International Journal of Civil Engineering and Technology (IJCIET) Volume 7, Issue 4, July-August 2016, pp. 148–168 Article ID: IJCIET_07_04_012 Available online at http://iaeme.com/Home/issue/IJCIET?Volume=7&Issue=4 ISSN Print: 0976-6308 and ISSN Online: 0976-6316 © IAEME Publication
TOD BASED LAND USE PLANNING FOR OUTER RING ROAD OF SURAT CITY
Preet K. Desai, Rohan J. Desai and Bhavin H. Zaveri B. Tech, Department of Civil Engineering, CGPIT, Uka Tarsadia University, Bardoli, Gujarat, India
ABSTRACT The motivation for this report is to explore whether the Transit Oriented Development (TOD) principles, parameters and components can be applied and adapted in Indian cities with existing large populations and diverse land use patterns before the introduction of BRTS (bus rapid transit system). Since Transit Oriented Development (TOD) is a recent technique using certain parameters and components to create the desired high density development around transit, this report analyzed whether the same parameters and components are being used or are applicable to the areas around the recent transit systems in cities of India. Transit oriented policies for these cities were also analyzed. The TOD analysis for the Indian context concluded that at least some or all of the TOD components, Design, Density and Diversity exists in the areas around the transit stations. Although the population densities around the newly introduced transit systems may be adequate for transit ridership, accessibility to transit and multimodal connectivity is lacking. The proposed transit oriented strategies in India do address new high density development around the transit stations, investing in critical transportation infrastructure and better traffic and transportation management and parking management. Pedestrian safety and convenience are also addressed. The strategies do not address immediate and short term solutions for generating transit ridership and moving people away from private vehicles towards the use of public transportation. Therefore, the proposed strategies may not reduce congestion on an immediate and short term basis. In order to promote transit ridership, the transit oriented strategies must address land use and transportation and short term and long term solutions. The existence of mature and diverse land uses and densities along the transit stations must be recognized. The report recommends overall, specific and general strategies for promoting transit ridership in a pocket of outer ring road for the city of Surat which lies in the state of Gujarat. Key words: TP Scheme, BRTS, Transit System, Transit Oriented Development (TOD), Grid Road Pattern, Land Use Planning
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Cite this Article: Preet K. Desai, Rohan J. Desai, Bhavin H. Zaveri, TOD Based Land Use Planning For Outer Ring Road of Surat City. International Journal of Civil Engineering and Technology, 7(4), 2016, pp.148–168. http://iaeme.com/Home/issue/IJCIET?Volume=7&Issue=4
1. INTRODUCTION Most Indian mega cities have complex organic growth patterns encompassing many centuries of growth. These cities have old city centers and associated infrastructure that were built before the invention of automobiles and modern transportation systems. These city centers support major economic activities to this day. The Indian cities also typically have diverse neighborhoods, densities and land uses. With the rapid growth in population in the last two decades and the economic boom added by automobile based sub-urbanization, Indian cities have grown tremendously in size leading to associated transportation issues of congestion, delays and pollution. The problem can be efficiently solved by introducing transit systems like BRTS, MRTS, etc. Bus Rapid Transit System (BRTS) is capable of transporting large number of people from one place to other without any major issues like congestion and delays. A separate pathway is allotted to the buses which makes this system efficient compared to other modes of transport. The first bus rapid transit system was implemented in Curitiba, Brazil, in 1974. However, most of the Indian cities were planned much earlier than the introduction of BRTS projects, due to which the anticipated developmental impact of the BRTS projects are not easily integrated into current Master Plans. The efficiency of a public transport system is heavily dependent on demand of the people. In asia, the bus rapid transit system was first initiated in Jakarta, Indonesia in 2001. Transit oriented development (TOD) is one of the recent techniques used to deliver the desired development density and connectivity for transit.
2. AIMS & OBJECTIVES To study the Transit Oriented Development Technique and prepare a proposal based on TOD approach for land use planning for a land parcel between Bhanodraand Kharvasa villagesin Surat city. • To provide an efficient layout or a design for a particular patch mentioned above so that maximum number of people can be benefited. • To draft appropriate transit planning proposal.
