Naya Development Plan -2031

7 7 Economic Base, Employment and Work Areas

7.1 Economic Base

The main activity base of would be the Government / State Capital functions. However, a diversification of economic activities is desirable which would be attained through the following activities: i. Software Technology Park ii. Gems and Jewellery and other similar industries iii. Business Offices iv. Health, Education and Research services v. Regional recreational activities

7.1.1 Workforce Participation Rate

The workforce participation rate as per 2001 census for Raipur city is 32.48% the same for is 37.8% and it is constantly increasing (Refer table 7.1).

Table 7.1: Work Participation Ratio of Chandigarh and Raipur

Year Percentage of workers to total population Chandigarh Raipur 1971 33.10 - 1981 34.83 - 1991 34.17 29.93 2001 37.8 32.48 Source: Compiled from census data It is generally observed that work participation ratio for new towns is higher as compared to existing old towns. With this in view for the Naya Raipur a work participation ratio adopted for 2031 is 40 percent. With this work participation rate the total employment of the Naya Raipur works out to 222,950.

7.2 Occupational Pattern

Before projecting the occupational pattern for Naya Raipur, the trends for Raipur, Chandigarh and the proposals given in Master Plan 2001 have been studied (Refer fig 7.1).

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Fig 7.1 Comparative Analysis of Occupational Pattern: Raipur and Chandigarh

COMPARATIVE ANALYSIS OF OCCUPATIONAL PATTERN: RAIPUR AND CHANDIGARH

45 42.2 40 35 30.5 29 30 28 25 25 22.522.5 20 RAIPUR (%) 20 16.9 Percentage 15 11 11.4 CHANDIGARH (%) 8.72 10 6.7 5 5 4 5.3 5 32.75 DELHI MASTER PLAN 0.3 0.04 0.19 (%) 0

Trade & Trade Mining & Quarrying Industries in non in Household Commerce industries household Construction Transport & Transport Manufacturing Other Services Other Communication Primary SecondarySector Tertiary Sector Source: Census of sector 1991

It appears from the distribution that while in Chandigarh 42.2% of the total work force was engaged in other services, the figures for Raipur and Delhi were 30.5% and 29% respectively. The Naya Raipur being essentially a service city, there would be more population in the service sector.

A comparative analysis between the occupational pattern in Raipur, Chandigarh and Delhi indicates the dominance of the tertiary sector to the extent of more than 60% followed by the secondary sector (Refer table 7.2).

Table 7.2: Comparative Analysis of Occupational Pattern: Chandigarh and Raipur, 1991

Sector Raipur (%) Chandigarh (%) Primary sector 3 3 2.75 2.75 Mining & Quarrying 0.04

Secondary Household Industries 5 0.19 29 25.85 Sector Construction 4 8.72 Manufacturing in non household industries 20 16.9 Trade & Commerce 28 22.5 Tertiary Transport & Communication 11 68 6.7 71.4 Sector Other Services 29 42.2 Source – Census of India, 1991

The Occupational Pattern of Raipur for the year 2001 indicates a rise in the secondary sector (Refer table 7.3).

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Table 7.3: Occupational Classification of Raipur as per census 2001

Sector Occupation Raipur (%) Primary sector Agriculture, Hunting, Forestry & Fishing 2.60 2.6 Mining & Quarrying 4.23 Manufacturing and Repairs Secondary Household Industries 3.60 37.92 Sector Manufacturing in non household industries 19.27 Electricity, Gas & water supply 2.43 Construction 8.39 Wholesale & Retail Trade 19.67 Hotels & Restaurants 2.38 Transport, Storage & Communication 11.18 Tertiary Other Services – Financial Intermediation, Real Estate, 2.80 59.48 Sector Renting and Business Activities Public Admin, Defence, Community, social and personal service activities, Private HHs with employed persons, 23.46 Extra-territorial Organizations and Bodies Source – Census of India, 2001

Naya Raipur resembles Chandigarh in terms of its Capital city function. Hence, the occupational structure of the Naya Raipur has been based on the occupational pattern of Chandigarh (Refer table 7.4).

Table 7.4: Proposed Occupational Structure for Naya Raipur

Sector Percentage Primary sector Cultivation, Livestock, etc. Negligible Mining & Quarrying Negligible Secondary Manufacturing in Household Industries & non household 15 23 Sector industries Construction 8 Trade & Commerce 28 Tertiary Transport & Communication 7 77 Sector Other Services 42 Total 100 100

7.3 Employment Generation

Based on the adopted work participation ratio of 40% i.e. 222,950 jobs generated are distributed in use zones / activity zones.

A break-up of the employment generated in each sector has been worked out in the following table.

Table7.5: Employment generated by various activities Activity/Use Zone Number of employees Percentage Light Industries and Composite use zone 22295 10 Software Technology Park 8918 4 Construction Industry 17836 8 Capitol Complex 26754 12 Other Govt offices 17836 8

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Activity/Use Zone Number of employees Percentage Institutional areas 31213 14 CBD 46819 21 Wholesale Trade (Integrated Freight Complex) 11147 5 Transport Hub 6688 3 Planning Unit Centres 20065 9 Residential Area 13379 6 Total 222,950 100 Notes – Industrial workers @ 80 persons/Ha Education & Research institutions @ 50 persons/Ha Software Technology Park @ 45 persons/Ha CBD @ 10 sq.m. per person on net commercial with expansion Planning unit Centres @ 5058 persons per Centre 7.4 Work Areas

The following are the Major work areas in Naya Raipur (Refer map 7.1)

7.4.1 Government Functions

Naya Raipur being an administrative city with all the important Capital functions of the state would have a significant population employed in the Government sector.

The Capitol complex, Government Offices and the Civic corridor are the important employment generating activities.

7.4.2 Wholesale Trade

Naya Raipur on account of its strategic location, strong connectivity through the rail & road and proximity to the airport is destined to be an important wholesale trade centre/hub. The wholesale market shall be integrated with the Integrated Freight Complex for better facilitation and effective operation of the wholesale trade. The suggested land-use break-up for an Integrated Freight Complex has been given in Table 7.6.

Integrated Freight Complex

A land parcel of 130.67 ha has been set aside for an integrated freight complex. The basic function of an integrated freight complex is to provide – i) Facilities for inter-city freight movement and interchange mode ii) Warehousing & storage facilities to cater to sub-city level markets iii) Servicing, lodging & boarding, idle parking and other required facilities Table 7.6: Suggested Broad Land-Use Break-up for an Integrated Freight Complex Sr. No Use Type Percentage of Area Area (Ha) 1 Wholesale Market and Warehousing 53.0 69.26 2 Transport Agencies 2.0 2.61 3 Commercial & Public/semi-public 5.0 6.53 4 Utilities & services 3.0 3.92 5 Parking 12.0 15.68 6 Circulation 25.0 32.67 Total 100 130.67

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7.4.3 Retail Trade

The affordability and appreciating buying power of the people is bound to bring about a mammoth change in the economic structure of the Indian cities in the times to come. Shopping areas being the major hub of commercial activity reflect the economic status of the city and hence create an image of the city. It is important that the shopping areas provide for the day-to-day needs of the people and also cater to their specific needs through a range of services and facilities.

