Thakkarbapa Nagar GRP 2 17.11.2014

Master in Planning, CEPT University
AREA PLANNING STUDIO

Semester One (Monsoon), 2014
AREA PLANNING STUDIO14
A VISION FOR THAKKARBAPA NAGAR

CHARMI : GIBY : MONAL : NANCY : RUPALI

CEPT University
Master in Planning, Semester One (Monsoon), 2014
Final Project Brief
Preparing a Ward Plan
Project Faculty
Subhrangshu Goswami, Jignesh Mehta
Academic Associate
Yogi Joseph
Group Name
Charmi Patel, Giby Abraham, Monal Jain, Nancy Saxena, Rupali Karne
Final Project Title
Thakkarbapa Nagar 2020
Faculty Members
Ashima Banker, Bhargay Adhvaryu, Deepa Dave, Chirayu Bhatt, Ganesh Ahire,
Jignesh Mehta, Leeta Mohanty, Melissa Smith, Ravi SS, Rutul Joshi, Subhrangshu
Goswami
Academic Associates
Arpit Kumar, Mansi Shah, Yogi Joseph
Acknowledgement

A c k n o w l e d g e m e n t
This work, studied, compiled and edited by the students of Group D2 (Thakkarbapa Nagar),M.Plan
Ist year (2014) is an effort that would have remained incomplete without the support of the studio
faculty, Prof. Subhrangshu Goswami and Prof. Jignesh Mehta. The concern they showed toward
our initial presentations, correcting faults and pointing out flaws, has helped us no bounds.
Also, in equal mention, are the Academic Associates Arpit Kumar, Mansi Shah and Yogi Joseph.
Thanks also go to the Studio coordinator, Prof. Rutul Joshi, who with timely intervention, organized
the series of highly helpful APS lectures.
The M. Plan 1st year batch (2014) has played an equal role in this end result - it would have been
possible only with the give-and-take dialogue that ensued with the various class groups dealing with
different wards.
Thanks also go to several government officials, most prominently, Vinubhai C Raddiya and
Pinkibahen H. Patel, the ward councilors for answering our queries.
Abstract

Thakkarbapa Nagar, Muncipal ward no. 33 under the Ahmedabad Muncipal

Corporation was taken as the study area for Area Planning Studio. The problem
statement was to prepare a ward plan for the ward. In order to prepare the same, a
detailed study of the area is to be conducted. The study mainly includes existing
conditions in the area, for e.g.: land use, densities, transportation, water supply, built
forms, issues, etc. The study of the ward brought to our notice that the ward was
sandwiched between a national highway and the canal. This highway connects
Bombay, Vadodara and Ahmedabad and this gives a tremendous developmental
potential to the ward. Also the canal, can become a focal point of the ward, which
lacks spaces for recreational activities. The B.R.T.S. network has connected the ward
to different parts of the city. This document is a detailed description of all the
proposals that were formed to support the development of the ward. these proposals
strategies and objectives providing solutions to problems observed as well as
contribute to the growth of the ward in all aspects by the year 2020. The final result
expected is a ward plan supported by projects and a clear description of the financing
and implementation strategy which will fit into the growth plan of Ahmedabad as a
whole.
A b s t r a c t
Key Words: Thakkarbapa nagar, ward plan, Municipal ward no. 33, A.M.C.
ii

List of Figures and Tables

Fig 1.1
Map of Ahmedabad showing Areas under the Study
Fig 2.36
Decadal Working Population
Fig 1.2
Present Ward Councilors
Fig 2.37
Hawkers and Vendors along the road
Fig 1.3
Governance Structure Administrative wing under AMC
Fig 2.38
Diamond Cutters at work
Fig 2.1
Map showing location of Ward and Major Roads
Fig 2.39
The Marble cutting Factory
Fig 2.2
Location of Ward w.r.t. some Important Landmarks
Fig 2.40
Retailers of different types can be found here
Fig 2.3
Timeline showing Important Events
Fig 2.41
Embroidery workers at the Mill
Fig 2.4
Population Growth (source AMC census Data)
Fig 3.1
Hawkers at Nikol Gam Road in front of the Torrent Power House
Fig 2.5
General population of the Ward includes shop owners, slum dwellers, hawkers, laborers and Owners of
small scale industries
Fig 3.2
Water logging along the NH8
Fig 3.3
Water logging along Internal streets
Fig 2.6
Decadal literacy Rates
Fig 3.4
Lack of recreational Spaces - informal spaces formed on roads
Fig 2.7
Sex Ratio (No. of females per 1000 males)
Fig 3.5
Garbage Dumping into the Canal
Fig 2.8
Low Cost Housing
Fig 3.6
Spillover from shops onto the Pedestrian Pathway on Nikol Gam Road
Fig 2.9
Hawkers along the Street
Fig 3.7
Traffic at the junctions
Fig 2.10
Privately owned Villas
Fig 3.8
Existing B.R.T.S. Corridor- top left at Thakkarbapa Nagar , top right elsewhere in Ahmedabad
Fig 2.11
Mixed Use Development seen along Hari Villa Road
Fig 3.9
High tension line along torrent power house
Fig 2.12
Birds eye View of the Ward
Fig 2.13
Commercial Complex
Fig 2.14
Map showing Distribution of Building Heights across the Ward
Fig 2.15
Typical View of Ward
Fig 2.16
Land use breakup within the Ward
Fig 2.17
Map showing existing land use
Fig 2.18
Map showing Land Ownership within the Ward
Fig 2.19
Ratio of municipal land to private
Fig 2.20
Map showing the Jantri rates at different areas in the ward
Fig 2.21
Jantri rates for different types of land (rates rupees per square meter)
Fig 2.22
Graph showing R.O.W. and lengths of Roads (in km) within the Ward area
Fig 2.23
Map Showing Existing Street Network
Fig 2.24
Map showing location of TOD zone
Fig 5.1.2
Encroachment on footpaths
Fig 5.1.3
Parking on carriageways
Fig 5.1.4
View of the front facade
Fig 5.1.5
Condition of buildings
Fig 5.1.6
Proposed DP-2002 under the 200 M patch along the BRTS corridor
Fig 5.1.7
Existing land-use under the 200 M patch along the BRTS corridor
Fig 5.1.8
Existing situation along the B.R.T.S. Corridor
Fig 5.1.9
Transit-oriented density distribution (highest at transit, stepping down to surrounding neighbourhood
Fig 5.1.10
A rich mix of pedestrian-friendly uses, and housing types, tenures, and price points distributed along the
corridor helps to optimize transit utilization
Map Showing Existing blocks
Fig 5.1.11
Large urban block size & cul-de-sacs results in long walking distances
Fig 2.25
A.M.T.S. Bus along Nikol Gam Road
Fig 5.1.12
Reduced urban block size to shorten the distance for pedestrian friendly walking.
Fig 2.26
Auto Stand at Nikol Gam NH8 Junction
Fig 5.1.13
Not-sopedestrian friendly neighbour-hood
Fig 2.27
B.R.T.S. Bus stop and Buses on NH8
Fig 5.1.14
Pedestrian friendly neighbour-hood
Fig 2.28
Map showing Bus stops, routes and auto stands
Fig 5.1.15
Fig 2.29
Map Showing Storm Water Pipeline and Water Logged areas in the Ward
Poor transit geography forces a choice between providing a slow meandering route or one that
bypasses key destinations.
Fig 2.30
Map Showing Existing Bins and Problem areas in the ward
Fig 5.1.16
Good transit geography lines up destinations along a reasonably direct corridor. Be on the Way!
Fig 2.31
Maniba School on Hari Villa Road
Fig 5.1.17
Proposed road section of 60 M wide Narol Naroda road showing arcade and street-scaping.
Fig 2.32
Madhav Mall and Hospital
Fig 5.1.18
Proposed land use along the transit corridor
Fig 2.33
Torrent Power House
Fig 2.34
Landscaped area within an Apartment Complex
Fig 5.2.1
Current Design Practice
Fig 2.35
Map showing existing Amenities in the Ward
Fig 5.2.2
If a street does not provide separate space for pedestrians, people will walk in the carriageway
o f
Fig 5.1.1
F i g u r e s
The Kharicut Canal
L i s t
Fig 3.10
iii
Fig 5.4.8
Map showing proposed land use with decks and walkable distances
Fig 5.2.4
Map showing existing blocks and their perimeters
Fig 5.4.9
Detail of Decks Plan & Sections
Fig 5.2.5
Map showing proposed blocks and their perimeters
Fig 5.5.1
Chaos caused by Hawkers on Hari Villa road and Nikol Gam Road
Fig 5.2.6
Figure comparing an existing and proposed block in same location
Fig 5.5.2
Right to left - Workers working in diamond factory and a woman doing embroidery
Fig 5.2.7
Street Design Elements
Fig 5.5.3
Map showing existing areas of informal activities
Fig 5.2.8
Map showing active frontages in Thakkarbapa Nagar
Fig 5.5.4
Plan, section of Hari Villa road showing designated hawker zones
Fig 5.2.9
Proposed ROW 60m (Narol- naroda NH-8 road
Fig 5.5.5
Plan, section of Nikol Gam road showing designated hawker zones
Fig 5.2.10
Proposed ROW 30m (Hari villa road)
Fig 5.5.6
Views of Nikol Gam Road showing designated hawker zones
Fig 5.2.11
Proposed ROW 30m (Nikol Gam road)
Fig 5.5.7
Location identified for Amdavad ni Haat along with community center and community park
Fig 5.2.12
Proposed ROW 18m (Thakkarbapa nagar road)
Fig 5.5.8
Conceptual site planning of Amdavad ni Haat
Fig 5.2.13
Proposed ROW 18m (Vikram park road)
Fig 5.5.9
Map showing site planning of Bhopal Haat along with community park
Fig 5.2.14
Proposed ROW 12m (Canal road)
Fig 5.5.10
Site images of bhopal haat
Fig 5.3.1
Contour map
Fig 5.5.11
Map showing site planning of Ahmedabad Haat near Vastrapur lake
Fig 5.3.2
Map showing the existing storm water network
Fig 5.5.12
Site images of Ahmedabad haat
Fig 5.3.3
Water logging areas
Fig 7.1
Final Proposed Land use
Fig 5.3.4
Proposed road Section
Fig 7.2
Overview of Proposals
Fig 5.3.5
Proposed map of storm water network
Fig 5.3.6
Clockwise from top, aerial view of slum, dilapidated structure within the slum, house with asbestos
roofing
Fig 5.3.7
Images showing the existing situation within the ward, it shows many of the dumping areas along roads,
the garbage in the canal
Table 2.1
Population Growth in Thakkarbapa Nagar
Table 5.2.1
Perimeter in the existing and proposed blocks
Fig 5.3.8
Map showing location of slums and low cost housing
Table 5.2.2
Detailed costing for Road Infrastructure Improvement
Fig 5.3.9
Slum population in the ward
Table 5.3.1
Costing for laying Storm water pipes
Fig 5.3.10
Map showing proposed space for temporary relocation of slums
Table 5.3.2
Estimate of slum rehabilitation
Fig 5.3.11
Proposed EWS housing unit
Table 5.3.3
Waste generation of ward
Fig 5.3.12
Financing strategy
Table 5.3.4
Road area calculation of ward
Fig 5.3.13
Map showing existing garbage collection routes highlighting the problem area
Table 5.3.5
Budget of solid waste management
Fig 5.3.14
Map showing proposed garbage collection route
Table 5.4.1
Detailed cost estimate for Recreational Spaces
Fig 5.3.15
Garbage collection trucks
Table 5.4.2
Detailed cost estimate for Canal
Fig 5.3.16
Municipal worker with a trolley
Table 6.1
Detailed phasing and estimate of Proposals
Fig 5.3.17
Road sweeping vehicle
Fig 5.3.18
Proposed and Existing bins within the ward
Fig 5.4.1
Available area of vacant plots under private and public ownership
Fig 5.4.2
Map showing existing parks and vacant land available
Fig 5.4.3
Canal and its Surroundings
Fig 5.4.4
Map showing proposed green spaces with their walkable distances
Fig 5.4.5
Course of Kharicut Canal
Fig 5.4.6
Proposed view of Canal
Fig 5.4.7
Map showing existing situation along Canal
o f
Map showing the existing road hierarchy along with the dead end locations
L i s t
Fig 5.2.3
F i g u r e s