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3. METHODOLOGY
4. STUDY AREA PROFILE
4.1. PRESENT SCENARIO OF SURAT CITY
Figure 4.1 Location of Surat
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In the last decade, population of the city has exploded and almost doubled up. This population explosion resulted in population of city to 5 million by the end of the decade. Due to explosion of population the transportation in the city increased to enormous heights but due to the demand of efficient Mass Transit system, individual vehicular growth also touched the heights. The explosion of population, rapid industrialization and highest growth rate in vehicle population made the traffic problems complicated. Surat Municipal Corporation had prepared traffic & Transportation Master plans to fight the traffic problems. However, such traffic plans are not the ultimate weapons to fight the massive traffic problems inherited in a city. The traffic problems can't be solved with some mere dividers, signals and flyovers; but it requires an ‘INTEGRATED PUBLIC MASS TRANSPORTATION SYSTEM’. The system should be such that can match with the city's geography, its economy and can provide efficient and affordable system. In a way efficient Mass transport system is quite necessary for the sustainability of the economy of the city. The growth and progress of a nation directly depends on such integrated public transportation systems.
4.2. SURAT CITY OUTER RING ROAD
Figure 4.2Map of outer ring road Outer Ring Road is considered as the commencement of the second phase of infrastructure-building for the Diamond city Surat. It is expected and estimated that if things go according to sketch, the outer ring road will become a truth by 2014. It is anticipated that when Surat will turn out to be a twin city of Surat-Navsari with an expected population of 1.15 cores by 2021; the outer ring road will provide easy access to all the parts of the mega twin cities of Surat and Navsari. After observing the future expansion of the city, the Surat Municipal Corporation (SMC) and Surat Urban Development Authority (SUDA) have designed a 66-km outer ring road on the periphery of the city which is spread over 326 sq km area. 29 km of new roads will be built under this project. A declaration to this effect was discussed and passed in an important assembly of SUDA and SMC on 23rdNovember 2011.
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Table 4.1Outer ring road will pass through following villages: Vehel Sarthana Shedav Unn Aabhva Jahingirpura Khadsad Delavda Sachin Vesu Variyav Simada Khambasla Gabeli Valak Kosad Kosmadi Kharvasa Sonari Niyol Bharthana Saniyahemad Mohini Jiyav Pardi Motavaracha Chedcha Eklera Bamroli Khajod Abhrama Vedcha Bhanodra Bhimrad Kosad If outer ring road passes through this 35 villages than land which is under agriculture zone will be converted into residential area land and around 500 meters land on both sides of a 90-metre wide road to be converted in to residential zone through formation of new TP schemes and existing roads of 37 km which are of different width would be converted into 90-metre roads.
5. DETAILS Necessary details of proposal of outer ring road : • Proposed width 90 meter. • Proposed length 66 km. (29 km.- new road development) • 500 meter wide residential zone on both the sides of the ring road • TP schemes proposed for implementation • FSI upto 4 (1.8 in other area) • FSI from 0.6 to 4 shall be permitted by levying additional infrastructure charge @ 40% of jantri rate
Figure 5.1Detailed map of outer ring road
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5.1 STUDY AREA SELECTION Here Kharvasa-Bhanodra patch is focused for the research work. In the following figures the whole outer ring road is given and after that, through GPS system, the route between kharvasa and bhanodra is highlighted and locations are focused.
Fig 5.2Detailed map of outer ring road 3.5
Figure 5.3Kharvasa-Bhanodra route in GPS
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5.2. POPULATION DETAILS Population plays important role in the planning of any transit system.
Table 5.1 Population Details Number of Number of Number of Village name Population families males females Bhanodra 1138 254 610 528 Kharvasa 1346 284 702 644 6. SERVICES PROVIDED BY SUDA (SURAT URBAN DEVELOPMENT AUTHORITY) SUDA is one of the development authority constituted by Government of Gujarat under section 22(1) of the Gujarat Town Planning and Urban Development Act-1976 for preparation of Development Plan and T.P. Scheme in Urban Areas. SUDA covers 95 villages surrounding to SMC and SMC too. Surat, previously known as Suryapur, is a city in the Indian state of Gujarat. Surat is also called as city of flyovers. It is the administrative capital of the Surat district. The city is located 306 km south of the state capital, Gandhinagar on the left bank of the Tapti River (Tapi), the center being around 22 km (14 mi) from the river’s mouth. A moat divides the older parts of the city, with its narrow streets and handsome historical houses, from the newer suburbs. According to SUDA, Surat is Gujarat’s second largest city with a population of 2.1 million at the 2001 census and 4.6 million at the 2011 census. It is the eighth largest city and ninth largest metropolitan area of India. Surat is the 34th largest city by area in a study conducted by The City Mayors Foundation, an international think tank on urban affairs The city registered an annualized GDP growth rate of 11.5 per cent over the seven fiscal years between 2001 and 2008. Surat ranks 4th in a global study of fastest developing cities conducted by The City Mayors Foundation, an international think tank on urban affairs. Surat Bags Best City Award in 2013 constituted by Annual Survey of India’s City-Systems ( ASICS).