7.4.4 Proposed Hierarchy of trade and commerce areas

The following four-tier system of commercial activities (Refer table 7.7) has been adopted to accommodate the retail shopping facilities integrated with other services such as entertainment, business, etc.

Table 7.7: Four-tier System adopted for Trade and Commercial Areas

Facility Population Served Area* (Ha) Activities City Centre/CBD 5 lakh 96.12 ha Shopping (Retail Service, Repair & limited Wholesale) Informal Shopping, Commercial Offices, Cinema, Hotel, Guest House, and Nursing Home. Auditorium, Museum, Library, Science Centre, Art/Craft/Music/ Dance School, Craft/Mela/Book Bazar, Weekly Markets (on close days), Local Government Offices. Bus Terminal, Fire Post, Police Post, Telephone Exchange, Electric Sub Station, Post and Telegraph Office, Petrol Pump, Conveniences and Residential Community 1.0 to 1.5 lakh 5.4 ha Shopping (Retail Service, Repair, Informal Shopping, Shopping & Commercial Offices, Cinema, Hotel, Guest House, Business Complex Nursing Home) Post office, Dispensary, Petrol Pump (filling Station only) Weekly Markets (on off days) Electric Sub-Station Conveniences Sector / 15,000 to 20,000 0.46 ha Shopping Retail Service, Repair, Informal Shops, and Neighbourhood Commercial Offices. Shopping Centre Community Hall and Library Electric Sub-Station Conveniences Housing Area About 5 thousand 0.11 ha Shopping Retail Service, Repair, Informal Shopping Centre Electric Sub Station Conveniences. Notes: Besides the above, retail shopping of desired level may also be provided in all work centres and transportation nodes

7.4.5 Provision of Housing Area Centres/ Neighbourhood Shopping Centres and Community Centres

Housing Area Centres and Neighbourhood Shopping centres shall be indicated in the layout plans of the sectors. Community shopping and business complexes are located in the central facility- green corridor; four such units have been located.

7.4.6 City Centre / Central Business District

The land parcel of 96.12 ha has been reserved for the CBD. The following table gives a break-up of

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Naya Raipur Development Plan -2031

the land allocated for various activities in the CBD.

Table7.8 : Area break-up for the City Centre/CBD

Sr. No. Activity Percentage Area (Ha) 1 Shopping areas 28 26.91 2 Banks and Offices 28 26.91 3 Hotels, Restaurants & Cultural 7 6.72 areas 4 Public and semi-public Facility 10 9.61 5 Residential 16 15.6 6 Parks and open spaces 10 9.61 7 Informal sector 1 0.96 Total 100 96.12 7.4.7 Light & Service Industries

A city also needs an industrial base. The Software technology park and light industries constitute the industrial sector of Naya Raipur. Raipur broad region would provide the skilled labour force required for the software technology park and the skilled, unskilled and semi-skilled labour required for the industries. Light flatted group industries shall be permitted in the mixed-use zone as well as the area demarcated for industries.

7.4.8 Composite Use Zone

Service industry and commercial activities would be permitted in the composite-use zone (Refer to table 7.9). Broad land utilisation pattern for the composite use zone is as given below.

Table 7.9: Land utilization pattern for the Composite-use zone

Sl. No. Activity Percentage Area (Ha) 1 Industrial (service industry) 60 106.56 2 Commercial 30 53.28 3 Residential (net area) 10 17.76 Total 100 177.6

7.4.9 Special Industry Zone (Software Technology Park)

The software technology park area designated as Special Industry zone will employ skilled and semi- skilled workforce. The area shall also include a Gems and Jewellary park. Refer table 7.10 for break- up of the broad land use distribution.

Table 7.10: Broad Land use Distribution for Special Industry Zone

Sr. No Activity Percentage Area (Ha) 1 Offices and Business areas 75 197.29 2 Residential (net area) 25 65.76 Total 100% 263.05

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7.4.10 Informal Sector

Mobile shops or roadside Informal sector kiosks Low space requirements Provides Employment Satisfies Day to day needs of people

The unorganised service providers normally set up their petty trade in the form of mobile shops or roadside kiosks near important commercial and business areas and residential sectors. It is proposed to integrate these in the city plan. This would be done by 1% reservation of net developed land in the following activity areas (Refer table 7.11) for the informal sector:

Table 7.11: Area reserved for informal sector

Sr. No Activity Area (Ha) Area reserved for informal sector (ha) 1 Residential (net area) 1768.73 17.68 2 CBD 96.12 0.96 3 Facility corridor 268 2.68 Total 2132.85 21.32 Thus, the city plan makes provision for the informal service sector spread over the city. Attractive design shall be prepared for the space for stationary and mobile vending.

7.4.11 Weekly markets and Haats

The weekly markets and haats are a vital characteristic of Indian cities and have a sense rich cultural identity attached to them. Spaces shall be allotted for weekly markets in the Facility Centres.

Weekly Offs Weekdays

Weekly Markets/Haats Multi-functional Social gatherings, Public meetings, Cultural events, mobile eating joints & Characteristic shops selling local handicrafts

Site with an area of about 0.4 Ha for weekly markets is included in the facility centres at the community level i.e., one for every one lakh population.

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Naya Raipur Development Plan -2031 8 8 Housing

8.1 Housing for Naya Raipur

Housing, besides being a very basic requirement for the new urban settlers, also holds the key to accelerate the pace of development. Quality of housing in a new town is of utmost significance for overall quality of living in the town. It is an outcome of comfortable well-designed house with required essential facilities like parking, open spaces - play areas for children, passive recreation, basic education facilities, day to day shopping all located at a walking distance. All sections of society should avail all these facilities as an integral part of housing.

It is estimated that overall employment generation in the economy due to additional investment in the housing/construction is eight times the direct employment (IIM- Study, 2000).

The National Urban Housing & Habitat Policy 2005 asserts Housing as one of the basic necessities and aims at the creation of adequate housing stock; the State Housing Policy reaffirms the importance of Housing and aims at provision of Affordable Housing for All.

The Housing strategy for Naya Raipur thus aims at providing –

1. Comfortable housing for all coupled with quality physical and social infrastructure including recreational, educational and health facilities at convenient distances

2. Pedestrian movement based neighbourhoods.

8.2 Housing Requirement

8.2.1 Changing Socio-economic Profile and Housing – the Indian context

With the phenomenal rise in the emerging middle high-income group and a radical fall in the low- income group by the year 2009-10 as per a study by the NCAER indicates fast changing face of the Indian economy, and appreciating buying power of the people, affordability of the common man is rising (Refer fig. 8.1). The emergence of Double-income earning families has a definite influence on the rising middle class.

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40,106 53,488 69,202 Total Number of households in ’000 100% 4.7 90% 14.3 21.4 80% 37.1 70% 31.7 60% 50% 34.8 40% 73.9 Percentage 30% 54 20% 28.1 10% 0% 1989-90 2001-2002 2009-2010 Year Figure 8.1: Distribution of Households by Household income 1989-90 to 2009-10 (2001-02 prices) for urban population of India Source - NCAER With this fast changing face of the Indian economy, and appreciating buying power of the people, affordability of the common man is rising. Further, with the changing socio-economic scenario, it is evident that the prevalent rigid categorization of housing based on the income-groups holds no good. The emerging trend gives rise to the rationale demand for flexible housing options that are need based i.e., categorized on the basis of dwelling unit size rather than the income group. The emerging housing market is thus expected to be highly sensitive and subject to change. Taking into consideration our present cross section of income groups with large low-income households, we must take note of the positive signs with rising middle class.