iv

Contents
Areas under the Study
1.2
General Governance Structure
1.3
Methodology
2 Ward Profile
2.1
Location of the Ward
2.2
Evolution of Ward..
2.3
Demography
2.4
Visual Fabric of the Ward
2.5
Land Use..
2.6
Land Ownership.
2.7
Land Values
2.8
Existing Street Network
2.9
Blocks...
2.10
Public Transportation
2.11
Physical Infrastructure
10
2.12
Social Infrastructure
11
2.13
Economic Activities..
12
3 Issues and Potentials
13
3.1
Issues.
13
3.2
Potentials
14
4 Vision..
15
5 Proposals.......
16
5.1
Transit Oriented Development.
16
5.2
Improving Mobility and Road Infrastructure.
20
5.3
Improving Basic Infrastructure
27
5.4
Recreational Spaces..
35
5.5
Organized Spaces for Informal Activities.
41
6 Implementation Strategies
45
7 Conclusion..
46
o f
1.1
C o n t e n t s
Ta b l e
1 Introduction
vi

1. Introduction
This exercise explores the different aspects of planning process through an area planning exercise.
This process helps us to balance the needs of the people, conflicting interests, efficient public
systems, financial or administrative constraints with the broad goals of enhanced livability,
sustainability and social equity.
The area planning studio aims to develop the capacity to think like planners and equip us, the
students with the elementary conceptual, analytical and communication skills necessary for
becoming professional planner. The studio digs into the planning process through a project of an
area development plan.
Planning is a continuous process with both technical and political dimensions. It is usually
understood to be a technical profession. But unlike the other technical professions, the issues and
decision making in planning are not based solely on technical parameters. Invariably, political
contests of the day influence how crucial resources, like space, are distributed and redistributed.
Planning deals with the future of our built environment and by consequence also the future of the
people, who live, work and play in these environments. It is a discipline that deals with contesting
and complimenting aspirations of diverse sets of people. Therefore in a democratic set-up, planners
must be prepared to deal with the politics of both policy-making and polity (governance).
Today one of our greatest challenges in planning is the rapid transformation of cities. Urban
planning is primarily concerned with the public realm and the people of an urban area or a city. In
order to ensure good quality of life for people, planning for public realm includes the components
like land use and built form regulation, transportation networks, services, infrastructure housing,
urban renewal, environmental sustainability, social equity and participatory planning.
Because of the newly rising urban challenges we face today, the studios main focus is on the
planning of urban areas. Planning operates within administrative functions and policies of a city or a
town and it has inseparable close links with the municipal governance. The planning process is
legitimized, implemented, administered and disseminated by the municipal authority. Ahmedabad
has a comprehensive city plan prepared every ten years and then micro-planning is taken up at the
periphery through the tool of town planning schemes. Now, as the city becomes denser, micro
planning will become more important, used within the city and not just at its fringe. Thus the main
task in the planning studio is to prepare a plan for the basic administrative unit - a municipal ward within the city of Ahmedabad.
The given area of study is located in Ahmedabad, Gujarat. The activities and architecture reflect the
culture of this place. Ahmedabad is a city with a varied and rich history, it has been under several
monarchs and that has affected the built form, demography and the pattern of development of the
area. Figure 1 shows the City of Ahmedabad under AUDA and the wards selected for the study,
highlighted in red is Ward no. 33- Thakkarbapa Nagar.
CITY MAYOR
(Smt. MEENAXIBEN
DASHRATBHAI PATEL)
WARD COUNCILOR
(AJAYSINGH B BHADORIYA)
Fig 1.2 Present Ward Councilor
WARD COUNCILOR
(PINKIBAHEN H PATEL)
WARD COUNCILOR
(VINUBHAI C RADDIYA)
I n t r o d u c t i o n
Fig.1.1 Map of Ahmedabad Showing Area Under the Study

