low embankment Yes Yes Existing quarries will be used. No new quarries are proposed to open. It will not affect the inhabitants near by area. Sprinkling water.
Does the project provide for planting trees/plants on the roadside at the appropriate location?
Traffic Movement Does the road affect the traffic circulation in the area? If so, have necessary measures been taken to provide suitable access to crossing roads? Will the proposed road section improve traffic movement, in terms of speed, convenience and safety? Does the road affect school children, hospitals and other public utilities? If so are necessary traffic control measures taken into account? Are road user facilities like fuel-filling station, rest areas, truck parks etc planned along the highway?
Construction Has the proper disposal of surplus excavated material been thought of and provided for? Have the type of equipment of to be used for construction been identified? Will it be specified that this equipment be provided with pollution control devices? Have quarry/material sources/borrow areas been identified? Is opening of a new quarry/material source involved? If so will this affect the inhabitants in the nearby area? What measures have been planned to control dust from the construction site?
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10
Air Quality What is the estimated number of motorized vehicles expected on the highway in the design year? Will the ring road improve or deteriorate the air quality in the population centers enroute? Please Refer Table It will improve the air quality in the populated centers of the city.
11
Traffic Noise and Vibration What is the existing noise levels and noise level expected on completion of the project? What is the type of surfacing proposed for the highway? Are residential/institutional areas located within a distance of 100 m from the center ere line of the highway? If so, have noise abatement measures like noise screens/screen plantation etc been included in the project? Noise level expected to be within tolerance limits. Asphaltic concrete No Does not arise
12
Water Quality Is any pollution expected to affect water quality on completion of the project? No
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Mitigation measures to offset any potential negative impacts consist of Protection of embankment slopes by turfing with sods or by stone pitching as required. Maintaining adequate number of drains, channels, culverts for maintenance for unobstructed water flows and drainage. Compensatory afforestration by means of roadside arboriculture for increased vegetation density and road aesthetics. Suitable compensation as per the prevailing resettlement & rehabilitation norms of Government of Gujarat for the displaced villagers. Provision of adequate public health safety systems during construction. Environmental monitoring of some parameters at different stages of project. Noise reduction measures at the sensitive spots like quarries etc. Landuse controls for a controlled development of the corridor.
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114
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115
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
32.93 1595.45
13.728
1478.65
1472.99
33.31
22.716 22.716
2095.43 2131.86
2114.69 2282.51
28.60 24.04
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
e.g., from road side facilities, betterment levy, surplus land development, advertising revenue etc. to make the project viable. The changes in EIRR values by doing sensitivity analysis are as presented below: The sensitivity analysis was carried out in order to study the viability of the project against the uncertainties in traffic forecasting and the possible variations of project cost due to unforeseen reasons. The sensitivity was performed with following situations. Reduction in benefits of 15% Increase in capital costs of 15% Reduction in benefits of 15% & increase in capital costs by 15% The results of sensitivity analysis are included in Table Table 7.4 Sensitivity Analysis (EIRR %)
Road Section Case-1 Sanathal-Aslali link (2-lane road) Sanathal-Aslali link (4-lane road) Asalali-Ranasan link (2-lane road) Asalali-Ranasan link (4-lane road) Ranasan-Vaishnavdevi link (2-lane road) Ranasan-Vaishnavdevi link (4-lane road) Vaishnavdevi-Sanathal link (2-lane road) Vaishnavdevi-Sanathal link (4-lane road) 20.51 20.72 19.23 23.37 23.59 22.04 24.50 24.75 22.96 29.57 25.25 22.45 18.70 30.93 With Congestion Case-2 29.94 25.58 22.62 18.89 31.21 Case-3 27.33 23.26 21.37 17.58 29.24
15% decrease in VOC savings 15% increase in cost 15% increase in cost & 15% decrease in VOC savings
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
7.5 Analysis
The economic growth of the country is expected to be below 8%. Any investment that gives a higher return has to be adjudged to be economically viable. The EIRR value without time saving in the present project is 21.45% for alternative 1 and 17.47% for alternative 2. The sensitivity analysis also shows that even in the worst situation, the EIRR maintains the acceptable level. Therefore implementation of the project is recommended. From the Sensitivity analysis it was found that all the three sections of the project road having the EIRR higher than 12%, which is considered as the cutoff point of in developing countries as well as in India for similar projects. The minimum EIRR thus obtained from the sensitivity analysis is 17.47%. Hence the entire project road is economically viable for up gradation based on the economic indicators.