8.2.2 Household size

The average household size of Chhattisgarh as per the 2001 census is 5.09; that of the is 5.18 and of Raipur city (the present day capital of Chhattisgarh) is 5.25. Table 8.1: Average Household size of Raipur city Year Household Size 1981 5.37 1991 5.48 2001 5.25 Source – Census of India

The new capital city in function and character is best represented by Chandigarh – the most successful new capital city of the independent India. A study of the changing average household size pattern indicates a smaller household size as compared to that of the Raipur City. Table 8.2: Average Household size of Chandigarh Year Average Household size in Chandigarh 1971 4.60 1981 4.48 1991 4.38 2001 4.46 Compiled from Census Data, Chandigarh

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The first settler households are mostly nuclear families; thus considering the household size in Chandigarh, an average household size of 4.5 has been adopted for Naya Raipur.

8.2.3 Distribution of Households based on number of dwelling rooms

The distribution of households based on the dwelling unit size within the Raipur Municipal Corporation area indicates that almost 60% of the city’s population resides in one room or two room dwelling units The emerging trend shows a considerable appreciation in the number of households occupying 3-4 rooms (Refer table 8.3). Table 8.3: Distribution of Households by Size and Number of Dwelling Rooms for Raipur City, 1981 and 2001

Projections by Consultants (CAGR method) based on census data for Raipur

A comparison with the dwelling unit size trends in Chandigarh over the past four decades indicates a significant rise in the number of dwelling units with 3-4 rooms and a small rise in number of dwelling units with 5-6 rooms. Table 8.4: Emerging trend showing number of rooms occupied in Chandigarh, 1981-2001 Number of rooms occupied 1981 2001 1-2 rooms 81% 65% 3-4 rooms 14% 28% 5-6 rooms 5% 7%

Table 8.5: Emerging trend showing number of rooms occupied in Raipur, 1981-2031 by CAGR method Number of rooms occupied 1981 2001 2031*

1-2 rooms 72% 61% 46% 3-4 rooms 21% 30% 42% 5-6 rooms 7% 9% 12% *(Projected by CAGR) Compiled from Housing Data for Raipur, Census of India Considering the increasing affordability and the emerging dwelling unit size trends in Chandigarh and the present day capital city of Raipur, the planning as far as the size of the dwelling units is concerned shall be kept flexible and market sensitive. However for the first 5 years of development (upto 2011), the distribution of dwelling unit sizes would be as suggested below – Table 8.6: Suggested (indicative) percentage of dwelling unit size based on number of rooms Number of rooms occupied 2011 2031 1-2 rooms 60% 46% 3-4 rooms 30% 42% .5-6 rooms 10% 12% The housing size in the years to come shall however be determined by the market forces. The total number of dwelling units required with a household size of 4.5 works out being 123,860.

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8.2.4 Housing Density

The new capital city of Chhattisgarh is envisioned as a medium-density development with a garden city character. A density of 250 persons per Ha has been considered appropriate for the residential areas thus accommodating 16,000 population in a typical sector of 800 x 800 m or 64 Ha. The residential population of the new city includes the induced population along with the population of the Abadi areas. The total residing population is estimated as 5, 57,372 (Refer section 6.2)

8.3 Planning Approach

Naya Raipur has been divided into 21 sectors to accommodate the resident population. The residential sectors have been phased out to accommodate the population induced at each stage of development of the city.

The development strategy would be to allot one whole sector or part of it to a developer - the Private developers or Co-operative Housing Societies, with the Government acting as a facilitator and regulator. Each sector shall be unique to be planned and designed by an eminent Architect / Town Planner.

8.4 Housing in Residential Sectors (Residential Use)

The 21 residential sectors proposed shall be planned as sustainable neighbourhood units with a gross density of 250 persons per Ha with an approximate population of 16,000 each. Each sector shall be planned to be self-sufficient to satisfy the day-to-day needs of its residents.

8.4.1 Typical Sector 800.0

The sectors shall be planned as building blocks of the city. Every such I RESIDENTIAL AREA housing sector shall consist of three housing areas with a population of SFC SECTOR about 5,000 each and a shared facility 800.0 core at the sector/ neighbourhood II III level in addition to the area level facilities. These housing areas shall be 30.0 M WIDE ROAD developed on the concept of graded I mixing based on number of rooms.

The principles of neighbourhood SECTOR development listed below shall be II III 30.0 M WIDE ROAD MWIDE 30.0 followed in the planning of sector: 60.0ROAD M WIDE 1. Neighbourhoods shall be compact and pedestrian 60.0 M WIDE ROAD friendly. 2. Many activities of daily living should occur within Figure 8.2: Conceptual plan of a typical sector walking distance, allowing

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independence to those who do not drive especially the elderly and the young. Interconnected street network should be designed to encourage walking, reduce the number and length of automobile trips and conserve energy. 3. A broad range of housing types and price levels within each neighbourhood can effectively bring people from diverse ages, and incomes into daily interaction, strengthening the personal and civic ties essential to a well-knit community fabric. 4. Transit stops to be accessible through pedestrian paths /corridors permitting public transport to become a viable and popular choice to largely substitute the automobile. 5. Concentration of civic, institutional and commercial activity in the form of the facility cores should be well distributed at the neighbourhood level and area level for an equitable access.

8.4.2 Land utilization pattern within each neighbourhood / sector

Each sector whether developed by a developer or a government agency shall be planned with the following broad land utilization pattern. Table 8.7: Suggested land utilization pattern at sector level Use Percentage Approximate area (in Ha) Residential 55-65% 35.2 -41.6 Facilities 10% 6.4 Open spaces 12% 7.68 Circulation 10-20% 6.4 – 12.8 Total 100% 64

1. Residential use Net area under residential use - 38.4 Ha (@ 60%) Net Residential density - 416.6 say 417 persons per hectare - 93 households per ha (average) 2. Facilities and Utility

Social infrastructure shall be provided in accordance to the following norms for a neighbourhood of 16,000 population. NRDA would have to work out policies for the allotment of these facilities. Table 8.8: Norms for Social Infrastructure at neighbourhood level Sl No Use Premises No. of Unit Area Total Area units (sq.m.) (Ha) A EDUCATION 1 Nursery School 6 0.08 0.48 2 Primary School 3 0.40 1.20 3 Senior Secondary School 2 1.60 3.20 B HEALTH 4 Nursing Home / Dispensary 2 0.10 0.20 C SHOPPING 5 Local Shopping including Service centre (SC) 1 0.46 0.46 6 Housing Area shopping centre 3 0.11 0.33 D OTHER COMMUNITY FACILITIES 7 Milk Booth 3 0.015 0.045 8 Community Room 3 0.05 0.15 9 Community Hall and Library 1 0.20 0. 20 E RECREATION 11 Park 4.50 12 Play Area 2.25

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Sl No Use Premises No. of Unit Area Total Area units (sq.m.) (Ha) F UTILITY 13 Water storage Tank (where necessary) 0.25 14 Electric sub-station (where necessary) 2 0.046 0.09 15 Three Wheeler Scooter & Taxi Stand 1 - 0.05 Public Parking 1.00 Total 14.405