7. TP SCHEME AND ROAD PATTERNS
7.1. TOWN PLANNING SCHEME In Gujarat, Town Planning Schemes as an instrument for urban development has a long history. The first Town Planning Scheme was taken up as early as in 1917 for Jamalpur area of Ahmedabad city. Perhaps Jamalpur area Town Planning Scheme was also the first TPS in the country. The Bombay Town Planning Act, 1915 provided for growth and development of various parts of the city which facilitated taking up Town Planning Schemes. The Act was modified and re-enacted in 1954 which made it obligatory for each local authority to carry out a survey of the area within its jurisdiction for preparation of development plan. With the re-organization of States in India in 1956, Gujarat was carved out as a separate State. After re-organization the State government enacted a separate Law known as the Gujarat Town Planning & Urban Development Act, 1976. This Act provides for Town Planning Scheme in detail. Under this Act the Town Planning Scheme is divided into 2 parts namely physical planning of the scheme and financial aspects of the scheme. It identifies the stages of TPS in the form of Draft Scheme. It identifies the stages of TPS in the form
http://iaeme.com/Home/journal/IJCIET 154 [email protected] TOD Based Land Use Planning For Outer Ring Road of Surat City of Draft Scheme, Preliminary Scheme and the Final Scheme with a view to expedite the process of implementation of different stages In order to implement the Master Plan / Development Plan prepared under the Gujarat Town Planning & Urban Development Act, 1976, Town Planning Schemes are prepared at micro level for an area of about 100 hectares particularly in those pockets which are under pressure of urban development and need priority attention. The concept behind taking 100 hectares is that TPS becomes manageable and viable scheme for preparation and implementation at local level. The scheme is conceptualized as a joint venture between the local authority and the owners of land, who voluntarily agree to pool their land, redistribute the reconstituted plots of land among themselves and share the development cost. For preparation of scheme land parcels with common ownership are marked with original survey number / plot number on a map. All such original plots form one area for planning purpose. In the layout plan taking out the area for roads and streets and public and semi-public spaces the remaining area is planned in regular plots known as final plots. The final plots though reduced in size better in shape, build ability and accessibility are allocated to the land owners preferably in close proximity to their original plots. The owner also gets compensation for the area reduced for public spaces and roads. Since the reconstituted plot has the better accessibility and good potential for development, its value gets enhanced. The difference between enhanced value and the original value is liable to get. Part of such increment in land value is contributed for the cost of development work in the scheme. Under the Act it is clearly provided that the landowners will get the net amount of the increment value of the plot worked out after deducting the amount of compensation payable for the loss in area.