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19/8/99 Link 4 27/3/99 " " " " " " 18/11/00 21/3/02 9/5/2002 " " " " " " " " " " " 12/11/2001 Link 3 " " " " 10/5/2001 7/8/2000 7/8/2000 19/11/99 6/7/1999 15/5/99 Link 4
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80
Bopal Chharodi Jagatpur " " Tragad Vastral Aslali Kujad Badodara " Badodara Badodara Ambli " Bopal Shahwadi " " " Nikol Pipalaj Muthiya " Hanspura Aenasan Kamod Hathijan " Vastral Jetalpur Chosar Aslali Bareja Singarva Ambli Chandkheda " " Gota " " " " " Motera Sola
10/p 112/p,113 13 20 184 81 972/4/p 1764 707/P 149 150 157 152 83 84 276 267/1 253 255/2 301 146/p 168 51 83 12 152 21 314/p 301,351 665/p 2188/p 359 1257 1236 to 40 56 429 140/1/1/p 737,738/2 862/1 13 14 18/3 43/2 43/4 496 106/1,115/ 145,144
1200 26305 10119 19223 19425 5868 11853 809 1000 23068 4654 10623 19324 3035 9105 809 2631 5463 4654 14468 695 9611 19325 29317 1214 28024 11277 121410 82152 12140 1200 8499 42594 36018 3743 5969 16633 15975 4957 900 2001 1755 314 314 314 22878 1235
16/7/99 13/8/99 12/7/1999 " " 7/7/1999 10/7/2000 25/7/00 12/7/2000 " " " " 26/2/99 3/5/1999 " " " " " 16/7/99 1/7/1999 31/3/99 " 3/3/1999 5/2/1999 24/2/99 23/3/99 9/3/1999 23/8/99 27/8/99 23/8/99 20/10/99 15/2/00 10/2/1999 6/1/1998 21/10/99 3/1/2002 3/1/2002 24/5/99 " " " " " 2/6/1999 7/12/2000
Link 3
Link 2
Link 4
Link 1
Link 2 Link 1
Link 4
Link 3
Link 4
From the above table the values of the Land in the vicinity of the ring road for all four links can be averaged as below:
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The lands going in ring road from agricultural zone are to be acquired as stated earlier for which the notification under section 4 is already published in the official gazette of date 7-6-2001 on page no 90 to 98. Hence if we directly take the average value of lands, rough estimate of the land cost through acquisition can be as below for whole length of ring road. Table 7.7.c Estimated Cost of Acquisition
Link 1. 2. 3. 4. Length in Kms. 14.10 25.51 13.82 22.86 Rate in Rs. / Sq.meter 200/300/350/375/Total cost Cost for acquisition in Rs. in crores 16.92 45.92 29.02 51.44 143.30
Thus from above calculations if we take the acquisition cost, it comes out to be of large amount of Rs. 143.40 crores. But it has to be kept in mind that these valuations are of Government land or restricted tenure land, which are as high as ten times than acquisition rate when land is to be acquired by government agencies. From the detail values, it may be seen that the rate of acquisition shall not be more than 100 Rs. per square meter on an average, which shall come to the total amount of Rs. 50 crores only. Even if we take maximum value as shown above and lands sales in the area are studied and out of cost of Rs. 143.40 crores, the lands belonging to government and junctions, rivers etc. if excluded from the cost, it shall be about 125 crores maximum as per land acquisition act. And the value of land deducted in Town Planning Schemes comes in between Rs. 175/- to Rs.600/Per sq. mt. depending upon the potentiality and value of original plots derived from sales available as seen from comparative statements of T.P.S. marked as annexure T.P.S.-3, 4, 5 & 6. So the road developed through Town Planning Scheme is also not obtained without cost as generally believed. In nutshell both methods of town planning scheme or land acquisition for whole stretch shall face financial crisis. Also the people whose lands goes in ring road and if acquired through land acquisition may also prove to be legal battle 121
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
if people starts moving to the courts as it happens normally for the compensation and persons shall be deprived of land throughout. This limitation of both existing tools makes it necessary to explore some other methods and evolve an appropriate strategy
ii)
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
is only 20.68% including garden /O.S./S & E. B.C. housing / infrastructure plots and plots for sale as area consumed in roads is 18%. (Annexure T.P.S.-5) From above summary it may be noted that AUDA shall have to put infrastructure cost of Rs.180 per sq.mt. of scheme area. For a scheme of 100 Ha. Rs. Approximately 18 crores shall be the infrastructure cost. If 10% plots which amounts to 10 Ha. are available for sale and if authority gets on an average Rs. 1500 per sq.mt. it comes out to be Rs. 15 crores or if an exaggerative side it is Rs. 2000 per sq.mt. it also amounts to only Rs. 20 crores. which just matches. But disparity is that for the development of ring road, if possession is taken in advance, people shall ask for infrastructure development even when full development has not taken place and plots of authority can be sold only after there is good development as people shall be tempted to buy land from open market than to go for authority due to various restrictions. And if authority gets loan in lieu of plots expected to be available with them, it shall have to pay interest hence just finance from preparing T.P.S. may not suffice, as it is an instrument for development and not financial exploration.