The facilities shall be well divided at the area level as well as neighbourhood level to ensure easy accessibility for all. Table 8.9: Hierarchy of Facilities at Neighbourhood level No. of Unit Area Total Area Sl No Level Facilities units (Sq.m.) (Sq.m.) 1. Housing area Nursery School 2 800 1600

Pop. = 5,500 Primary School 1 4,000 4,000 Community Room 1 500 500 (Area: 1.75 ha) Religious Building 1 400 400

Milk and vegetable Booth 1 30 30

Convenience Shopping 1 1,100 1,100 60.0M ROAD WIDE Housing Area Park 1 5,000 5,000 60.0 M WIDE ROAD Housing Area playground 1 5,000 5,000 Sub-total 1,750 Neighbourhood Sr. Secondary School 2 16,000 32,000 2. Population = Dispensary 2 1,000 2,000 16,000 2,000 (Area: 8.2 ha) Community hall and Library 1 2,000 Electric Substation 11 KV 2 460 920 30.0 M WIDE ROAD Local Shopping incl. Service centre 1 4,600 4,600 Three wheeler and taxi stand 1 500 500 30.0 M ROAD WIDE 60.0 MROAD WIDE Neighbourhood Park 1 15,000 15,000 60.0 M WIDE ROAD Neighbourhood Play Area 1 15,000 15,000 Public Parking lots 10,000 Sub-total 81,900 3. Open Spaces

6.75 ha, i.e. 10.54% of the total area shall be left as open spaces and shall be so distributed throughout the neighbourhood sector that they are functional, accessible and easy to maintain.

8.4.3 Pedestrian friendly neighbourhoods

Accessibility to the urban activities in reasonable time on foot is a major factor that determines the scale of neighbourhood and the location of various facilities at the neighbourhood level. Table 8.10: Standards for travelling distance to social facilities Social Facility Maximum distance (Km) Approx. Time (minutes) Crèche/Nursery school (nearest) 0.50 (0.3) 8 Primary school/Secondary school (nearest) 0.80 (0.50) 10 Higher secondary school (nearest) 1.50 (1.00) 20 Tot lot 0.30 (0.20) 5 Park 0.80 (0.50) 10 Neighbourhood Park and Play area 1.60 (1.00) 20 Bus stop 0.80 (0.50) 10 Note: Figures in brackets are point-to-point straight line distances.

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The residential sectors shall be so designed that they provide a conflict free access for the pedestrians.

8.4.4 Design Brief for Sector Development

The ratio of plotted development: apartments shall be 1:1.5. The following typology shall be adopted for the suggested dwelling unit sizes. Table 8.11: Distribution of Plotted and Apartment Housing Number of habitable rooms Suggested Type of development Saleable Component percentage Plotted Apartment 1-2 rooms 41% - 100% 3-4 rooms 38% 50% 50% 5-6 rooms 11% 100% - Incremental Housing 10 % 100%

Table 8.12: Suggested plot sizes and development control guidelines Max. permissible Permissible Remarks Permissible Max. Permissible Plot Area (sq.m.) Ground Coverage No. of Dus on FAR height (m) (%) each Plot 40-below 60 Incremental 65 1.3 11 1 (Incremental housing) Above 60-120 60 1.3 11 2 Duplex Plotted with 60 1.3 11 2 Above 120-250 independent floors Plotted with Above 250-500 60 1.3 11 2 independent floors

8.4.4.1 Size of dwelling units The housing areas shall have a graded mix of various dwelling unit sizes. The indicative dwelling unit sizes in relation to the number of habitable rooms is given below –

Table 8.13: Indicative dwelling unit sizes Number of rooms Dwelling unit size (sq.m.) 1BHK 60-80 2BHK 80-120 3BHK 120-160 4BHK 160-200 5BHK 200-260

8.4.4.2 Group Housing

Net housing density shall be upto maximum of 300 du/ha subject to sector level gross residential density of 250 pph with 15% variation on either side

Table 8.14: Development Guidelines for Group Housing Minimum Plot size for group housing 4,000 sq.m. Permissible ground coverage for group housing 30% Maximum permissible FAR 1.3 Maximum no. of floors 8 Maximum permissible building height 26 m

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8.4.4.3 Parking

Parking shall be provided at the rate of 1.67 ECS per 100 sq.m. floor area. The developer shall provide part of this total parking requirement as special off street parking lots. The cost of construction and maintenance could be included in the offsite infrastructure cost.

8.4.5 Urban Poor

Chhattisgarh continues to be an agricultural economy with a growing tertiary informal urban sector. It becomes essential that appropriate planning concepts be implemented taking into consideration the informal sector, its housing needs and provision of workplace close to their residences.

The Naya Raipur will however have almost 100% induced population. The development of the new Capital City characterized by a high level of construction activity will attract a significant number of construction workers. Providing suitable housing to the population is thus an important issue.

8.4.5.1 Incremental Housing

It shall be made mandatory on part of the developers that minimum 10% of dwelling units in each neighbourhood are reserved for incremental housing. The incremental housing shall be designed to be constructed depending upon the available resources and the increasing family needs and growing affordability. A low height high-density development is suggested for this housing type.

Plot size for the incremental housing to be generally 6.0m in width and 9.0m in depth with mandatory front and rear setback of 1 metre/ 2 metre each and no side setbacks necessary. ROAD The permissible ground coverage shall be 65% and an FAR of Figure 8.3: Incremental Housing 1.3 with the permissible number of 3 floors. In addition to the private backyard and front yard, the common cluster level spaces shall be with proper access to all.

8.4.5.2 Night Shelters

Night shelter shall be provided to fulfil the shelter needs of the houseless with basic facilities for sanitation. The night shelters shall be designed as per the modified guidelines laid down by the Scheme for Shelter & Sanitation Facilities for Footpath Dwellers. Night shelters to be provided in the Facility Centres along the central corridor.

8.4.6 Informal sector

A number of essential services such as dhobi, cobbler, vegetable vendor, etc. are provided through the informal sector. Provision shall be made for all these activities on 1 % of the net residential land to be indicated in the layout.

8.4.7 Housing typologies

Each neighbourhood unit shall have a mix of housing types. The mix shall however be flexible and subject to alteration depending on the prevalent market trends. The neighbourhood unit shall provide for

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dwelling units in varying sizes, prices and types as given below – 1. Plotted Row housing 2. Plotted Housing with independent floors 3. Multi-family apartment housing 4. Plotted or semidetached houses 5. Duplexes 6. Service Apartments

8.5 Housing in other Areas

8.5.1 Housing for Private Employees

The objective behind the housing by the private employers is to facilitate investment in housing and improve the housing stock of the city in qualitative as well as in quantitative terms. The employers in turn get the advantage of an increased productivity form their employers due to improved quality of living and retention of skilled staff.