7.2. TP SCHEME NUMBER 44, 56, 57 • We have collected original TP schemes of the study area, represented as 44, 56 and 57. • These TP schemes were merged and the patch from Bhanodra to Kharvasa of 3.6 km was taken into consideration. Along this 3.6 km, we propose development plan for 500 meters on both the side. • The 90 meters road, canal, khadi and rest part of village presented in the TP scheme provided by SUDA have not been changed in anyway. They have been taken into consideration as it is. 8. ROAD NETWORK CALCULATIONS • Vertical Component = 3.6 kilometer • Horizontal Component = 1 kilometer • Total Area = 3.6 kilometers * 1 kilometer= 360 hectares • Road Provision = 20% of area= 20/100 * 36,00,000= 7,20,000 square meters • Patch on left hand side of the main road = 1,86,896 square meters • Patch on right hand side of the main road = 2,07,675 square meters • Main Road Patch (90m) = 3,24,000 square meters • Total Area of the road network = 7,18,571 square meters • That makes 20 % of the total area
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9. LAND USE PROPOSAL
Table 9.1 Land use planning has been conducted as per the UDPFI norms given below: Percentage of Developed Area Sr. Land Use Category Large Metropolitan Cities No. Small Medium Cities & Megapolis 1 Residential 45-50 43-48 36-39 36-38 2 Commercial 2-3 4-6 5-6 5-6 3 Industrial 8-10 7-9 7-8 7-8 4 Pub. And Semi public 6-8 6-8 10-12 10-12 5 Recreational 12-14 12-14 14-16 14-16 Transport and 10-12 10-12 12-14 12-14 6 communication Agriculture, Water bodies Balance Balance Balance Balance 7 and special areas 8 Total developed area 100 100 100 100
Table 9.2 Category wise land use planning for the proposed pocket:
% of developed Required Area of Sr. Proposed Area Land Use Category area for large proposed land as per No. for planning city UDPFI 1. Residential 36-39 14,40,000 8,21,100 2. Commercial 5-6 1,80,000 1,78,000 3. Public & Semi Public 10-12 5,04,000 4,25,000 Transportation & 4. 12-14 5,04,000 1,30,000 Communication Agriculture & Water 5. 7 2,52,000 80,000 bodies 6. Recreational 14-16 7,20,000 7,19,000
10. MASS TRANSIT SYSTEM – BRTS REQUIREMENTS: There are three major components of BRT systems: • Infrastructure: running ways, stations (and facilities), terminals and depots • Buses • Operation: routing and service options, fare collection • The configuration of any particular bus lane or bus way depends on the width of streets, the amount of mixed traffic, pedestrians, bicycles and frequency of bus within and outside the BRT system. A Dedicated Two Lane carriageway of width 7.0m is provided for BRTS corridor. The Mixed traffic lane is separated from the BRTS lane by providing 250mm wide CC block on both sides. • The dimension of standard BRT buses is 16-18 meter*2.66 meter and the typical capacity (seating + standee) is 70 persons. • Stations used for BRT schemes vary from system to system. However, they are generally of a more advanced nature than those typically used for conventional bus services, ideally combining state-of-the-art passenger information technology with the comfort and convenience of rail stations, along with improved safety and fare collection systems.