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124
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
There will be more of horizontal development and less of vertical development, which shall cost more on infrastructure. Though after earthquake people do prefer horizontal expansion but it also at the same time increases the cost of infrastructure and gives scattered development that was tried to rectify in revised development plan. Comparative statement of salient features of the 21 schemes prepared in recent past at annexure T.P.S.-5 shows that for the schemes through which ring road pass consume 20 % area for roads. Hence though act provides to have allotment to ten percent; or as near thereto as possible for the purpose of S.E.W.S. housing, Fifteen percent for roads, Five percent for parks, playgrounds, garden and open space, Five percent for social infrastructure such as schools, dispensary, etc. and Fifteen percent for sale for residential, commercial or industrial use, with the deduction rate of 40 % in general (and 30 % for the residential III area schemes as it has been principally decided) it is not possible to allot the land in prescribed rate. To bear the infrastructure cost, authority shall have to plan in such a way that it gets minimum 8 to 10 % of plots for sale and compromise shall have to be made with S. E. B. C. Housing, open spaces plots. The situation shall worsen in a scheme of 30 % deduction as all provisions of public purpose plots and sellable plots is to be adjusted in 10 % as rest shall be used for roads only. Thus the percentage for plots for sale shall be very less that shall make difficult for any infrastructure to be provided. Again it shall not be possible for AUDA to deduct more land in future even if the area is upgraded to residential zone type II or I or other such zones. The revised development plan of AUDA has three tier of Residential zones namely Residential type I, II and III along with other normal zones like industrial, commercial and agriculture. The categorization of residential zones is made on the assumption of different densities and height in that area. The R-I zone is the main residential zone proposed in the area that was residential in the sanctioned development plan of 1987. Here the built up allowed is 45 % at ground level with 1.8 floor space index (F.S.I.) and height of 40 meters is permissible depending upon the width of abutting road. The R-II zone with lesser density envisaged has same ground coverage of 45 % but less F.S.I. of 1.2 and height allowed is 10 meters or Ground plus two floors. The preparation of town planning scheme in both the zones with same pattern of same incremental contribution and betterment should be analysed. As otherwise owner getting more built up/ F.S.I. in R-I will also pay same as betterment and land as in R-II. This can be taken care by differentiating in percentage of collection of incremental contribution that can be anything within 0 % to 50 %. 125
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
The third category of R-III was basically named special agricultural zone in the published development plan and is converted to residential type III in sanctioned plan where the ground coverage allowed is only 10 % with F.S.I. of 0.2 and height of 7.0 meters or ground plus one floor. The density presumed in this zone is 40 to 50 persons per hector. The basic idea behind such zoning was to achieve city profile of decreasing order in outside of city area and to have ample green space in the outskirts of the city to act as lungs and no infrastructure was to be given. Now to prepare the town planning schemes in R-III zones for the development of ring road will make it obligatory for authority to provide infrastructure. Also looking from the quantum of development allowable in R-III zone, people shall not be wiling to give even 30 % of the land for deduction and by less percentage deduction; the cost of infrastructure shall not be recovered as envisaged from town planning schemes. The past experience of Town Planning Schemes in context to time taken and deduction may also be needed to