1.1 Areas under the Study

The students were grouped into 10 groups with 9-10 students each and each group was allotted a
specific ward in Ahmedabad. Each group was asked to prepare two Ward Plans for each ward. The
wards selected for the study are as follows: SP Stadium, Sabarmati, Navrangpura, Kankaria,
Odhav, Thakarbapa Nagar, Amraiwadi, Indirapur, Raikhad, Sardar Nagar (as shown in fig1.1)
1.2 General Governance Structure

The governance structure of the ward may be better understood through the figures 1.2 and 1.3.
The Ward is basically governed by two wings: the political (fig 1.2) and the administrative at the
ward level. The political wing is headed by three ward councilors and the administrative wing works
under the city wing as shown in figure 1.3. The major administrative departments are the
Engineering Department, Water Supply Operation and Management and the Health and Sanitation
Department.
1.3 Methodology
ASSISTANT CITY ENGINEER

(MAGANBHAI TABIYAL)
PUBLIC HEALTH
SUPERVISOR (AMUL
PANDYA)
ASSISTANT ENGIINEER
- ROAD AND WATER
SUPPLY (ABHAY
VANZARA)
ASSISTANT ENGINEER DRAINAGE AND

BUILDING (JAYESH
BHRAMBHATT)
SANITARY INSPECTOR
TECHNICAL
SUPERVISOR
TECHNICAL
SUPERVISOR
SUB-INSPECTOR
SUPERVISOR
Fig1.3 Governance Structure Administrative Wing under the AMC
MAINTENANCE
SUPERVISOR
(DHARMENDRA
RAJPUT)
LINEMAN SUPERVISOR
(LALBHAI PURABIA)
I n t r o d u c t i o n
The approach of study was to learn through revisions accordingly 4 formal iterations and various
mock reviews were prepared. This give and take between the students, faculty, jurors etc. helped in
honing the proposals. After every iteration, the students are expected to improve upon their
proposals, based on the inputs given by the guides. The class was also encouraged to interact , to
learn new ideas. A mapping project was also given so that the students can better understand how
to compile the information they had collected.
The following paragraphs talk about the data collection process:
Primary Data Collection - Data was collected through on- site observation, and random sample
surveys of households and industries based on various topics like people living in the ward, road
network, land use, built form, infrastructure facilities and urban governance. Documentation of the
same was done in the form of photographs, maps and graphs. Additionally, data was collected from
various authorities like the Ward Councilor apart from the individual households and industries.
Maps depicting information like plot boundaries, government and privately owned plots and
intended land-use were either provide or obtained from the local authorities.
Data Analysis - Data collected from the primary surveys and interviews were analyzed. Maps were
prepared based on the analysis of the present situation of the ward. Strengths and weaknesses
were identified and listed for future reference. Issues identified brainstorming on what kind of
solutions would best serve the ward and its citizens. At this point analysis was done using software
like AutoCAD and Excel Character of the ward was identified, building types and their attributes
documented. Any additional required information was collected.
Secondary Data Collection - Secondary data involved literature review of the GDCR (2002) and
later the URDPFI guidelines (2013). Also extensive study of development plans of other cities and
case studies pertaining to issues and solutions to the same observed in other places. This formed
the base for the first set of proposals put forth by us.
Data Analysis 2 - Based on analysis of both primary and secondary data strategies that would
best serve the ward were identified. This process included compiling of data into maps and
illustrations using software like GIS, Photoshop and Microsoft Excel. Formulation of the vision took
place at this point. This was a decision making stage where we decided on what kind of
development should be encouraged in the ward. Also what the ward can contribute i.e. strength of
the ward can be identified.
Formation of Proposals - Seven proposals where finalized and put forth along with the
implementation strategies, financial backing, objectives and timeline for implementation. Discussion
with the guides resulted in the revision and fine tuning of the proposals to form our final
comprehensive strategy for the development of the ward.

2. Ward Profile
2.1 Location of the Ward
LEGEND
The ward under study, Thakkarbapa Nagar is ward number 33 under the Ahmadabad Municipality
Cooperation, Gujarat. The ward is located to the east of the Sabarmati River i.e. it is situated on the
eastern side of Ahmedabad. The ward is surrounded by Krishna Nagar in the North, Nikol on the
east, India Colony to the west and Virat Nagar on the south as shown in figure 2.1.
Airport
10 Kms
Railway Station
7 Kms
Sabarmati River
12 Kms
Fig 2.2 Location of Ward w.r.t. some Important Landmarks
Fig 2.1 Map showing Location of Ward and Major Roads
2.2 Evolution of the Ward
Fig 2.3 Timeline showing important events
W a r d
P r o f i l e
This timeline shows how people came to settle

in the ward and how this resulted in the present
scenario within the ward. During the preindependence time , this area was part of the
agricultural land owned by the farmers, the
canal was used for irrigation. This area became
home to the refugees from Pakistan who
migrated into India after the partition. In the
following year itself, this area was assigned to a
community of Sindhis, for building their houses
by Amritlal Vittaldas Thakkar, who owned this
area.

2.3 Demography
According to the 2011 census, the ward population is about 1,14,000; with a growth rate of about
11%, which is considerably less than that of Ahmedabad (58%). Population density of the ward is
about 641 persons per hectare, considerably higher than that of Ahmedabad (150 pph). This can be
attributed to the fact that the ward has a highly residential land-use and the fact that it is well
connected to other places through the B.R.T.S. and A.M.T.S. routes. The potential for development
along these routes hasnt been tapped and hence the potential of the ward to house greater
populations. It has an 88.2% literacy rate; out of the total population, 49% are male and the rest are
females. The demographic characteristics of the ward have been summed up here. Total number of
households in the ward is approximately 25,000.
As seen in the graph (fig 2.4) the population
growth rate in the ward has decreased in the last
decade. This maybe due to the increase in
density of buildings, the quality of life in the
ward, which is low. There has been an increase
in slum population. This could be because of the
location of the slums so close to the transit
corridor, this is something that should be
analyzed in order to determine the type and
location of housing to be provided for the slum
dwellers. Literacy rates in the ward in both male
and female population has increased over the
years, this is a good sign, children from the
poorer families also have access to education
Fig 2.4 Population Growth (Source: AMC census data)
because of the municipal schools.
Male
Female
Households
Avg. Household size
1991
80158
41672
38486
15841
2001
102665
55665
47000
21665
4.7
2011
114146
61375
52771
24720
4.6
Fig
2.5
The
general
population of the Ward
includes, shop owners, slum
dwellers, hawkers, laborers
and owners of the small scale
industries
Table 2.1 Population Growth in Thakkarbapa Nagar
50,000
Male literates
Female literates
Number
40,000
P r o f i l e
Population
30,000
20,000
10,000
0
Year
1991
2001
Fig 2.6 Decadal literacy rates
2011
Fig 2.7 The Sex Ratio (No. of females per 1000 males)
W a r d
Year

2.4 Visual Fabric of the Ward

Most of the structures are low rise, mainly ground or G+1. There is a mixed development in the
whole area. There are also a few new development residential and commercial buildings. There are
many vacant plots which are privately owned and many small open spaces which do not have any
designated activities.
The built form refers to the typology of buildings in an area, in terms of their ground coverage, builtup area and density. The major characteristics of the built form are:
There is a large built coverage over the ward, with very few open spaces.
Considering the built-typology, 20% of the residential buildings are apartments, an equal split of
bungalows and row-houses which add to about 62% of the whole, low cost housing make up
about 8% and slums which contribute about 10%. This shows majorly economically sound
population in the ward.
Though there are a large number of apartments in the ward, only 10% of the buildings have G+3
and above floors. Thus the map shows 70% of low-rise buildings.
The permissible FSI in the residential area is 1.8, after analyzing the consumed FSI map. This
suggests the potential of the ward for vertical expansion in the future.
Fig 2.8 Low Cost Housing
Fig 2.9 Hawkers along the Street
Fig 2.14 Map showing Distribution of Building Heights across the Ward
Fig 2.12 Birds eye View of the Ward
Fig 2.13 Commercial Complex
P r o f i l e
Fig 2.11 Mixed Use Development

seen along Hari Villa Road
Fig 2.15 Typical View of Ward
W a r d
Fig2.10 Privately owned Villas