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11. TP SCHEME AND PLANNING SR. No. Label Description Merger of T.P A final merger of T.P schemes 56 PLAN 3 schemes Model of Kharvasa and T.P 44 Model of 1 Bhanodra has been undertaken to get the required pocket of outer ring road. Grid road After the merger, a specified grid road pattern 2 pattern-Model has been implemented for the proposed land use plan. Replotting On basis of the UDPFI norms replotting was 3 conducted for the plots falling under the proposed parcel of land. Land use A final land use plan has been proposed considering the above 4 planning mentioned schemes, norms and calculations.
Figure 11.1 TP 56 PLAN 3-Model
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Figure 11.2 TPO TP 44 BHANODRA-Model
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Figure 11.3final merger of t.p schemes
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PLOT NUM- DEDUC-TION AREA TO BE AREA TO BE TOTAL AREA BER PERCENTAGE DEDUCTED PLANNED 9 1224.91 35 428.7185 796.1915 10 710.63 30 213.189 497.441 16 17603.86 40 7041.544 10562.316 17 9955.13 35 3484.2955 6470.8345 12 5299.29 35 1854.7515 3444.5385 15 20912.79 40 8365.116 12547.674 30 10851.18 40 4340.472 6510.708 18 24142.34 40 9656.936 14485.404 8 3085.52 35 1079.932 2005.588 14 4812.61 35 1684.4135 3128.1965 34 9444.31 35 3305.5085 6138.8015 33 11070.36 40 4428.144 6642.216 31 11878.89 40 4751.556 7127.334 29 34972.65 40 13989.06 20983.59 28 17047.3 40 6818.92 10228.38 19 15753.46 40 6301.384 9452.076 7 4417.92 35 1546.272 2871.648 20 4477.34 35 1567.069 2910.271 21 4486.47 35 1570.2645 2916.2055 22 8542.85 35 2989.9975 5552.8525 23 16378.6 40 6551.44 9827.16 27 47056.13 40 18822.452 28233.678 32 19616.7 40 7846.68 11770.02 5 3108.91 35 1088.1185 2020.7915 4 10845.26 40 4338.104 6507.156 3 14084.28 40 5633.712 8450.568 2 17191.21 40 6876.484 10314.726 1 13314.85 40 5325.94 7988.91 25 13842.33 40 5536.932 8305.398 24 4702.42 35 1645.847 3056.573 26 39293.59 40 15717.436 23576.154 54/A 20257.08 40 8102.832 12154.248 55/A 14867.05 40 5946.82 8920.23 56 14113.82 40 5645.528 8468.292 108 7231.42 35 2530.997 4700.423 109 8764.05 35 3067.4175 5696.6325 57 11770.68 40 4708.272 7062.408 58 7020.47 35 2457.1645 4563.3055 120 1148.09 35 401.8315 746.2585 121 1417.44 35 496.104 921.336 119 7611.21 35 2663.9235 4947.2865 122 1010.73 35 353.7555 656.9745 116 9284.72 35 3249.652 6035.068 117 708 30 212.4 495.6 115 1818.91 35 636.6185 1182.2915
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PLOT NUM- DEDUC-TION AREA TO BE AREA TO BE TOTAL AREA BER PERCENTAGE DEDUCTED PLANNED 114 3868.67 35 1354.0345 2514.6355 111 3295.31 35 1153.3585 2141.9515 110 3337.98 35 1168.293 2169.687 112 12627.24 40 5050.896 7576.344 94 3056.73 35 1069.8555 1986.8745 95 4948.78 35 1732.073 3216.707 96 7163.43 35 2507.2005 4656.2295 113 2227.77 35 779.7195 1448.0505 118 12821.36 40 5128.544 7692.816 104 12818.54 40 5127.416 7691.124 105 13366.61 40 5346.644 8019.966 106 13947.41 40 5578.964 8368.446 107 8410.58 35 2943.703 5466.877 97/A 27783.62 40 11113.448 16670.172 98 16592.27 40 6636.908 9955.362 99 8673.05 35 3035.5675 5637.4825 2 13856.41 40 5542.564 8313.846 5 15033.52 40 6013.408 9020.112 4 8109.49 35 2838.3215 5271.1685 3 6132.95 35 2146.5325 3986.4175 93 3205.52 35 1121.932 2083.588 92 9321.48 35 3262.518 6058.962 91 638.07 30 191.421 446.649 97/B 4822.66 35 1687.931 3134.729 31 13177.95 40 5271.18 7906.77 32 8480.1 35 2968.035 5512.065 30 14421.53 40 5768.612 8652.918 29 9398.27 35 3289.3945 6108.8755 28 15193.65 40 6077.46 9116.19 26 9274.11 35 3245.9385 6028.1715 25 4761.73 35 1666.6055 3095.1245 32 8480.1 35 2968.035 5512.065 33 6738.44 35 2358.454 4379.986 37 5449.54 35 1907.339 3542.201 36 3904.1 35 1366.435 2537.665 38 8755.7 35 3064.495 5691.205 27 16569.93 40 6627.972 9941.958 40 8091.22 35 2831.927 5259.293 41 21157.9 40 8463.16 12694.74 35 566.74 30 170.022 396.718 34 8597.79 35 3009.2265 5588.5635 39 13507.91 40 5403.164 8104.746 42 11130.85 40 4452.34 6678.51 43 9445.24 35 3305.834 6139.406 44 16508.02 40 6603.208 9904.812