explore. The delay in preparation and implementation of Town Planning Schemes may be seen for the time factor. For the purpose of calculating an average time taken to complete a scheme, the present stages of different schemes may be studied. AUDA is in process of preparing, publishing and submitting the draft Town Planning Schemes to the Govt. for sanction under Section 48. Till end of June 2002, AUDA has submitted thirteen draft Town Planning Schemes to government which are pending for sanction with the govt. Though other nine draft Town Planning Schemes have been sanctioned and are with town planning officer for finalizing the same. The detailed statistics of Town Planning Schemes status of finalization is shown at annexure TPS-1 for draft schemes as on 27/11/02. Summary of various Town Planning Schemes at different stages is as below. Table 8.1.a Summary statement of Town Planning Schemes of AUDA
Category Description Final Town Planning Schemes sanctioned by the State Government And Implemented. Draft T.P.S. Schemes sanctioned by Government & Under Implementation. Draft T.P.S. sanctions by Govt. & Pending with T.P.O. for Finalization. Draft T.P.S Submitted to Government for sanction. Draft T.P.S. under Preparation. Draft T.P.S. proposed to be prepared on priority basis. Total Total Total Schemes Schemes Area. (Hect.) 14 4 9 17 15 30 89 1644.66 582.90 704.96 1907.71 1523.65 2960.00 9323.88
I II III IV V VI
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The above table shows that many schemes are pending at the Government level to sanction or town planning officer level for finalization. Again the time limit prescribed in the act for any scheme to be finalized is maximum 50 months as below. Table 8.1.b Time limit for preparation of scheme
Sr. No . 1 2 3 4 5 6 7 8 9 Procedure Time limit in months Minimum Extension
Making & publishing of draft scheme from 9 date of declaration of intention Extension of time limit for above procedure Submission of draft scheme to Govt. for 3 sanction Time limit for govt. to sanction draft scheme 3 Appointment of town planning officer 1 Making and publishing of preliminary & final 12 scheme Extension of time limit for above procedure Further extension of time limit for above procedure Time limit for govt. to sanction preliminary / 3 final scheme Total 31
9 6
18
It may be noted here that the above time limit is prescribed in the act but no scheme has been made and sanctioned in scheduled time limit. Though draft schemes are generally prepared and published in time limit because here there is a clause of appointing an officer and get the scheme completed and even then if it is not due to some reasons made, authority can not take up the scheme for that area for next three years. But in case of preliminary and final schemes case, there is nothing prescribed in the act that if it is not done in time frame than what is to be done? Again for sanction of draft, preliminary and final schemes, the time limit is set but clause in literary meaning of Government may sanction in 2/3 months is taken and very long time of up to 20 years is taken to finalize the scheme. The statistics shows that on an average time taken from date of declaration of intention to sanction of draft scheme, preliminary scheme and final scheme is as long as 17.70 years that may be analysed from the statement given below showing the schemes sanctioning AUDA area.
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3 23.4.68
30.10.64. 19.8.76
12
25.9.86
25.9.86
10
03.
26.2.85
2.1.87
2.12.75
13.6.77
27.7.83
19.8.82
24.3.86
17.12.76 29.7.81
30.8.83
29.10.83
17.12.76 24.7.81
07.
31.12.84 10.00.86
08.
31.12.84 24.1.86
21.7.83
10.12.76 30.7.81
21.7.83
22.5.84
10
10.12.76 31.7.81
20.3.84
31.1.86
10.12.76 31.7.81
31.1.86
18.5.78
17
18.5.78
17
18.5.78
17
15.
14.12.76
4.2.82
27.3.86
24.9.86
1.1.93
16.
18.5.78
4.2.82
22.8.83
10
17.
18.5.78
4.2.82
3.3.86
14.8.86
20.12.76 29.7.81
9.12.82
1.2.83
1.1.93
10
128
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
10
20.12.76 31.1.78
21.7.82
16.8.83
1.1.93
20.
29.1.76
31.1.78
14.2.80
5.8.82
30.5.83
30.7.81
29.6.88
9.2.89
30.7.81
25.4.86
1.12.86
23.