2.5 Land Use

The development plan of 2002 shows that majority of the land had been given for residential land
use. The landowners found it economical to give the frontage of their plots for commercial purpose.
Hence a mixed use development can be observed along the main road sides. Majority of the area
includes residential, commercial and office activities, while no area is used for agriculture. Majority
of the vacant plots will be developed as residential and commercial complexes. With the
development of the BRTS corridor, the ward came to be along one of the major transit routes. Also
as per the norms (Transit Oriented Development), the FSI has been increased to 4, though this
hasnt been explored very well by the owners.
Land uses play an important role in determining the activity patterns in a ward. It helps in
determining the infrastructure requirements of the ward too. The major land uses of the ward are as
follows:
Residential: The majority of the land is occupied by the residential use. Most of the housing is
bungalows and row houses, with apartments. There are large numbers of housing societies that
happen in the ward. Though they are multistoried structures, most of them do not have floors above
G+3. The slums settlements are found mainly in two patches in the ward. They are mostly semipucca and kuchha houses.
Commercial: Commercial areas are located in small linear patches along the Narol-Naroda Road,
Sardar Road, Nikol Gam Road and Thakkarnagar Road.
Mixed Use: The mixed land use zones are small patches of area covering 3 %of the total area,
mainly of the commercial and residential mix. i.e. the ground floor has the commercial activity and
the upper floors house the residential use. There are a few instances of commercial and
institutional mixed use. This happens mainly along the arterial and sub-art
Vacant plots: Most of the larger vacant plots occur at the northern part of the ward. Many of them
are privately owned and have been used as informal recreational areas. However there are
government owned vacant lands, which can be proposed recreational spaces, which the ward
lacks.
Transportation: Main road networks in the ward have utilized 11% of the land, which shows the
well-established connectivity and accessibility throughout the ward. But sadly this is not the case.
2%
2%
11%
4%
3%
Commercial
1%
5%
Institutional
0 0.05 0.1
0.2
0.3
0.4
Kilometers
Mixed Use
Public Semi Public

Open Land
72%
Industrial
Roads
Fig 2.17 Map showing existing land use
Fig 2.16 Land use breakup within the Ward
W a r d
P r o f i l e
Residential
2.6 Land Ownership
2.7 Land Values
Most of the land (about 76%) is privately owned as shown in figure. 2.18 Most of the owners have
their own homes in the land. Few of the lands have been taken up by developers the ones on
smaller roads have been developed into apartments while the ones on the main roads were
developed into mixed use complexes. Since most of the land is privately owned, development can
only take place if the owners are given an incentive to develop their land, especially the area along
the transit corridor. Hence regulations that are proposed should give incentives such that the area
attracts private developers.
Jantri Value Jantri rates are the minimum price of land / building in a particular area or Jantri.
(http://www.suratrealestate.com/info/). Jantri rates along the arterial and sub-arterial routes are high.,
as seen in the map. The area along the transit corridor and the area between Thakkarbapa road and
the Nikol Gam Road has a high jantri rate. These two roads are the busiest in the ward. In the areas
close to the slums and low cost housing, the land value is least. A very noticeable observation is that
jantri rates are high in the areas that lie along the high tension wires, this could be because of the
proposed road along the same.
0 0.05 0.1
0 0.05 0.1
Fig 2.18 Map Land Ownership within the Ward
Munici
pal
24%
0.2
0.3
0.4
Kilometers
0.2
0.3
0.4
Kilometers
Fig 2.20 Map showing the Jantri rates at different areas in the ward
Agricultural Land
Open Industrial Plots
Shops
P r o f i l e

Residential Flats
Private
76%
Fig 2.19 ratio of municipal land to private
Open Land
0
5000
10000
15000
20000
25000
Fig 2.21 Jantri rates for different types of land (rates rupees per square metre)
30000
35000
40000
W a r d
Commercial Offices

2.8 Existing Street Network
2.9 Blocks
There is a national highway, NH8 (Narol-Naroda) that runs along the west side of the ward, it
connects the ward to the rest of Ahmedabad. It has a B.R.T.S. corridor that connects the ward at 3
points. There arent many recreational spaces along the road. There are quite a few commercial
frontages along the highway. It serves as a major connector for the ward; it connects major cities like
Mumbai, Surat, and Vadodara to Ahmedabad. Two arterial roads Hari-Villa and Nikol Gam roads
run along the north and south side of the ward. Two sub arterial roads Sardar road and
Thakkarnagar road. The rest of the roads are the collector roads of the ward. Total area covered by
roads is about 11%.
Size of urban blocks is very much important because it

effects on circulation pattern, pedestrian movement
and proximity to public transport. Higher block size
increase the travel distance and thus reduces the
proximity to public transport and vice-versa.
Collector Roads (9-12m)

Sub Arterial Roads (12-
Arterial Roads (24-30m)
NH 8 (60m)
0
minimum block size (m)
127
Maximum block size (m) =
2548
average block size (m)
444
0 0.05 0.1
Fig 2.23 Map Showing Existing Street Network
0.2
0.3
0 0.05 0.1
0.4
Kilometers
Fig 2.24 Map Showing Existing blocks
0.2
0.3
0.4
Kilometers
W a r d
P r o f i l e
Fig 22 Graph showing R.O.W. and lengths of Roads (in km) within the Ward area

2.10 Public Transportation

The ward is well connected with the other parts of the city with the major
roads like Narol Naroda Road (NH 8) on its west; the Nikol Gam road to the
south connects it to the Sardar Patel ring road. The Hari Villa Road bounds it
on the North. The Sardar Road connects it to the Northern part of the city.
The Thakkarbapa road connects most of smaller roads to the main road.
2.10.1 Bus Routes and Stops
The A.M.T.S. bus routes are along the Hari Villa Road, Thakkar Nagar Road
and the Nikol Gam Road. Seven stops as shown in the map. A good
frequency of buses is observed.
The B.R.T.S. network runs along the Narol Naroda route. There are three
stops along the entire stretch of the ward. Thus this network is easily
accessible by the people on the western side of the ward. But not by the
people on the eastern side.
2.10.2 Auto Shuttle routes/ Auto Parking
Auto shuttle routes are mainly along the NH8 (Narol Naroda route). There are
two main stands at the junctions of NH8, Hari Villa Road and Nikol Gam
Road.
2.10.3 Parking
Parking is a major issue on all the major roads. The residential units have
their own parking systems but on the main roads and streets with commercial
frontages there is a major lack of parking spaces.
0 0.05 0.1
Fig 2.28 Map showing Bus stops, routes and auto stands
Fig 2.27 B.R.T.S. Bus stop and Buses on NH8
0.2
0.3
0.4
Kilometers
W a r d
Fig2.26 Auto Stand at Nikol Gam NH8

Junction
P r o f i l e
Fig2.25 A.M.T.S. Bus along Nikol Gam

Road

2.12 Physical Infrastructure
0 0.05 0.1
0.2
0.3
Fig 2.29 Map Showing Storm Water Pipeline and Water Logged areas in the Ward
0 0.05 0.1
0.4
Kilometers
Fig 2.30 Map Showing Existing Bins and Problem areas in the ward
0.2
0.3
0.4
Kilometers
W a r d
P r o f i l e
The physical components of interrelated systems providing commodities and services essential to
enable, sustain, or enhance societal living conditions, is referred to as physical infrastructure. They
include basic services like water supply, sewerage and solid waste collection.
2.11.1 Water Supply
AMC is the major water supplying agency in the ward, especially in the residential areas. 88% of
the ward is covered by the AMC water pipelines, and water is supplied for two hours daily in the
morning. Water required for the ward is supplied from three parts, Viratnagar, Nikol and
Krishnanagar. There is an overhead water tank under construction, to meet the future needs of the
ward. Previously water was pumped into overhead water tanks of each building separately.
Presently there is no shortage in the water supplied.
2.11.3 Storm Water
Storm water is channelized through pipelines as shown in the map. It is functional but out of 48.12
km of roads only 5.69 km is the storm water pipe length, so 11% of roads having storm water drain
as shown in (fig 2.29). The diameter of storm water pipes varies from 300mm -1200 mm & catch
pits are laid at un even spacing .On the basis of site analysis following are the various common
areas/ causes of water logging as shown in the map. This also leads to damaging of the roads
within the ward. The existing network pump the rain water into the canal, thus the rainwater
collected is used for irrigation of agricultural land.
.2.11.3 Solid Waste