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PLOT NUM- DEDUC-TION AREA TO BE AREA TO BE TOTAL AREA BER PERCENTAGE DEDUCTED PLANNED 23 58302.79 40 23321.116 34981.674 89/A 504.62 30 151.386 353.234 88/B 946.7 30 284.01 662.69 46/B 1042.18 35 364.763 677.417 45/B 852.69 30 255.807 596.883 22/B 4388.98 35 1536.143 2852.837 21/B 3470.32 35 1214.612 2255.708 153/A 20333.76 40 8133.504 12200.256 21/A 17520.47 40 7008.188 10512.282 22/A 29112.6 40 11645.04 17467.56 47 17737.27 40 7094.908 10642.362 86 900.7 30 270.21 630.49 87 199.31 30 59.793 139.517 19/A 8509.01 35 2978.1535 5530.8565 58 1908.34 35 667.919 1240.421 57 14693.48 40 5877.392 8816.088 48 667.92 30 200.376 467.544 56 8094.58 35 2833.103 5261.477 55 7641.4 35 2674.49 4966.91 100 41734.42 40 16693.768 25040.652 51 5268.95 35 1844.1325 3424.8175 52 1509.6 35 528.36 981.24 53 673.44 30 202.032 471.408 54 641.5 30 192.45 449.05 50 10822.85 40 4329.14 6493.71 49 34295.71 40 13718.284 20577.426 59 22588.62 40 9035.448 13553.172 60 9463.38 35 3312.183 6151.197 61 10644.21 40 4257.684 6386.526 62 16896.7 40 6758.68 10138.02 63 2915.8 35 1020.53 1895.27 112 18104.83 40 7241.932 10862.898 111 10929.88 40 4371.952 6557.928 64 13801.72 40 5520.688 8281.032 65 14772.47 40 5908.988 8863.482 66 14914.01 40 5965.604 8948.406 81 10768.29 40 4307.316 6460.974 82 4646.64 35 1626.324 3020.316 84 1005.94 35 352.079 653.861 80 52779.74 40 21111.896 31667.844 67 22309.43 40 8923.772 13385.658 79 21642.68 40 8657.072 12985.608 78 20479.09 40 8191.636 12287.454 72 20653.02 40 8261.208 12391.812 73 5192.67 35 1817.4345 3375.2355
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PLOT NUM- DEDUC-TION AREA TO BE AREA TO BE TOTAL AREA BER PERCENTAGE DEDUCTED PLANNED 67 18100 40 7240 10860 565 7220 35 2527 4693 102 4453 35 1558.55 2894.45 72/B 3493 35 1222.55 2270.45 60 14487 35 5070.45 9416.55 63 5016 35 1755.6 3260.4 62 9747 35 3411.45 6335.55 61 7695 35 2693.25 5001.75 59 12704 40 5081.6 7622.4 58/B 6176 35 2161.6 4014.4 54/A 8369 35 2929.15 5439.85 57/A 2480 35 868 1612 54/B 308 30 92.4 215.6 57/B 8005 35 2801.75 5203.25 56 7157 35 2504.95 4652.05 129 4696 35 1643.6 3052.4 128/B 227 30 68.1 158.9 55 2182 35 763.7 1418.3 130 7109 35 2488.15 4620.85 134 3055 35 1069.25 1985.75 131 10120 40 4048 6072 137 11840 40 4736 7104 138 6348 35 2221.8 4126.2 139 5487 35 1920.45 3566.55 140 6766 35 2368.1 4397.9 141 2237 35 782.95 1454.05 142 3147 35 1101.45 2045.55 143 1789 35 626.15 1162.85 145 3650 35 1277.5 2372.5 146 8766 35 3068.1 5697.9 147 20926 40 8370.4 12555.6 148 10212 40 4084.8 6127.2 136 5326 35 1864.1 3461.9 150/A 14335 40 5734 8601 150/B 7242 35 2534.7 4707.3 151 18071 40 7228.4 10842.6 152 2849 35 997.15 1851.85 14/B 4101 35 1435.35 2665.65 14/A 3215 35 1125.25 2089.75 15 16426 40 6570.4 9855.6 16 4091 35 1431.85 2659.15 13 7720 35 2702 5018 12/A 8555 35 2994.25 5560.75 12/B 8786 35 3075.1 5710.9 11 8710 35 3048.5 5661.5