The software technology firms can be allotted plots with well-defined work and residential areas for its employees. The private employers shall provide housing for a minimum of 25% of the total number of workers (skilled/unskilled) employed. The income range and the percentage of employees in each category shall govern the composition of the housing stock (Refer table 8.15). Table 8.15: Composition of Employees based on skill and annual income Sr. No. Employees Percentage Share 1 Managers 9.01% 2 Conceptualisers 5.5% 3 Developers 55.56% 4 Modifiers 4.66% 5 Supporters 5.33% 6 Non-IT managers & skilled workers and unskilled workers 19.91% Total 100% Source – ‘Who gains from skilled migration?’ - Survey conducted by Simon (LBS & EBRD), Rupa Chanda (IIM), Mari Kangasniemi (LSE) & L. Alan Winters (University of Sussex)

The area shall be designed to be equipped with all the facilities for a gross density of 250 persons per hectare.

Facilities The software park housing shall have a Lifestyle center consisting of:

1. The facility center shall include a recreational club with a swimming pool, indoor and outdoor games facility 2. Home oriented stores 3. Books and music stores 4. Upscale apparel stores and 5. Restaurants

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8.5.2 Housing in Commercial Areas

On account of the elevated land values in the commercial areas like the CBD and the composite-use zone, a high-density development is suggested. A density of 140 dwelling units per Ha or 630 persons per Ha is suggested for the residential development in the commercial areas.

For educational, health and other facilities the population worked depends on the facility complexes along the north-south facility corridor.

8.5.3 VIP Housing

The VIP sector has been allocated for housing for VIPs comprising of the MLA hostel, residence for the ministers and senior officers. The VIP housing from the point of view of security shall be a low-density development (150 ppha).

8.5.4 Institutional Housing

The educational and research and other institutions shall provide housing for their employees. 25% of the land shall be utilized for housing for staff and students.

In case of institutional plots of less than 8 Ha the housing should be 25% of the floor area. The institutional Housing shall comprise of hostels for the students and residential quarters for the staff and faculty. A residential density of 250 persons per Ha or 55 Households per Ha has been suggested for the institutional areas.

8.5.5 Existing Abadi Areas / Urban Villages

The village Abadi areas that fall within the Naya Raipur shall be declared urban villages (Refer table 6.11). Village expansion shall be as per the Village Development Scheme prepared as by NRDA. Also abadi of village Rakhi shall be relocated in a planned sector and village Khandwa shall be relocated in the peripheral area only.

The urban villages provide workers for construction and industries. They also provide housing options to the migrants coming to the city for employment resulting in haphazard growth and illegal development.

In order to avoid the haphazard development, Layout Plan for each of the above villages shall be prepared and provision for basic infrastructure shall be made. In order to prevent the unauthorized construction and illegal practices from coming up in the villages, a stringent control over the activities and developments taking place within the villages to be kept. Any new construction coming up within the village settlement shall be subject to approval from the concerned local body. Table 8.16: Contribution by various housing sub-systems to the total housing stock of Naya Raipur in comparison with Chandigarh Percentage of Percentage of Number of S. No. Housing Sub-system Housing stock Housing stock Dwelling Units (Naya Raipur) (Chandigarh) 1 Private Housing 74,602 60.23 33 2 Co-operative group housing societies 14,430 11.65 5 3 Housing for Government Employees 6,315 5.1 11 4 VIP Housing 2,666 2.15 5 Private Employee Housing 2,220 1.79

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Percentage of Percentage of Number of S. No. Housing Sub-system Housing stock Housing stock Dwelling Units (Naya Raipur) (Chandigarh) 6 Institutional Housing 7,780 6.28 15 Others (CBD, Composite use, Facility 9,287 7.5 28 7 corridor) (CHB) 8 Urban Villages 6,560 5.3 8 Total 123,860 100 100 Notes 1. Housing for VIPs @ 150 ppha 2. Private employee housing for 25% of the total employees of the software technology park 3. 25% area under institutional housing @ 250 ppha 4. Housing in commercial areas (CBD & composite use zone) to be provided as composite use

8.6 Development Models

The proposed housing strategy for the Naya Raipur will be an approach where the overall land assembly with trunk infrastructure shall be provided by the government and private developers would undertake internal land development and housing construction. The individual house owner shall get housing loan from banks or other financial institutions. Also there would be Self-build housing where the eventual occupiers purchase a plot and organize construction individually.

A mix of “affordable” and “market-rate” housing in the same neighbourhood could be used as a tool to help provide a wider range of housing options than provides on its own.

8.6.1 Housing by Co-operative Group Housing Societies

The co-operative housing societies build housing on a no profit no loss basis thus saving on the developer’s profit and provide cheaper housing to its members. The members of the housing co- operatives are a group of like-minded people with a common socio-cultural background leading to a better cohesion in the housing society. Co-operative housing is an efficient means to providing affordable housing option to its members. Approximately 10% of the housing stock would be contributed by the CGHS.

The minimum plot size allotted to each group housing society shall not be less than 4,000 sq.m. with a permissible ground coverage of 30%, permissible FAR of 1.3 and a maximum permissible height of 26 meters.

8.6.2 Public Private Partnership in housing

The private developers undertake the well-planned development of land based on the market demand that results in a market sensitive model.

The Public Private Partnership model could be implemented where the government after acquiring land shall sell it to developers or allot it to group housing societies for further development. The private and public sector both have their respective strengths and weaknesses. In order to accelerate land development it is recommended that each sector is made responsible for which it has a comparative advantage. The private sector would be the main implementor, that is to say responsible for capital resource generation and the management of the implementation. The public authority would be the facilitator and "protector" of overall social objective of equity.

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8.4: Development by Government as against Private sector/Co-operatives

Guidelines for Private Developers

The private developer shall be selected based on the financial as well as the technical aspects. The offsite infrastructure would be the responsibility of the Government.

The private developers shall undertake the development of the residential sectors within the listed parameters – a) The neighbourhood sectors shall be developed with a gross residential density of 250 persons per hectare for a sector with a flexibility of 15% on either side. b) The private developers shall appoint renowned architects and planners for designing the housing sectors that are responsive to the market demand with total flexibility. c) The private developer shall develop each sector adhering to the suggested neighbourhood density and land utilization pattern with a mix of plotted development and multi-family apartments. d) The neighbourhood sectors shall be provided with adequate social infrastructure as per the adopted norms. e) The housing area shall have a graded mix of housing based on the dwelling unit size and specifications. f) The developers shall reserve not less than 10% of the dwelling units in each sector or neighbourhood to be developed as incremental housing. The reserved land complete with on site infrastructure shall be handed over to the local Governing Body for further management and disposal.

g) The detailed landscape and urban design guidelines shall be followed while planning the residential

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g) The detailed landscape and urban design guidelines shall be followed while planning the residential sectors. In case of certain categories of houses, maximum price and mode of allotment may be fixed by NRDA. Further details/conditions could be prescribed by NRDA.

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Naya Raipur Development Plan - 2031 9 9 Transport

9.1 Introduction

Transport is highly significant in the planning and development of a new town. It provides accessibility to the spatially dispersed activities enables mobility of people and goods and integrates the different sectoral sub systems. Rational development of transport system is critical for the efficient functioning, environmental quality and sustainability of Naya Raipur.

The transport system plan of Naya Raipur has been developed with the following Vision:

‘Mobility of all, affordable, equitable and safe’

The transport system plan is prepared in integration with the land use plan, interlinking activities, enabling high accessibility and smooth flow of people, vehicle and goods, enhancing mobility of all on an equitable and affordable basis.