Primary collection consist of collection of garbage from road swiping which is collected in handcarts
door-to-door collection of waste which is stored in dust bins at the door of societies. Another part of
secondary collection is door-to-door collection by TATA ACE vehicles which collect waste from each
societys doors and send to nearby waste disposal site-Naroda. Secondary collection consists of
collection of waste from community bins which is later transferred to nearby dumping site which is in
Naroda, where the waste is compressed. After compressing waste at primary disposal site then
waste is send to final disposal site which is Pirana for Ahmedabad. Some part of waste, almost
quarter part, is taken for processing by private company EXCEL to make compost.
Existing status:
Regular door to door collection and swiping.
No segregation of solid waste is carried out.
For door-to-door collection 7 TATA ACE is used
For road sweeping 48 hand carts are used.
No. of community bins are 10.
No of employs are 101 out of which 80 are permanent
10

2.12 Social Infrastructure

Social infrastructure includes utilities like schools, hospitals, and amenities like parks and open
spaces. They along with the physical infrastructure of the ward part of interrelated systems
providing commodities and services essential to enable, sustain, or enhance societal living
conditions.
2.12.1 Education
A total of 7 schools are located within the boundaries of the ward. Of the 7 schools, 2 schools are
run by the Municipal Corporation. One of the municipal schools located within the ward impart
education through the medium of Hindi and Gujarati. Both these schools are high schools. Out of
the five private schools, one is pre-primary school, one is a primary school, one is a high school and
one is a higher secondary school. it is to be noted that the schools are well distributed in terms of
their location. Almost all the schools are located within a 5 minute distance of walking from the
residential areas, considering the fact that the average walking speed of a human being is about
8m/ min. here are a few schools located outside the ward. Also schools within the ward, along Hari
Villa road are also used by the residents of the ward. There is a municipal library (A.M.C.) located
centrally within the ward that has been provided for the benefit of the residents.
2.12.2 Health
There are 6 Hospitals, one under construction in Thakkarbapa ward. There is a lack of healthcare
facility for the poorer section. Health care units are located within the ward, of which one is a Multispecialty hospital, the others two Maternity hospitals, one pediatric clinic and one eye hospital. All
the health care units are privately owned and are located within a distance of 800m from the
residential within the ward.
2.12.3 Open Spaces
There are no public open spaces inside the ward. But there are a few multi-purpose area available
within most of the housing societies which are privately owned. They are used for parking as well as
recreational and gathering spaces. But such spaces are insufficient for these activities. Most of the
time children play on the streets with low traffic.
0 0.05 0.1
0.3
0.4
Kilometers
Fig 2.32 Madhav Mall and Hospital
Fig 2.35 Map showing existing Amenities in the Ward
Fig 2.33 Torrent Power House
Fig 2.34 Landscaped area within an Appartment

Complex
W a r d
P r o f i l e
Fig 2.31 Maniba School on Hari Villa Road
0.2
11

2.13 Economic Activities

The economy of the ward is based on small scale industries like diamond cutting, embroidery etc.
There are quite a few shop owners in the locality that own shops within the ward or in the
neighboring areas. Most of the people here work in firms outside the ward. The people that dwell in
the slums or low cost housing units work at construction sites, as vendors or even for the municipal
corporation for daily wages etc. Many of them are employed at the embroidery or diamond industry.
A few of them drive rickshaws and many of them own cattle. As seen in chart no. the marginal
worker population in the ward has increased. This may be because of the growth in slum
population. There are a few high income group staying towards the north of the ward, they are all
involved in business outside the ward. Some of the industries within the ward are owned by this
group. Also very noticeable is the non workers population, this could mean an increase in the
number of elderly as well an increase in the number of children in the ward.
45000
40000
35000
30000
NO.
25000
20000
Main workers
15000
Fig 2.37 Hawkers and Vendors along the road
Fig 2.38 Diamond Cutters at work
Marginal Workers
10000
5000
0
1991
2001
2011
YEAR
Fig 2.36 Decadal working population
Fig 2.40 Retailers of different types can be found here
Fig 2.41 Embroidery workers at the Mill
W a r d
P r o f i l e
Fig 2.39 the Marble cutting Factory
12

3. Issues and Potentials

3.1 Issues
Fig 3.3 Water-logging on internal streets
Fig 3.5 Garbage Dumping into the Canal
3.1.4 Abandoned Areas

Some areas of the ward like the canal road, some vacant lands, parts of the low cost housing areas
have been neglected. Enforcement of rules along the roads haven't been taken seriously and
hence, there is a spillover of activities, especially from the retail shops along the roads. There are
bins provided along the canal, yet people continue to throw garbage into the canal. Some internal
streets have fallen into disrepair and are now being used by the residents as recreational spaces
(figure 3.5)
3.1.5 Poor Accessibility
The ward has 11% of its area is covered by the road networks. Though the public transit systems
like BRTS and AMTS are well established in the ward, there is a lack of pedestrian pathways along
the roads. Also some of the internal roads have dead ends that result in large urban blocks. This
leads to unnecessary and increased travel times internally. The regulations along major roads like
the Narol-Naroda and Nikol Gam roads has to be enforced; since the R.O.W. has been either
inefficiently utilized or completely ignored by the shop owners. Provision for parking along all the
major roads is required. Also canal road needs to be redesigned in order to allow for pedestrian
street design. The Vikram Park Road is being extended both ways presently (existing development
plan). Since the planned path it takes will be along a residential area, it can be designed to carry
less traffic; green streets is an option along this road since a large part of the road R.O.W. will be
taken up by the towers.
3.1.6 Informal Activities
Lack of defined / organized spaces for hawkers and vendors create nuisance on the roads. This issue has to
be addressed, since this causes traffic congestion on the Hari Villa Road and Nikol Gam road.
Fig 3.4 Lack of recreational Spaces informal spaces formed on roads

Fig 3.7 Traffic at the junctions
I s s u e s
a n d
Fig 3.2 Water logging

along the NH8
Fig 3.1 Hawkers at Nikol Gam Road in front of the

Torrent Power House
Fig 3.6 Spillover from shops onto the Pedestrian

Pathway on Nikol Gam Road
P o t e n t i a l s
3.1.1 Lack of Open Spaces

One of the main issues faced by the ward is that there are no parks or open spaces for leisure or
recreational activities. There is not a single decent playground for the children of the ward; they play
out on the streets. This fact was pointed out by many of the residents during the interview. Seventy
two percentage of Thakkarbapa Nagar has a residential land use, also the building density is very
high in many parts of the ward. This makes it necessary for the development plans for the ward to
include open spaces within the ward. The canal has been used as a dumping ground for garbage
and industrial wastes for many years as shown in figure 50; this area has a lot of potential for
development.
3.1.4 Lack of Effective Infrastructure
There is a need for the up gradation of physical infrastructure like solid waste management, storm
water drainage, drinking water facilities, public toilets, and sewerage system. As shown in figures
3.2 and 3.3, the water logging is a problem especially during the monsoon months. This is also due
to the fact that garbage thrown on the roads get trapped in the drains and clog them. The presence
of High Tension Line is a hindrance to high rise development. As mentioned earlier a road was
proposed along the high tension lines. Improper drainage of rainwater causes flooding on the
streets. The storm water lines cause backflow and hence causes flooding on the roads.
3.1.3 Growth of Slums
The total slum population in the ward is about 114000. Area covered under slums is about 86000
square meters. The slums are located to the western part of the ward nearer to the B.R.T.S.
corridor. Some of the slums just need maintenance and better infrastructure; while others need
complete redevelopment. The lack of space for household
activities, storage and recreation
creates nuisance in the neighboring roads. Though the majority of the dwelling units are semipucca houses, there is a need for the betterment of living conditions. The kuccha houses have to be
evacuated. Lack of defined / organized spaces for hawkers and vendors create nuisance on the
roads. This issue has to be addressed, since this causes traffic congestion on the Hari Villa Road
and Nikol Gam road. The main reason some of these areas turned into slums is the lack of access
to these spaces.
13