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PLOT NUM- DEDUC-TION AREA TO BE AREA TO BE TOTAL AREA BER PERCENTAGE DEDUCTED PLANNED 10 5157 35 1804.95 3352.05 9 13206 40 5282.4 7923.6 8 1115 35 390.25 724.75 7 8304 35 2906.4 5397.6 6 12469 40 4987.6 7481.4 17 13271 40 5308.4 7962.6 18 20274 40 8109.6 12164.4 90 11971 40 4788.4 7182.6 115/A 21906 40 8762.4 13143.6 116 9797 35 3428.95 6368.05 117/A 34021 40 13608.4 20412.6 117/B 2828 35 989.8 1838.2 153/B 23856 40 9542.4 14313.6 118 22301 40 8920.4 13380.6 119 468 30 140.4 327.6 121 7530 35 2635.5 4894.5 122 5959 35 2085.65 3873.35 123 7302 35 2555.7 4746.3 124 5606 35 1962.1 3643.9 125 6106 35 2137.1 3968.9 126 3526 35 1234.1 2291.9 127 3779 35 1322.65 2456.35 128/A 4599 35 1609.65 2989.35 128/B 2244 35 785.4 1458.6 129 5056 35 1769.6 3286.4 63 5033 35 1761.55 3271.45 62 9747 35 3411.45 6335.55 61 7610 35 2663.5 4946.5 70 13867 40 5546.8 8320.2 71 12833 40 5133.2 7699.8 68 11377 40 4550.8 6826.2 69 9679 35 3387.65 6291.35 108 12473 40 4989.2 7483.8 109 7014 35 2454.9 4559.1 110 9471 35 3314.85 6156.15 103 11054 40 4421.6 6632.4 101 3272 35 1145.2 2126.8 102 4453 35 1558.55 2894.45 104 4518 35 1581.3 2936.7 105 3906 35 1367.1 2538.9 106 4123 35 1443.05 2679.95 107 7201 35 2520.35 4680.65 132 6778 35 2372.3 4405.7 133 6995 35 2448.25 4546.75 82 11130 40 4452 6678
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PLOT NUM- DEDUC-TION AREA TO BE AREA TO BE TOTAL AREA BER PERCENTAGE DEDUCTED PLANNED 84 8982 35 3143.7 5838.3 85 6456 35 2259.6 4196.4 86 3878 35 1357.3 2520.7 87 3656 35 1279.6 2376.4 88 18343 40 7337.2 11005.8 90' 11340 40 4536 6804 91 2251 35 787.85 1463.15 92 7148 35 2501.8 4646.2 93 8586 35 3005.1 5580.9 94 8612 35 3014.2 5597.8 95 15795 40 6318 9477 96 10839 40 4335.6 6503.4 97 30605 40 12242 18363 98 9107 35 3187.45 5919.55 99 18585 40 7434 11151 101' 26313 40 10525.2 15787.8 102' 12653 40 5061.2 7591.8 103/A 6526 35 2284.1 4241.9 103/B 6270 35 2194.5 4075.5 78 8879 35 3107.65 5771.35 75 21975 40 8790 13185 76 4259 35 1490.65 2768.35 74 13907 40 5562.8 8344.2 73 12562 40 5024.8 7537.2 66 34688 40 13875.2 20812.8 65 11333 40 4533.2 6799.8 64 15384 40 6153.6 9230.4 63 32783 40 13113.2 19669.8 59 3567 35 1248.45 2318.55 55/B 870 30 261 609 54/B 876 30 262.8 613.2 60 16019 40 6407.6 9611.4 62 25866 40 10346.4 15519.6 69 9531 35 3335.85 6195.15 215 3101 35 1085.35 2015.65 214 8657 35 3029.95 5627.05 47 17771 40 7108.4 10662.6 46 20390 40 8156 12234 40 32404 40 12961.6 19442.4 41 10826 40 4330.4 6495.6 45 14931 40 5972.4 8958.6 44 13358 40 5343.2 8014.8 43 2389 35 836.15 1552.85 42 15393 40 6157.2 9235.8 39 42306 40 16922.4 25383.6
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PLOT NUM- DEDUC-TION AREA TO BE AREA TO BE TOTAL AREA BER PERCENTAGE DEDUCTED PLANNED 213 1305 35 456.75 848.25 212 589 30 176.7 412.3 170 10317 40 4126.8 6190.2 171 15264 40 6105.6 9158.4 175 942 30 282.6 659.4 38 33894 40 13557.6 20336.4 37 9543 30 2862.9 6680.1 36 10346 40 4138.4 6207.6 35 12317 40 4926.8 7390.2 32 19616 40 7846.4 11769.6 149 2386 35 835.1 1550.9 89 5411 35 1893.85 3517.15 83 1811 35 633.85 1177.15 71 after 68 4200 35 1470 2730 68 next to 4229 35 1480.15 2748.85 61upper 69 9531 35 3335.85 6195.15 120 7206 35 2522.1 4683.9 115/B 12200 40 4880 7320 114 12655 40 5062 7593 148 10275 40 4110 6165 99 18585 40 7434 11151 100 3628 35 1269.8 2358.2 54/B 876 30 262.8 613.2 55/B 870 30 261 609 48 1824 35 638.4 1185.6 49 1788 35 625.8 1162.2 50 2047 35 716.45 1330.55 51 2497 35 873.95 1623.05 52 803 30 240.9 562.1 53 17322 40 6928.8 10393.2 46 20390 40 8156 12234 60 16019 40 6407.6 9611.4 0 0 45/A 7347 35 2571.45 4775.55 45/B 852 30 255.6 596.4 46/A 7320 35 2562 4758 46/B 1042 35 364.7 677.3 47 7737 35 2707.95 5029.05 86 900 30 270 630 87 199 30 59.7 139.3 88/A0 5422 35 1897.7 3524.3 8 1115 35 390.25 724.75 10 5157 35 1804.95 3352.05 21/B 3470 35 1214.5 2255.5 22/B 4388 35 1535.8 2852.2 http://iaeme.com/Home/journal/IJCIET 166 [email protected] TOD Based Land Use Planning For Outer Ring Road of Surat City