9.2 Travel Demand Assessment

Naya Raipur is being planned for a population size of 5.6 lakh people. Travel demand on the transport network is assessed based on the adopted trip rates. The intra-city trip generation, by vehicular modes, is estimated with a per capita Trip Rate (PCTR) of 1.0 (including walk trips it would be about 1.35 to 1.5). The inter-city trips moving on intra-city network system is assessed at 20% of the intra-city trips. The modal share is proposed as follows: Intra-City Trips

. Private : 40% . Public Transport : 60% Sub Modal Share → Bus : 50% → LRTS : 30% → IPT : 20%

Inter-city Trip on Intra-city Network . Private Modes incl. Walk : 50% . Public Transport : 50% Sub Modal Share → Bus : 40% → LRTS : 40% → IPT : 20% With the above rates, the travel demand in Naya Raipur will be as under:

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Table 9.1: Travel Demand in Naya Raipur

Category Intra-city person vehicular Inter-city person vehicular trips per day trips per day on intra-city network Trips 540,000 108,000 Modal Share Private Modes 216,000 54,000 Public Transport 324,000 54,000 Sub Modal Share Bus 162,000 21,600 LRTS 97,200 21,600 IPT 64,800 10,800

The average trip length would be about 4.5 km. The above assessment is an indicative demand.

9.3 Transport System Development Policy for Naya Raipur

The proposed Transport System for Naya Raipur comprises of the following components: . Regional Transport System . Sub-regional (NRDA) Transport system and . Naya Raipur City Transport system

9.3.1 Regional Transport System

The Regional Transport System includes: . Roads . Railways and . Air 9.3.1.1 Roads

Regional Road System is an important component of the Transport Policy for the new city of Naya Raipur. National Highways 6 and 43, running through the state of Chhattisgarh abut Naya Raipur. They provide connectivity to other parts of the state and the country. In particular they connect Naya Raipur with Raipur, , , , Bilaspur and other important urban centers of the state.

9.3.1.2 Regional Expressways

The Master Plan for State Roads Development of Chhattisgarh has proposed two expressways as part of road development plan of the state in order to improve the accessibility of Naya Raipur from different parts of the State. They are: a) -Durg-Raipur-Mahasamund Expressway b) Dhamtari-Raipur-Bilaspur Expressway The above two expressways are to be constructed in due course of time. Detailed Project Report for Durg-Bhilai-Raipur expressway has been prepared. The above two expressways proposed to be

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developed along new alignments under BOT route, run parallel to the alignment of NH-6 and NH-43.

Naya Raipur shall be accessed from NH-6 and 43 and eventually from the expressways when they are constructed (Refer map 9.1). In the long term, it is proposed to develop the access points as grade separated interchanges. In the present instance due reservation of land for the interchanges is made.

9.3.1.3 Railway

Raipur is an important station on - route. Naya Raipur abuts Raipur-Vishakhapatnam rail line.

It is proposed to develop a new railway station along this line to serve Naya Raipur. Extensive land within the Transportation Hub (area – 161.8 Ha) has been reserved for railway use, including station complex, goods yards, depots and such other ancillary facilities. A land parcel of 130.67 Ha in area on the northern side, between the railway use and NH-6, has been reserved for Integrated Freight Complex. The land area on the southern side between the railway land and the east west 100 m road is proposed as a Transport Hub. It provides for inter-city bus terminal, intra-city bus terminal, LRTS station, IPT stand, parking facilities for private cars and all other related facilities for efficient collection, transport and distribution of passengers.

Raipur-Dhamtari Rail Line

The closure of the Raipur-Dhamtari NG rail line, which runs to the southwest of Naya Raipur, is being contemplated. It is prudent to operate passenger service between Raipur, Naya Raipur and possibly up to Dhamtari along this line. For this purpose a rail station on the southern side of Naya Raipur has been proposed. A reservation of 94.65 Ha has been made for ‘railway’ use. It also provides for development of an intra-city bus terminal and the LRTS terminal station in integration with the proposed railway station. need to be moved to develop the two railway stations and other related facilities.

9.3.1.4 Air Transport

Raipur airport is located between Raipur and Naya Raipur abutting the western edge of Naya Raipur. Presently it is a domestic airport with limited services connecting Delhi, , , and Mumbai. It is expected that over a period of time, the airport will be expanded and upgraded into an international airport.

An extent of 1192.56 Ha of land has been zoned for ‘airport’ use to accommodate the future expansion needs. This land is outside Naya Raipur city area and lies in Layer II. It would enable extension of runway from the presently planned 1950 m to a length of 3810 m thus enabling the handling of aircrafts like Airbus 320, AB 380 and similar types.

Presently the access from NH-6 to the airport is through VIP Road (Rajeev Gandhi Marg). It is proposed to connect the airport with the proposed expressway connecting Naya Raipur with NH-6 and further extend the same to be linked with NH-43 to facilitate easy access to airport from southern parts of the state and also provide alternate access in case of blockage of the regular access.

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9.3.2 Sub-Regional (NRDA area) Transport System

The sub-regional transport system, covering NRDA area, mainly consists of the road network system. In Raipur District, apart from the two national highways, a state highway connects Raipur with . Another state highway on the southern side takes off from NH-43 at and connects to . From Rajim, a Major District Road (MDR) connects to Mahasamund on NH-6.

The Master Plan for State Roads Development has proposed upgradation of Nawapara (on Raipur-Rajim SH) – (on NH-6) road as a MDR. The Arang-Nawapara-Abhanpur road link connects NH-6 and NH-43 and will function as a bypass road for Naya Raipur. As part of sub-regional plan it is proposed to connect all the villages by an all-weather village road so that they are all connected to a higher order road either directly or through another village settlement.

9.3.3 Naya Raipur City Transport System

Intra-city transport system requires huge investment for their development, maintenance, operation and management. In terms of land use, ‘transportation’ accounts for 12.55 % (1005.77 Ha) of the gross area of Naya Raipur.

9.3.3.1 Road Network

The Road Network, which is the most important component of the city transport system, integrates three conceptual forms – linear, cruciform and grid thus providing a basic skeleton around which various activities are dispersed and interlinked. Naya Raipur road network extends over a total length of 117.86 km and accounts for 843.97 ha of land.

1. Hierarchy The envisaged hierarchy of roads, by right of way is as under (Refer map 9.2): . City Arterial Roads (100 m/60 m) . Intra-Sectoral Roads (24 m/18 m /12 m) 2. Road Link Identification A unique numbering system is adopted to identify the links and nodes (intersections) of the road network system. All north-south roads are given alphabetical identification like AA, BB, CC roads, etc, starting from the west moving towards the east. All east west roads are given numbers like 11, 22, 33 etc. starting from the south and moving towards the north. With this all nodes (intersections) get an alpha-numeric identification like A1, B2, K13 etc. and the links in turn get identified by the node numbers at its ends like A1-A2, H3-H5, etc. (Refer map 9.3) for link and node identification.

3. Development Phasing The road network is proposed to be developed in three phases as stated below:

Phase I

The phase I shall establish the basic core network thus initiating the further development. The sequence of development would be generally from the basic core towards all directions with adjustment of priority developments (Refer map 17.2).

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Phase II & III

The core network shall be further extended in all directions, as per requirement to complete the network.

1. Road Cross Sections The road cross-sections provide ways for general traffic, exclusive ways for public mass transport (bus) system, pedestrian paths and ways, cycle tracks, utility corridors and green strip.