3.2 Potentials
3.1.1 Transit Oriented Development Existing B.R.T.S. line
The Narol-Naroda Highway (NH8) lies to the west of the ward. This gives us an opportunity to
explore the development potential along this network. In order to tap the potential of large
sections of the population using public transit, the FSI has been improved from 1.8 to 4 (payable)
in the Development Plan of 2012. Sadly, this hasnt ben used by man owners of the plots along
the highway. In order to encourage growth along this stretch, there is a need to attract private
developers. Development along the transit corridor provides people with a destination to travel to.
3.1.2 Torrent Power House
This can also be seen as an issue as tall structures arent allowed along the power lines. This
lowers the possibility of high rise development but at the same time, it allows us to provide space
for a green belt, which has been lacking in the ward.
Fig 3.8 Existing brts Corridor top left a Thakkarbapa Nagar top right elsewhere in Ahmedabad
3.1.3 Canal
The canal has been servicing many villages for about a century now. There were several issues
like dumping of industrial wastes into the canal which has been solved. Now there is a cleaning
and revitalization project being undertaken by the AMC and SWRD. This project includes,
recharging the water, providing recreational spaces along the canal. The canal can be developed
as an area for leisure and gathering. Parks can be provided near this belt so that it will allow
people to enjoy the view and tranquility of the canal space.
3.1.4 Skilled Laborers
Laborers in the diamond industry and the embroidery industry live in this ward. This gives us the
opportunity to invite more industries to the area. This I n turn will increase the number of people
coming to the ward and add to the employment prospects in the ward.
Fig 3.10 Kharicut Canal
I s s u e s
a n d
P o t e n t i a l s
Fig 3.9 High tension line along torrent power house
14

1.TRANSIT ORIENTED
DEVELOPMENT
2.IMPROVING MOBILITY
3.REDUCING URBAN BLOCK
4.
5.
6.
STORM WATER MANAGEMENT

SLUM REHABILITATION
SOLID WASTE MANAGEMENT
7. RECREATIONAL SPACES
7. HAWKER ZONES
8. CANAL REVITALIZATION
8. AMDAVAD NI HAAT
V i s i o n
OBJECTIVE
PROPOSAL
4. Vision
15

5. Proposal
5.1 Physical Infrastructure
Provide high density mixed use development along BRTS Corridor in order to vitalize the use of
mass transport and to provide regulations to create an urban fabric.
Transit Oriented Development (TOD) is a walkable, mixed use form of development focused
around a transit station. Concentrating higher density development near the station makes transit
convenient and encourages ridership.
In the Thakkarbapa nagar ward there is a BRTS corridor running on the 60 M wide Narol-Naroda
Road which is also a National Highway (NH-8). Since this road has high scope for future
development, the TOD zone can be developed along this BRTS corridor
5.1.1 Objective
Mixed land use zoning,
Incentivized higher density development
Decreasing parking requirement
Affordable housing
Integration of employment and transit.
5.1.2. Existing Scenario
In the ward the present scenario along the BRTS corridor is such that, the buildings are in a
dilapidated condition, the street sections are not used properly, there are either encroachment on
footpaths or no footpaths, so the people are forced to walk on the carriageway, the cycle tracks are
used for parking and have been encroached by street dwellers and hawkers. The last mile problem
is also there since there are less public transport stops present nearby BRTS stops.
Fig 5.1.2 Encroachment on footpaths
Fig 5.1.3 Parking on carriageways
Fig 5.1.4 view of the front facade
Fig 5.1.5 condition of buildings
P r o p o s a l s
Fig 5.1.1 Map showing tod zone
16

5.1.2.1 Existing Land use

The existing land-use along the 200 m patch of the BRTS corridor is mixed-use development,
which is ideal for Transit oriented development, but the natural growth of the development is in a
haphazard manner, on the front faade there is commercial on the ground floor and industrial on
the above floors and commercial plus residential in the rest of the area. In residential land-use
there is HIG, MIG, LIG & slum areas. There are Medium & small scale industries like Diamond ,
Embroidery, metal work etc.
Lack of Pedestrian Pathways.
Lack of signage.- auto stand on NH8
Encroachment on the road., and cycle track
Unorganized informal activities
Fig 5.1.6 Proposed DP-2002 under the 200 M patch

along the BRTS corridor
Fig 5.1.7 Existing land-use under the 200 M patch

along the BRTS corridor
Fig 5.1.8Existing situation along the BRTS corridor
P r o p o s a l s
Chaos caused by trucks - loading, unloading, parking , noise
17

5.1.3 Proposal - 5D Strategy for Transit Oriented Development

After a detail study of the issues and transit related problems in the ward, there is a need of the
hour of strategically planned development which not only provides solutions to the existing issues
but also provide scope for better future development. There is no single right way to create
successful transit-oriented communities and, ultimately, many variations on these basic
development patterns are possible depending on a communitys aspirations for how it wants to
grow.
While each of the 5Ds is important in shaping travel behaviour, some aspects of built form are
more permanent than others. For instance, once a neighbourhood is established, its location and
its street network become very difcult to change over the long term, whereas building form and
the uses within buildings change more readily along with market trends. The 5Ds can be listed
down as, Density, Diversity, Distance, Design & Destinations. The following sections explain each
of the 5Ds in detail.
3.
Distance
Fig 5.1.11 Large
urban blocks &
cul-de-sacs
results in long
walking distance.
Create a supportive urban structure by introducing a ne-grained network of pedestrian- and

bicycle-friendly streets. If block sizes are too big and streets are too discontinuous, distances
will be too far to walk
4.
Design
Fig 5.1.9 Transit-oriented

density distribution (highest
at transit, stepping down to
surrounding neighbourhood).
Higher densities should be concentrated as close to frequent transit stops and stations as
possible in order to minimize walking distances to more destinations for more people. Densities
can then gradually step down in order to integrate with surrounding lower-density
neighbourhoods, where applicable.
Fig 5.1.13
Not
pedestrian
friendly
neighbour
-hood
Design a public realm that is pedestrian- and bicycle- friendly. Bring buildings up to the
sidewalk, animate them with active frontages, provide amenities and weather protection, and
tuck automobile parking behind or underground.
5.
Diversity
Fig 5.1.10
A rich mix of
pedestrian-friendly uses, and
housing types, tenures, and
price points distributed along
the corridor helps to optimize
transit utilization
Ensure a good diversity of uses, especially those which animate the streetscape; provide a mix
of housing types, tenures, and price points; and a good jobs-housing balance so that people are
never too far from work, shopping and other destinations.
Fig 5.1.14
pedestrian
friendly
neighbour
-hood
Destinations
Fig. 5.1.15 Poor transit
geography forces
a
choice
between
providing
a
slow
meandering route or one
that
bypasses
key
destinations.
Fig. 5.1.16 Good transit

geography
lines
up
destinations along a
reasonably
direct
corridor. Be on the Way!
Get the location right: focus high demand destinations along frequent transit corridors and limit
growth elsewhere. Also to solve the Last mile problem proper public transport to be provided
near transit stops reaching final destinations.
P r o p o s a l s
1. Density
2.
Fig
5.1.12
Reduced
urban
block
size
to
shorten
the
distance
for
pedestrian friendly
walking.
18