PLOT NUM- DEDUC-TION AREA TO BE AREA TO BE TOTAL AREA BER PERCENTAGE DEDUCTED PLANNED 23 58302 40 23320.8 34981.2 24 5708 35 1997.8 3710.2 40 8091 35 2831.85 5259.15 41 21157 40 8462.8 12694.2 44 16508 40 6603.2 9904.8 19/B 1094 35 382.9 711.1
12. CONCLUDING REMARKS • This mix land use planning will be a boon for the locality. • It will include mass rapid transit system which will connect the residents to all the major centers. • Since there is no planning for industrial zone, it will be a healthy and viable environment for the community. • Due to the proposal of mixed residential zoning, residents with high as well as mediocre lifestyle can be accommodated. • Due to proposal of grid road pattern, each and every arterial as well as sub-arterial road will be well connected to the main road. REFERENCES
[1] Vishal K Chheta, Dr. Krupesh A. Chauhan, Nodal development proposal for proposed outer ring road of Surat,2014 [2] Hayati Sari Hasibuan, Tresna P Soemardi, RaldiKoestoer, SetyoMoersidik, The Role of TOD in constructing urban environment sustainability, the case of Jabodetabek, Indonesia,2013 [3] Ana Galelo, AnabelaRibriro, Luis M Martinez, Measuring and evaluating the impacts of TOD measures- Searching for evidence of TOD characteristics in Azambuja train line,2013 [4] Last Mile Connectivity (LMC) for enhancing accessibility of Rapid Transit Systems, Chidambara, Department of Urban Planning, School of Planning and Architecture New Delhi, India,2012 [5] Breakthrough Technologies Institute, Address an assessment of comfort, time, and distance, cost incurred in LMC as proportion of the total journey for rapid transit users, user options available for LMC,2008 [6] Michael Todd, Matthew Barth, Michael Eichler, Carlos Daganzo, Susan A. Shaheen, Enhanced Transit Strategies: Bus Lanes with Intermittent Priority and ITS Technology Architectures for TOD Enhancement,2006 [7] Prepared for the brooking Institution, Centre on urban and Metropolitan Policy and the Great American Station Foundation, Transit Oriented Development from Rhetoric to Reality,2002 [8] KetutDewi Martha ErliHandayen, TOD Best Practice: Lesson Learned for GHG mitigation on Transportation Sector in Surabaya City, Indonesia,2013 [9] Urban and regional development plans Formulation and implementation(urdpfi) guidelines Government of India Ministry of urban development Http://moud.gov.in, Volume ii (a) and ii (b) Appendices to urdpfi guidelines, 2014
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[10] Bhasker Vijaykumar Bhatt and Kamlesh Chinabhai Chandpa, Road Crashes and Losses In Surat City And Umra. International Journal of Civil Engineering and Technology, 5(5), 2014, pp.105–113. [11] Naman Agarwal and Ajit Kumar, Design of Stone Dust Stabilized Road. International Journal of Civil Engineering and Technology, 6(5), 2015, pp.28– 33. [12] Poonam Kolhe And Prof. Smita Tikar, Review of Methods of Automatic License Plate Recognition: Future Road Map. International Journal of Electronics and Communication Engineering & Technology, 5(1), 2014, pp.67–73. [13] Urban and regional development plansFormulation and implementation (urdpfi) guidelines volume 1,2015 [14] Department of Surat Urban Development (SUDA)
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