The phase I cross – section details shall be as indicated in drawing 9.1 and 9.2.

The major roads shall be free of service lanes so that no abutting property/activity gets a direct access from the main road. An internal road system linked to the main roads at defined locations shall provide access to all the activities

2. Pavement It is recommended that in the initial period, flexible pavement be constructed to allow for consolidation and settling of base. IRC Guidelines for the Design of Flexible Pavement (IRC:37-2001) and other relevant codes shall be followed. Cement concrete pavements may be constructed in the later phases along roads that carry higher volumes of traffic.

3. Intersections All intersections shall be designed and developed as roundabouts. The diameter of the central rotary should be more than the carriageway widths of links meeting at the intersection.

The roundabouts need to be landscaped. Different thematic motifs could be adopted for the different roundabouts representing the wide variety of flora and fauna of the state of Chhattisgarh.

Maintenance of roundabouts could be enabled through participation by industrial and trade houses.

4. Geometric Design of Links and Nodes The geometric design of all links and nodes to be carried out in accordance with the manuals and guidelines and in conformity with standards and specifications prescribed by the authorities and professional bodies like MoUD / MoRTH, GoI, Indian Roads Congress, Institute of Town Planners (India), Institute of Urban Transport (India), Bureau of Indian Standards.

5. Utility Lines All utility lines (electricity, telephone, cable, water supply, sewerage, drainage, etc.) shall be laid below ground level. Ducts shall be provided along and across the roads to lay the utility lines. Major trunk (water/sewerage) lines are to be laid along the utility corridor.

6. Street Lighting Street lighting needs to be of high quality. The light poles and other fixtures need to be aesthetically designed. Sodium vapour lights along city network system shall be provided. High intensity, high mast lights to be installed at intersections, bus stops and major pedestrian movement areas. The specifications and guidelines prescribed by the Bureau of Indian Standards and/or other relevant Professional Institute to be followed.

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7. Drainage Road drainage needs to be given close attention to enable quick runoff of surface water and prevent water logging. The road level shall be kept at least 0.5 to 1.0 m above the observed high flood level (HFL) at any location. The road drainage system of Naya Raipur needs shall be planned and designed as an integral part of the road network system planning and design. The Guidelines on Urban Drainage, IRC: SP-50 shall be followed.

8. Fencing To prevent unauthorized ribbon development along and control access to the city peripheral roads, it is recommended that fencing along the outer edge of the road right of way may be carried out. Also, the design of longitudinal drain along the edge of the roads may be availed to act as a barrier for such development/access.

9. Traffic Signs and Lane Markings Traffic signs of different types, as prescribed in IRC: 67-2001 to be installed along the road network. Overhead gantry signs to be provided at suitable locations to guide traffic.

Lane markings along the roads, at intersections and at all pedestrian crossings to be provided as per specifications and guidelines in IRC: 35-1997.

10. Pedestrian Paths Pedestrians shall be given priority attention in detailing the transport system. The components include: . Footpaths . Pedestrian ways and corridor . Pedestrian plazas . Other facilities

Footpaths Well-lit and smooth surfaced footpaths, of minimum 2.0 m width, on both sides of all roads shall be provided for. Interlocking tiles provide opportunity to create interesting and attractive designs.

Pedestrian ways Pedestrian ways are proposed along the ‘Green strip cum Utility corridor’ along the right of way of the major roads (100 m/60m). This shall be incorporated as part of the proposed landscape plan of the green strip.

Pedestrian Corridor A major ‘Pedestrian Corridor’ has been proposed from the southern end to the northern end along the ‘Public facilities cum Green Corridor’ (Refer map 9.4). This corridor passes through the central park, the cultural complex and the CBD. It needs to be sensitively designed to make it attractive and safe. Its width may vary from 3m – 5 m and could be combined with cycle tracks.

The proposed pedestrian corridor primarily runs along the green strips. However it needs to cross the major roads at a few locations. In the initial phases these crossings could be at grade with clear markings, adequate signage and good lighting. However in the long run, they need to be grade separated with convenience accorded to the pedestrians.

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The detailed layout of residential sectors, envisages the concept of axial green strips, interlinking with the green strips of adjoining sectors that result in a large number of continuous green paths along the length and breadth of Naya Raipur. Pedestrian paths shall be included as a part of the landscape plan for these green strips

Pedestrian Plazas In the preparation of detail plans of activity areas like CBD, Govt office Complex, Institutional areas, etc, pedestrian plazas shall be incorporated as part of the integrated design.

11. Cycle Tracks Cycle Tracks, of minimum 3 m width, are to be included as part of the integrated design of the green and pedestrian corridors and ways.

12. Hoardings Hoardings along the roads, which distract the attention of drivers and degrade the aesthetic quality, shall be strictly prohibited. At certain locations specially designed wall spaces may be provided for advertisement/information. Bus shelters shall be designed to provide for controlled advertisement space.

13. Public Conveniences and Dhalaos Public conveniences and Dhalaos are provided generally in the ROW of roads. Apart from the need for good design and proper maintenance, they can also be major source of income generation by providing space for commercial advertisement. They shall be so located as to ensure that they do not adversely affect the geometrics of road system in terms of sight distance, obstruction, etc.

9.4 Public Mass Transport System

The economy of Naya Raipur is envisaged to be high. Proportion of middle and high income groups is expected to be higher than those observed in other cities. Hence motor vehicle ownership by households is estimated to be high, possibly nearer to 2 per household in the long range. The road network system is planned and designed to enable efficient and safe movement of motorized traffic. However it is prudent to minimize usage of personalized modes, particularly for mandatory trips like work and education, by providing a highly attractive, convenient and efficient public mass transport system. The linear form of the city is conducive to public mass transport (LRTS). The grid iron form provides flexibility in provision of services (Buses & ITPs). It is important that a high quality public mass transport service, be operated from the earlier stages in order to mould the travel behaviour of the residents of Naya Raipur in favour of public transport. The public mass transport of Naya Raipur would include: A. Bus system (common carrier) B. IPT modes and C. Rail based LRT System

A. The Bus System The bus system is the most important component of the proposed inter-modal city public transport

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system. In order to provide a high frequency service operation, the use of mini buses is recommended. The average load factor shall be limited to 0.7 by operating more buses for a high degree of comfort. CNG based or preferably, battery operated buses are recommended in order to maintain the environmental quality of the city.

1. Bus Depots A requirement of 160 to 180 buses is estimated for the new city. Two depots, each of 2.5 Ha, are proposed in the service industry area.

2. Bus Terminals Bus terminals are important to facilitate convenient interchange amongst modes and passengers. They are also prominent elements of the urbanscape providing orientation and identity. They need to be designed sensitively and managed efficiently.

i. Inter-City Bus Terminal An inter-city bus terminal is proposed at the ‘Transport Hub’ area, on the northern side that helps integrate the rail station, intra-city bus terminal and IPT modes. An extent of 2 Ha for the terminal has been reserved for the same.

ii. Intra-city Bus Terminals A total number of 5 nodal intra-city bus terminals Transport Logistic Hub have been proposed at the following locations - 1. Transport Hub in the north Software 2. Railway Station/University Area in Technology Park the south 3. CBD (Central node) 4. Software Technology C.B.D. Capitol Park/Exhibition Grounds in the west Complex 5. Government offices area in the east Dhamtari line Railway Station An area of 1 Ha has been reserved for intra-city bus terminals at each of these locations. The north, central and south nodal terminals shall be Figure 9.3: Schematic Location of Intra- city bus terminals integrated with the proposed LRT system. These nodal terminals shall be planned and developed as multi-use complexes and their development and management shall be entrusted to the private sector, through BOT route, under the PPP model.

iii. Sub-Terminals In all activity areas, the Local Area Plans (LAPs) shall make suitable provision for terminal facilities for the buses serving these areas.