The 5D strategy has been implemented in the ward planning in the following ways:
1. Density : in the existing scenario the density along the Transit corridor is not very high but by
giving land-use development proposal, the density will increase in the coming years.
2. Diversity : the natural growth of the development along the corridor is mixed use only, but not in
an organized manner, thus proposing regulations to maintain the diverse nature of land-use.(as
shown in fig. 5.24)
3. Distance : There are disconnected street network full of cul-de-sacs and large urban block sizes
which results in long walking distances and less efcient transit operations. Thus urban block
sizes have been reduced and street network is designed as such to shorten the travel distance.
4. Design: designing not in terms of just the building design like arcade design in front faade but
also street network design so as to provide pedestrian friendly streets.(as shown in fig.5.23)
5. Destinations: to curb the last mile problem public transport stops like auto stands have been
proposed nearby BRTS stops(as shown in fig. 5.23) so that people can reach to their final
destinations without hassle.
Fig 5.1.17 Proposed road section of 60 M wide Narol Naroda road

showing arcade and street-scaping.
Fig 5.1.18 Proposed land use map.
P r o p o s a l s
5.1.4
Development
Control
Regulations proposed
In the future development the
extra 2.2 FSI will be provided on
low charges if there is commercial
+ residential in first 100 M patch
and commercial + Industrial in
the patch of another 100 M.
For the development on front
faade, a setback of 3 M on
Ground floor has to be provided
for Arcade.
Parking in buildings should be
provided either in basement or in
the backyard of buildings.
19

5.2 Improving Mobility and Road Infrastructure
Narol- Naroda Road
Thakkarnagar Road
5.2.1 Issues
The key problems with the ward streets is that they are designed from the centreline outwards, as
shown in fig 5.2.1 , without taking the needs of all users into account. The median is marked and a
carriageway constructed, and the undefined outer area is left for other purposes. After parking eats
away a significant share of this area, pedestrians, trees, utilities, street vending, and social
activities jostle for whatever space remains, as shown in fig 5.2.2. Due to inadequate width,
encroachment & absence of footpath, pedestrians are forced to walk on the carriageway.
Dead ends to several local collector roads lead to incomplete circulation thus increasing the
travel time
On-street parking
Separate 3m lane for

bicycle .
Now used for
parking.
Pedestrians are
forced to walk on
the carriage way
On-street
parking
Footpath is
obstructed
Pedestrians are forced to

walk on the carriage way
Fig 5.2.2 If a street does not provide separate space for pedestrians, people will walk in the carriageway.
Large urban block sizes

No direct access to public transport
- Dead end streets
Inadequate R.O.W. provided for pedestrians

Footpath is obstructed by business spill out
On- street parking is a major cause of traffic congestion along the sub-arterials, especially during
peak hour traffic.
Un-used cycle tracks on the NH8, which is presently being used for parking and informal
Center line
activities
Outwards
Outwards
Carriage way
Carriage way
Inwards
Inwards
Footpath Carriage way
Carriage way Footpath
Fig 5.2.1 Current design practise
The fig 5.2.3 shows the map of existing road hierarchy along with the dead end location. These
missing linkages lead to incomplete circulation, no direct access to public transport & large block
sizes. In order to improve the local circulation & increase accessibility to public transport, joining all
those missing links and completing network, which will reduce the urban block sizes, distance &
0 0.05 0.1
0.2
0.3
0.4
Kilometers
travel time.
Fig 5.2.3 Map showing the existing road hierarchy along with the dead end locations
P r o p o s a l s
5.2.2 Proposal 1: Better local circulation (making connectors)
20

0 0.05 0.1
0.2
0.3
0.4
Kilometers
0 0.05 0.1
0.2
0.3
0.4
Kilometers
Fig 5.2.5 Map showing proposed blocks and their perimeters
Fig 5.2.4 Map showing existing blocks and their perimeters
Figure 5.2.4 shows the existing blocks along with a classification of their block perimeters. Also
larger block sizes encourage use of vehicles, instead of pedestrian movement. The proposal tries
EXISTING
to cut through the bigger blocks trying to reduce the travel time, reducing the travel time, thus
increasing the accessibility .
PROPOSED
344
620
1213
Perimeter
Existing
Proposed
minimum (m)
127
127
maximum (m)
2548
1168
average (m)
444
390
Table 5.2.1 Perimeter in the existing and proposed blocks
534
270
Fig 5.2.6 Figure showing breakup of large block s into smaller blocks.
P r o p o s a l s
488
21

5.2.2.2 Proposal 2 Restructuring Road Sections Completing Streets

In order to improve the existing congested streets of ward all streets need to be developed as
Complete Streets that enable safe and comfortable travel for users of all modes including walking,
cycling and public transport and for people of all ages and abilities. Complete Streets provide
dedicated space for all activities or zones like pedestrian movement, cycle tracks, parking space,
commercial and informal activities, plantation and landscape, street furniture and lighting etc.
The Activity Frontage map (figure 5.2.8) illustrates the current pattern of active frontages in
Thakkarbapa Nagar. Red circles represent the most active frontages, such as schools, work place
restaurants, retail shops, and vendors. Yellow circles represent frontages that produce slightly less
activity, such as residential units and office space. It also illustrate the streets which are active &
which need to be upgraded & restructure.
Nikol Gam Road, Hari Villa Road and the Narol Naroda highways, though automobile dominated
streets have a high concentration of active frontages. Even though canal road is supposed to be
active, there is very low amount of pedestrians on this road. Thakkarbapa road is highly
pedestrianized even though the footpaths are virtually non-existant.
Principles followed for street design are (source: Better street guidelines ITDP, EPC)
1.
Safety : Streets must be safe for all users. This implies that every street needs to have a
slow zone where pedestrians have priority.
2.
Mobility : Mobility zone for vehicle movement of private vehicles & public transport which
should be separated from the slow zone.
3.
Pedestrian accessibility : All streets need to have continuous footpaths or safe shared
space with minimal grade differences and adequate clear width for pedestrian through
movement.
4.
Liveability : Elements such as tree lines, landscaping, and furniture enhance a streets slow
zone, creating space for relaxation, interaction.
5.
Sensitivity to local context : Street design should factor in local street activities like street
vending , patterns of pedestrian movement, and nearby land uses.
Sensitivity to local
context
Safety
0 0.05 0.1
0.2
0.3
0.4
Kilometers
Fig 5.2.8 Map showing the current active frontages in thakkarbapa nagar.
Mobility
Pedestrian
accessibility
Fig 5.2.7 Street design elements
P r o p o s a l s
Liveability,
22

Proposed Road sections
Fig 5.2.9 Proposed ROW 60m ( Narol- naroda NH-8 road)
To Retrofit Streets for equal or higher priority for Public Transit and Pedestrians
following are the various elements provided for street design:
1. Footpath- Providing continuous unobstructed minimum width of 2 m, on all streets except
on traffic calmed small streets.
2. Median- continuous, and direct. On streets with high-speed traffic, cycle tracks can reduce
conflicts between cycles and motor vehicles.
3. Carriageway
4. Cycle track- Providing segregated cycle tracks ,which are safe, convenient continuous, and
direct on streets with high-speed traffic, cycle tracks can reduce conflicts between cycles and
motor vehicles.
5. Multi utility zone- Multi utility zone on street may accommodate many functions like hawker
zones, bus stops, on street paid parking, street light, street furniture
6. Service lane
7. Street light
9. Street furniture
P r o p o s a l s
8. Street landscaping
23

Fig 5.2.11 Proposed ROW 30m ( Nikol gam road)
P r o p o s a l s
Fig 5.2.10 Proposed ROW 30m ( Hari villa road)
24

Fig 5.2.12 Proposed ROW 18m ( Thakkarbapa nagar road)
Fig-5.2.14 Proposed ROW 12m ( Canal road)
P r o p o s a l s
Fig-5.2.13 Proposed ROW 18m ( Vikram park road)
25