18.5.78
30.4.82
7.13.84
10.12.86
5.12.73
14.9.76
7.1.80
27.7.82
25.6.83
15.2.86
7.12.73
2.9.76
1.2.80
16.9.80
25.8.83
10
1.8.75
24.6.77
26.3.81
6.16.81
12
2.9.76
25.9.80
15.2.86
Average time taken for draft scheme Average time taken for preliminary scheme Average time for final scheme after preliminary scheme Total average duration
Though since last five years average time taken for a draft scheme is reduced considerably to 2 years but time taken after sanction of draft scheme has not been changed substantially due to various reasons. As per the amendment in act in 1999 and as per section 48-A, lands earmarked for 40(3) (c), (f) (g) and (h) i.e. for roads and other civic amenities vest with the appropriate authority immediately after sanction of draft scheme after following due procedure of law of giving notice etc. Thus the person has to give the possession of his land without compensation at the time of implementing road area but he will get his final plot in the lieu of the original plot in ring road after the preliminary scheme is sanctioned and implemented which can take time as above. Thus the person whose original plots lions share or full original plot is earmarked for road in the draft scheme has to give its possession to the authority immediately after draft scheme is sanctioned under section 48-A. There are many fields whose total area or more than 80 % of area goes in road so they will loose their land without compensation for the years taken to finalise the preliminary scheme. The list of fields whose lions share of an area more than an acre as mentioned goes in ring road is as below:
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Table 8.1.d Fields whose 80 % or more area goes in 60.0 mtr. Ring road. Sr. Name of 323,325,327 300,301,305,310,350,357,379, 394,400, 401,403,405,409, 454,455, 489, 501,502, 3 4 5 6 7 8 Ambli Makarba Sarkhej Sanathal Visalpur Oganaj 516,522,521,537,806,810 218,226,259,279,278,302,315,331,437,438 437,475,455,407,409,487,350 324,322,306,307,309,185,281,198 200,201,202,203,220,225,252,304,311 296,323 36, 45,46,48, 49,75, 81,82,83,90,91,112, 162,185,194,198, 229,232,236,237, 296,307,308,315,317,1181,1233,1264,1353, 9 10 11 12 13 14 15 16 17 18 Khodiyar Khoraj Tragad Zundal Chandkheda Amiyapur Shahwadi Lambha Asalali Vastral 1418,1426,1621 62,67,93 513,518,526,528 149,154,157,196 183 83 34,33 272,266,270,213 23,24,25,33,36,230,229,296 1676,1688,1687 182,1265,1148,1132,1131,14 No. Village 1 Bhadaj 2 Shilaj R. S. No.
Total no. of fields :131 Again the land owner whose original plot does not go in road alignment or very little area is under proposed road of draft Town Planning Scheme can enjoy his original plot along with any benefit arising out of land till preliminary scheme is sanctioned and implemented. Also in any case where because of some development or sanctioned layout or some other reasons, deduction is less in compared to rest area, the net incremental contribution shall be very high leading to higher net demand to be paid by owners (sometimes may be the house owners 130
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
instead of land owner who developed the land). But these owners shall have to pay the incremental contribution only after final scheme is sanctioned. In such cases authority shall get the contribution from the owner after a long time making an injustice to the persons who looses their land in roads at an early stage. As landowner is not paid the compensation for the produce from the field and preliminary scheme takes very long time it shall be difficult situation afterwards. Also as social interaction the land or displacement of persons from land socially is not considered in Town Planning Scheme mechanism and nor any environmental impact assessment is made in Town Planning Scheme, the project like ring road if developed solely through Town Planning Scheme can face a problem in this era of social and environmental concerns. Thus there are many problems and limitations in the existing system of development through Town Planning Schemes.
8.2
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06.
Agricultural
zone or residential use. Commercial (C-2) use if the plot is situated in C-2 zone or residential use. Residential only in residential zone I & II or industrial use in industrial zone. Residential only in residential zone or special uses related to express way activities like hotels, restaurants, petrol pump, showrooms etc. on plots adjoining the ring road. Residential only in residential zone II & III or special uses related to express way activities like hotels, restaurants, petrol pump, showrooms etc. on plots adjoining the ring road in any zone.
Availability & utilization of T.D.R. Transfer of Development Rights can be available to the owner/Lessee of the land only in case of prospective development of Reservation, i.e. where development of Reservation has not been implement. Such Transfer of Development Right in the form of F.S.I. credit can be utilized/used by the Owners/Lessee of the land for his own use or he can transfer the said development rights to any persons/s.
Extent of utilization F.S.I. credit so available in the form of Development Rights Certificate (D.R.C.) may be allowed to be utilized on the Receiving plot, over and above its normal permissible F.S.I. Where T.D.R. can be utilized?
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F.S.I. Credit in the form of TDR shall be allowed to utilize within the peripheral area of the village of its origin and/or in western or eastern areas of the Sabarmati River only from where it has been generated as the case may be. The F.S.I. credit however shall not be allowed in 1 2 3 The gamtal & walled city area. Where permissible F.S.I. is more than 1.8 No Development Zones.