3. Bus Routes The flexible road network provides a variety of options for planning the bus route system. The nodes and residential as well as other activity areas shall have a ‘hub and spoke’ relationship where the nodes provide the direct services and the other activity areas provide subsidiary services to each other. The grid network enables planning of route services on random transfer basis.

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4. Bus Ways Exclusive bus ways shall be developed in a phased manner along the major road corridors (100m/60m row).

5. Bus Stops Bus stops need to be located providing easy access to a maximum number of people and activities. Bus stops along the proposed LRTS corridor to be located such that they integrate with the future LRTS stations.

6. Bus Recess/Bays During the early phases when buses operate in mixed traffic, bus recess/bays shall be provided as per standard design.

Figure 9.4: Typical Concept plan for Bus Bays/Recess

7. Bus Shelters Bus Shelters are important to provide convenience and shelter to bus passengers. They are also conspicuous elements in the streetscape and need to be designed and maintained well. The bus shelter designs need to be modern and also to incorporate the cultural themes and motifs of Chhattisgarh. Bus stops also need to include other facilities like telephone booth, drinking water, etc. Bus stops could be a source of resource generation to the operating system by incorporating space for commercial advertisement. With a common design, they may also be constructed and maintained by private parties under concession.

B. Intermediate Public Transport Intermediate Public Transport modes are an important component of an urban public transport system. They bring in private sector initiative, investments and management with least cost to the public exchequer. In a city like Naya Raipur a large number of floating population for business and other purpose is expected. It is prudent to facilitate entry and operation of a good, technologically modern, energy efficient and environment friendly mode(s) to provide the much needed service.

To facilitate the service, physical space for parking and other needs of the operators are to be provided as part of the Local Area Plans.

C. Rail Transit System A rail based urban transit system, to be part of the Public Mass Transport System of Naya Raipur, has been proposed. It runs along the central axial corridor between the two inter-city rail station complexes (Refer map 9.5). The alignment interlinks a large number of activity areas with the residential areas. The system could be Light Rail Transit (LRTS) or mono-rail, to be selected based on detailed studies. The corridor length is about 15.5 km and shall have 12 intermediate stations. The system is proposed to run on elevated way. It will run underground for a short stretch to cross the City Park and 100 m east west

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central vista road.

The rail based system plays an important role in enhancing the image of the city and providing high degree of accessibility and high quality service to the people. It would also help in promoting safety and enhancing environment quality of the city.

The system could be made financially viable through a well designed public private partnership package. The city should raise the capital cost through a charge on land/floor space development. The system would enhance the realty values and measures for value capture to be set in from the start itself. Given careful planning, design and operation with financial prudence and sound management, the urban rail based public mass transport systems could be viable. Naya Raipur is expected to be a technologically modern, world-class city. It is important that the public mass transport of the city is modern, efficient and attractive.

D. Parking Demand for parking of private, public and commercial modes will be high in Naya Raipur and adequate provision shall be made to cater to the parking needs. A comprehensive Parking Policy needs to be formulated to address this demand. The components would include: . Parking norms . Space standards . Pricing . Institutional arrangements

Parking Norms and Space Standards Please refer section 18.6.2.2. Pricing A policy of pricing all parking areas anywhere in the town needs to be adopted from the very beginning. Differential pricing, by use area and by hour of day, needs to be included. The objective of pricing is to regulate demand. However this policy needs to be supplemented by a good public transport service. Municipalisation of Parking Areas The concept of municipalisation of parking areas needs to be adopted. In CBD and other commercial areas major part of parking should be under public control and management. Compounding fee, in lieu of parking space, to be charged and public off street parking space developed out of the income generated. Institutional Arrangements An institutional arrangement needs to be established for the Management (Operation and maintenance) of parking spaces. It could be either a departmental unit, a special parking agency or outsourced to a private agency. General Parking Areas Generation of parking spaces in individual building units through building bylaws needs to be supplemented extensively by generation of public parking spaces in development areas. Special provisions shall be incorporated in the zoning regulations to mandate generation of parking areas as part

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of Area Development Plans. Area and use based norms to be framed in addition to floor space based norms. Parking solutions shall be more land area based rather than building space based. Equitable access to all The transport system plan aspires to provide equal and safe mobility to all. Hence, in accordance with this goal, the design of all roads and transport facilities shall be non-discriminative with respect to physically challenged persons. They shall be in accordance with “The Persons with Disabilities (Equal Opportunities, Protection of Rights and Full Participation) Act, 1995 (No 1 of 1996)”, rules framed there under and other acts, rules and guidelines as relevant.

9.5 Phasing and Cost Estimation

9.5.1 Phasing of Transport System Development

Naya Raipur city transport system is proposed to be developed in three phases as under: Phase I : 2006 - 2011 Phase II : 2011 - 2021 Phase III : 2021 - 2031 The phase wise development of the transport system is proposed as under: Table 9.2 : Phasing of Development of Transport System

S. Description Phase I Phase II Phase III No. 1. Road Network A Access 6.4 km with 2 lanes 6.4 km 2 lane road 6.4 km 4 lane road Expressway upgradation to 4 lane upgradation to 6 lane B City Road Network system 100m ROW 33.68 km with 4 lane 33.68 km from 4 lane to 8 7.28 km from 4 roads lane lane to 8 lane

7.28 km with 4 lane 4.82 km with 8 lanes 60m ROW roads 31.84 km with 4 lane 31.84 km from 4 lane to 8 19.35 km from 4 lane lane to 8 lanes

19.35 km with 4 lane 11.39 km with 8 lanes 2. Bus System a Operating Fleet By Private Sector Bus Shelters (@ 230 220 145 b 5/km) c Bus Terminals Intercity Bus Terminal Inter city Bus Terminal in Capacity in the north the south upgradation of ISBTs Intra city Bus Terminal Upgradation of capacity Capacity in CBD area of ISBT in the north upgradation of city Bus Terminals Intra City Bus Terminal Intra city Bus Terminals Additional city Bus in Capital Complex at ISBT Terminal in the west 3. LRTS (15.5 km) Techno-economic and Development and

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S. Description Phase I Phase II Phase III No. feasibility studies and Operation preparation of DPR Off-street 1500 ECS 2000 ECS 1500 ECS 4. parking facilities Techno-economic and 5. IFC feasibility studies and preparation of DPR Part development of Capacity Augmentation Full Development truck terminal, warehousing and wholesale markets Railway Station in the Railway station in the - Regional 6. north south Railway Stations

Railway yard as part of Capacity augmentation of - IFC (part) Railway station and goods terminal in the north 7. Surveys and Preparation of DPRs, designs, working drawings etc. (in all the phases)

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