General terms and conditions for issue, utilization and transfer of DRC The Development right certificate to be issued only in the name of individuals, Limited Companies, Statutory Corporations, or institutions, Registered trusts and not in names of partnership firms, nominees, agents or any other such persons. The utilization of D.R.C. may be in multiplies of 500 sq.mts. only except the last reminder. The D.R.C. shall be valid for a period of 5 years, which may be revalidated for further period of 5 years however, shall lapse after expiry of 10 years period from the date of issue. That the intended transferee(s)/D.R.C. holder(s) intending to utilize the D.R.C. shall have to submit the proof showing that the plans on the land situated in a Receiving zone are approvable by the appropriate authority utilizing the entire permissible F.S.I., and additional development rights. Total floor space index, the owner was likely to get from the plot going in ring road as per generating zone of Residential I, II, Commercial or Industrial etc. or on the basis of assumed F.S.I. of 1 for residential III zone and 0.5 for agricultural zone shall be permitted to be used in receiving zone. Additional F.S.I. up to 0.25 shall be allowed in receiving zone on any plot abutting on roads of width 24.0 meter and less while additional F.S.I. up to 0.5 shall be allowed on the plots abutting on roads having more than 24.0 meter width. Special uses of hotels, parks, resorts, restaurants, tourism activities, hospitals, showroom, petrol pump, molls, service station etc. shall be allowed on plots abutting ring road by way of using T.D.R. only. Other terms in detail for administrative & legal purpose can be framed at later stage.
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
In each zone there can be one or more options available and suitable more or less equally. The parameters chosen for assigning values are based on merits and demerits of each option as given in the below table. Each parameter is assigned value from 0 to 3 from bad to best i.e. 0 as bad, 1 as satisfactory, 2 as good and 3 as best. The assignment of value has limitation in this matrix formulation as here we have three development options of Land Acquisition method, Town Planning Scheme and Transfer of Development Rights and implementation tool of Build Operate Transfer apart from regular course of self financing by Government and through development charge in town planning scheme. Again these options have to be individually seen for each kind of zones from Residential I, II & III, Mixed zones and agriculture zones. Also the tools are not directly comparable as all have different merits and demerits so firstly amongst the parameters of any tool, the highest score achieved is treated as best available option in present circumstances. Build Operate and Transfer and Transfer of Development Rights has not been tried for road projects in urban areas and hence the direct implications of it to development of urban roads remains unchecked so first of all it has to be tried on pilot basis of say ten percent stretch only. The Town Planning Schemes also in the present legal context have drawbacks mainly of delay and unjustification of taking possession of road lands immediately without making final plot available to the owner at the same time but if some modifications are done in the Act as suggested in second chapter or by any other variation deemed suitable, then the tool can help in development of roads in some zones in more better way. So the total weightage from all parameters for each option of development form Town Planning Scheme, Land Acquisition & Transfer of Development Rights and implementation tool of Build -Operate Transfer is calculated and preference for application of tool in particular zone is decided from highest score and first rank followed by zone getting second highest score and second rank and so on. Thus in all zones any development option may be applied to less or more extent but the best applicable may be decided from merits / demerits of amongst these tools.
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Table 8.3 Matrix showing Evaluation Criteria for development option is in separate file named Matrix from page No.133 to 139.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Table 8.3 Matrix showing Evaluation Criteria for development option is in separate file named Matrix from page No.133 to 139.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Table 8.3 Matrix showing Evaluation Criteria for development option is in separate file named Matrix from page No.133 to 139.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Table 8.3 Matrix showing Evaluation Criteria for development option is in separate file named Matrix from page No.133 to 139.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Table 8.3 Matrix showing Evaluation Criteria for development option is in separate file named Matrix from page No.133 to 139.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Table 8.3 Matrix showing Evaluation Criteria for development option is in separate file named Matrix from page No.133 to 139.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
Table 8.3 Matrix showing Evaluation Criteria for development option is in separate file named Matrix from page No.133 to 139.
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in the development plan or can revise the development plan and designating the area in regular residential zone can have more deduction and right planning at right time.
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As the name suggests of mixed zone, it is very difficult to evolve any specific strategy in mixed zone or development. Probably strategies shall also required mixing but if it is near residential zone than Town Planning Scheme can best be applied. Transfer of development rights may not be easy strategy as development of each plot shall bee different from other and it shall become difficult to identify developing zone and receiving zone. All above strategies are generally for the development of urban roads only. The implementation may be done through authority or government agency itself or by public private partnership in concession methods like BuildOperate-Transfer or other forms like BOO, BOOT, DBFO or such others. The implementation through BOT and such methods may not be possible for smaller urban roads but can be applied to only big urban road projects only as levy of tolls or collection of tolls shall be practically impossible in smaller urban roads. Though some user charge or fuel tax can be imposed with prior permission from the government.
8.10 How does the evolved strategy apply to AUDA ring road?
The lengthwise detail of ring road passing through each zone is as below.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
2 3 4
14200
85.20
18.62
4700 4100
28.20 24.60
6.16 5.37
20100
120.60
26.33
17700
106.20
23.19
Total
2113 76313
12.67 457.87
2.77 100.00
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
R II on both sides
3% 23%
15% 1% 2% 19% 6% 5%
R I & Commercial II both sides R II & RI on both sides R I on both sides Corporation limit Gen.ind. on both sides Agri. on both sides R III on both sides Existing highways, roads, railways
26%
Chart showing area in % of ring road passing through various zones From the above table it is clear that ring road is mainly passing through agricultural zone to an extent of 26.33 % and from Residential - III zone to an extent of 23.19 % totaling @ 50 %. Approximately 40 % area is passing through Residential type I, II and corporation limit. Remaining 10 % of the area is from different zones on either side or existing roads/ railways etc. So strategy is needed to develop the ring looking to the very nature of zones and potentiality stretch wise.
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In agricultural zone, option may be given in between transfer of development rights and land acquisition where in a clause may be added in regulations to allow highway side activities and commercial activities like shopping molls, hospitals, petrol pump, service station in the plots abutting ring road to develop only if person uses TDR of ring road area. The road after wards may be developed through BOT basis or any other concessions methods like BOLT, DBOT etc. The road passing through other zones can be developed by combining adopting other reformed land pooling systems discussed in 2.1.4 chapter or if the potentiality is seen, now practiced tool of Town Planning Scheme or transfer of development rights can be adopted.
The106.20 Ha. area of residential type III zone can be developed through transfer of development rights that may be allowed to use in residential type II only. Total residential type II of 4018 Ha can easily accommodate the rights developed from displacement that is as low as 2.6 %. The Transfer of Development Rights can be utilized as discussed earlier.
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Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
6 7 8 9
Residential type I on outer side & Commercial type II on inner side Residential type II on outer side & Residential type I on inner side Residential type I on both sides of ring road Corporation limit Residential I & Gen. Industrial Industrial/op en space & Residential I Commercial & Agricultural General industrial on both sides Agricultural on both sides Residential type III on both sides Highways, railways etc. Total
800
1500
14200
Through town planning and development charge T.P. scheme & User charge from industries Toll financing by BOT approach
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Excessive Urban Sprawl Urban sprawl refers to development on urban peripheries characterized by scattered low-density development, incomplete infrastructure, excavated ground, and vacant lots. The extent of urban sprawl varies by city; it may range from a one to two kilometer wide crown around the city or constitute a large part of the built-up area and occupy a land as much as 10 or more kilometers wide. The problems associated with urban sprawl include inefficient use of land (that is, under-utilization of land or infrastructure); excessive energy consumption and air pollution due to greater use of motorized transport; and high costs for providing infrastructure, Critics of urban sprawl also cite is negative effect on aesthetic quality. The measures to discourage urban sprawl are the principal means for either avoiding the loss of prime agricultural land or promoting the orderly conversion of agricultural land to urban use. Additional restrictions are not recommended (there is no evidence that any country has successfully limited land conversion without creating serious inflationary pressure on land prices for other uses). In most cases, the loss of agricultural land can be compensated for increasing the productivity of remaining farms, investing in the cultivation of new agricultural areas, or increasing food imports.
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
keep the planned area ready with implementation for more than projected population of even next twenty years Town Planning Scheme is a land use based tool and should not be used for the predominantly agricultural land use. It is difficult to implement the Town Planning Scheme proposals in lands used predominantly for agricultural purposes. For the purpose of developing ring road, too many Town Planning Schemes in various zones are being prepared where it is principally decided and applied also that deduction in lands will be 40 % in ares except Residential III zone where rate of deduction shall be 30 %. The policy of deduction of land to different extent in different zones will lead to chaos in future as the areas where presently Town Planning Schemes at 30 % deductions are if made and when this area gets converted to higher order zone in future, it will not be possible to deduct more land or take more contribution. The feasibility of deducting 30 % land in Residential type III zone where built up allowed is 10 % with F.S.I. of 0.2 shall have to be checked. If we refer to the plan of Town Planning Scheme prepared for the case study at annexure P-9 with 30 % deduction, it is very clear that land up to 20 % goes in roads only and no point remains for Town Planning Scheme to get remaining 10 % land for all public purpose including sale plots to provide infrastructure. Zoning is different on both sides of ring road at many places so it shall be again difficult to divide the area for inclusion of it as both zones have separate set of regulations. Also the plots falling completely in ring road shall be given benefit of which zone will raise a question. This will invite litigations and planning complications. As per amended act, the lands earmarked for roads on draft Town Planning Scheme vests with the authority free from all encumbrances as draft scheme is sanctioned. But in very big road like this 60 meter ring road, there are many fields whose whole or more than 80 % area is going in roads only. Hence as per the act, he shall have to give possession of land but the person shall get his final plot only after preliminary scheme is sanctioned and so he will be deprived of his agriculture produce for the time he gets compensated in form of infrastructure facilities or final plot. So after some time landowner shall react unexpectedly if schemes are delayed more. Section 48 A which gives power to authority to take possession of lands in road has been challenged in the Hon. High Court in Town Planning Scheme no. 26 (Singanpore) in Surat vide Special Civil Application No. 2850 of 2002 where possession of land for infrastructure before giving a chance to the owner for representing for compensation to town planning officer has been challenged. The major roads in country and elsewhere in the world have been developed through acquisition and built operate transfer basis and by collecting toll tax.
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The application of BOT tool for the road development for the roads included in the Town Planning Scheme shall become difficult as the cost of the scheme include cost of construction of the road. It is also difficult to charge the toll for a road in T.P. Scheme. The persons who have contributed in the scheme in the form of land or incremental contribution if asked for toll for the construction cost of the road, which has been incorporated in cost of works in the scheme, shall duplicate the cost recovery format. The works proposed in the scheme are to be completed within five years of draft scheme is sanctioned and it becomes obligatory function of authority to provide all the infrastructure proposed in the scheme even when there is not still enough development. This will lead to unnecessary laying and providing of infrastructure facility before it is to be utilized properly and also when it shall have to be used, the works might have got deteriorated.
9.2 Strategy
Looking from above constrains that can come anywhere in similar context, the development and implementation strategy to develop urban road projects can be evolved by choosing the best alternative in each link or part of the link from many options as below depending upon the weightage it carries shown in the matrix earlier. The presently available tools of land acquisition or Town Planning Scheme can also be used with or without modifications. Though some policy level changes are required to make to put these strategies in place. Town Planning Scheme may be best suited option for the area of Residential type I having highest potentiality of development. Few schemes in fast developing area and potentially viable area may be taken on priority basis with Government and town planning officer level to preliminary sanction level so that lands for sale can be achieved earlier and same can be used for further expense. Amendment in town planning act to consider draft Town Planning Scheme as preliminary and final scheme and town planning officer is appointed at the time of declaration of intention so that draft is prepared after hearing all people and following the due procedures. This shall save tremendous time and energy. The town planning and urban development act may be amended as given in, suggested amendments in the second chapter to implement draft scheme only. The schemes prepared by authority can directly be implemented fully. For the draft scheme to implement fully. Only road is earmarked in the scheme for the purpose of deduction and reconstitution and nothing may be proposed over road and cost is not added in Town Planning Scheme. Also the incremental contribution may be calculated in appropriate way. This will lead to faster 152
Development And Implementation Strategy for Urban Road Projects: Through Case Study of 60 M Wide AUDA Ring Road
implementation of scheme as authority is relieved of compulsorily providing the services proposed in the scheme when there is no development. As such when there is no development or no likely development in near future the Town Planning Scheme should not be prepared but if decided by authority for preparing more schemes, this method may be worked out for part where in later period the infrastructure may be developed in participation of private sector. For the area falling in agricultural zone, person can be given an option of land acquisition or transfer of development rights. Transfer of development rights are given instead of going for acquisition or Town Planning Scheme for the area that are of lower order residential or having low potentiality of development in near future. It is made mandatory that the area of receiving zone can be developed through transfer of development rights only in such a way that no development shall be allowed in receiving zones without development rights certificates. Development control regulations can be modified to allow and encourage the use of development rights developed from the lands affected in roads. Special development like hospitals, resorts, petrol pump, shopping molls, way side restaurant, institutions and high ways related activities may be allowed in agricultural zone provided person uses development rights. The same development may not be entertained if one does not have the transfer of development rights certificate. Clause may be added that the zone if gets converted into higher order zone before stipulated period, person shall be charged for the 10 % of value of his land. Farmers may be allowed to use the land excepting 18-meter center verge solely for agricultural activities till full road is required to be developed. The lands through available option if is got in legally accepted form, the construction part can be done on build operate transfer basis or any other concession form as decided. Thus the development strategy for any urban infrastructure including road project like Ring Road of the city should be assessed from all aspects of planning like social, environmental and financial and evaluated from all the available options of land development within legal context of present and probability of making modifications in the act or legal tools to achieve sustainable development from all aspects.
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