Costing :
Costing of Road infrastructure includes the cost of construction of new lanes , resurfacing of
existing lanes, laying of footpath, median, cycle track, multi-utility zone & streetlight. Including all
material, excavation, refilling, installation & labour cost.
Total estimated budget for road infrastructure : Rs 30,22,21,306
Nos
Length
Width
Quantity
Unit
Rate
Service lane(resurfacing)
1350
16200
sqm
968
cycle track(MUZ)
1350
1.8
4860
sqm
1550
Footpath
1350
2.5
6750
rmt
1862
Footpath(MUZ)
1350
5400
rmt
1562
Amount
Harivilla road (30m)
carriage way(resurfacing)
1082
15148
sqm
968
footpath
1082
2.5
5410
rmt
1862
MUZ footpath
600
2400
rmt
1562
cycle track
1082
4328
sqm
968
Description
Nos
Length
Width
Quantity
Unit
Rate
Canal Road (12m)
1,56,81,600
1254
11286
sqm
968
75,33,000
Footpath
1254
5016
rmt
1562
1,25,68,500
Street light
42
Nos
33230
Sardar road (12m)
864
6048
sqm
968
1,46,63,264
footpath
864
2.5
4320
rmt
1862
1,00,73,420
Street light (Solar)
29
Nos
33230
Proposed ROW 12m
carriage way
1186
8302
sqm
1739
Footpath
1186
2.5
5930
rmt
1862
40
Nos
33230
Proposed ROW 9m
Carriage way
1274
7644
Sqm
1739
Footpath
1274
1.5
3822
Rmt
1262
43
Nos
33230
10
Proposed ROW 6m
Carriage way
11
Resurfacing after storm line laying
12 m ROW
494
3458
Sqm
968
9 m ROW
297
1782
Sqm
968
6 m ROW
1019
6114
Sqm
968
42
84,34,800
4,42,17,900
Sno.
29
Nikol gam road (24m)
carriage way
1313
18382
Sqm
1739
foot path
1313
5252
rmt
1562
multiple zone footpath
780
2.5
3900
rmt
1862
centre median
1313
1313
rmt
974
44
Nos
33230
44
3,19,66,298
40
82,03,624
72,61,800
Vikram park road(18m)
Carriage way
1554
13986
sqm
1739
Footpath
1554
3108
rmt
1562
Green belt
1554
1.3
2020.2
rmt
800
52
Nos
33230
13,95,660
58,54,464
80,43,840
9,63,670
1,44,37,178
1,10,41,660
13,29,200
2,68,08,038
12,78,862
14,62,120
43
5,01,72,704
4
78,34,992
1,48,61,974
3,26,74,988
1,09,24,848
2,01,55,500
37,48,800
41,89,504
Amount
1,32,92,916
48,23,364
14,28,890
1,95,45,170
52
2,43,21,654
Thakkarbapa nagar (18m)
1432
17184
sqm
968
footpath
1432
2.5
7160
rmt
1862
centre median with green belt
1432
0.5
716
rmt
974
48
Nos
33230
48
1561
9366
Sqm
1739
52
Nos
33230
52
16,16,160
17,27,960
3,25,20,470
48,54,696
1,66,34,112
1,33,31,920
17,27,960
1,80,15,434
33,47,344
17,24,976
59,18,352
1,09,90,672
6,97,384
TOTAL
15,95,040
3,22,58,456
1,62,87,474
Table 5.2.2 Detailed costing for Road Infrastructure Improvement
30,22,21,306
P r o p o s a l s
Sno.
Description
1 Narol naroda (60m)
26

5.3 Improving basic Infrastructure
Water logged areas
5.3.1 Issues
Storm water drainage network is very poor in Thakkarbapa nagar ward , during the monsoon
months ward suffers temporarily flooding in some low laying areas. Out of 48.12 km of roads only
5.69 km is the storm water pipe length, so 11% of roads having storm water drain as shown in (fig
5.3.1). The diameter of storm water pipes varies from 300mm -1200 mm & catchpits are laid at un
even spacing .On the basis of site analysis following are the various common areas/ causes of
water logging as shown in contour map(fig 5.3.2) & (fig 5.3.3).
1.
When storm water lines are present , but longitudinal & cross- sectional are not properly
LEGEND
workout.
2.
When storm water lines are present , but catchpits are blocked .
300 mm
3.
No storm water line and discharge is into sewerage pipe .
600 mm
4.
No storm water line and area is low lying.
450 mm
1200 mm
Road
canal
0 0.05 0.1
0.2
0.3
0.4
Kilometers
Fig 5.3.1 Contour map.
Fig 5.3.3 water logging areas
P r o p o s a l s
Fig5.3.2 Map showing the existing storm water network.
27

5.3.2 Proposal
Following are the various proposals :
1. Providing and laying RCC I:S (NP-3) pipes of diameter 450mm & 600mm for
storm
water
disposal.
2. Providing storm water pipes on both sides of the road with crown type camber of 2% on roads
having R.O.W greater than 12 m as shown in fig 5.3.4
3. Construction of storm water brick masonry catch basin of size (0.6m X 0.9m) for 450mm & ( 0.9m
X 0.9 m ) for 600mm at spacing of 20m.
4. Manual cleaning of existing blocked catchpits by labour.
5. Providing 2% camber (slope) on roads .
LEGEND
450 mm
600 mm
1200 mm
Road
canal
0 0.05 0.1
0.2
0.3
0.4
Kilometers
Fig 5.3.4 Proposed road section
P r o p o s a l s
Fig 5.3.5 Proposed map of storm water network.
28

5.3.3 Costing
Costing for storm water network includes the cost for the following :
1.
Providing and laying RCC I:S (NP-3) pipes of diameter 450mm & 600mm, RCC socket and spigot
pipes with rubber gasket joint for storm water disposal system including excavation and disposal
of excavated materials .
2.
Construction of storm water brick masonry catch basin of size (0.6m X 0.9m) for 450mm & ( 0.9m X
0.9 m ) for 600mm in C.M. 1:6 up to 1.5 m depth below road edging level to soffit level of pipes &
medium duty precast fibre reinforced top cover, also include cost of material, labour, excavation,
refilling .
3.
Manual cleaning of existing blocked catchpits
Sno
Description
Quantity
Unit Rate
Amount
RCC (NP-3) pipe 450 mm
8108 m
1980/Rmt
Rs 1,60,53,840
RCC (NP-3) pipe 600 mm
10140 m
3000/Rmt
Rs 3,04,20,000
Catchpit proposed
(0.6m x 0.9 m) for 450 mm
440 nos
12,000/nos
Rs 52,80,000
Catchpit proposed
(0.9m x 0.9 m) for 600 mm
455 nos
15000/nos
Rs 68,25,000
Catchpit maintenance
(manual cleaning)
454 nos
200/nos
Rs 90,800
Total
Table 5.3.1Costing for laying Storm water pipes
Rs 5,86,69,640
P r o p o s a l s
Total estimated budget for storm water management : 5.86 cr
29

Fig 5.3.7 Images showing the existing situation within the

ward, it shows many of the dumping areas along roads, the
garbage in the canal
Fig 5.3.6 Clockwise from top, aerial view of slum, dilapidated structure within the slum, house with asbestos
roofing
3. Inadequate Solid Waste Management

On the basis of the size of the
population, it has been estimated that
the waste generated per day in
Thakkarbapa nagar ward is approximately
0.8 kg/cap/day, whereas the solid waste
collected per day is roughly around
0.39kg/cap/day. Thus, there is a
deficiency in the waste collected with the
waste produced in the ward. Littering of
the roads and over-spilling of bins are
observed because of inefficient collection
and transfer procedures. Door to door
collection is present in most of areas of
the ward but some parts of the ward is
unattended. Lack of awareness among
the citizens about the importance of
proper solid waste management and the
effect of improper solid waste disposal is
the main cause of dumping of garbage on
the roads and into the canal. The market
areas are always littered, but there is no
system set up to clean up after the
market closes, thus the wastes left
behind becomes a hazard not only to
humans but also to animals. The still
unhygienic water in the canal causes
dangerous water and vector borne
disease.
P r o p o s a l s
5.3.4 Issues
1. Storm water drainage network is very poor in Thakkarbapa Nagar ward, during the monsoon months
ward suffers temporarily flooding in some low lying areas.
2. They have basic infrastructure facilities. But the buildings are dilapidated, as most of them are
semi-pucca houses which need to be maintained regularly. Area of each unit is about 24sqm
with an average of 5 persons per household. The land occupied by these slums is under the
government. All slums have inadequate, water supply and sanitation facilities. The roads are
not paved, and there is need for better connected streets. The slums have grown onto existing
streets and therefore there is no clear distinction. 80% of the houses are in very bad conditions,
most of the houses here have asbestos roofing. The high density in housing and lack of proper
sanitation facilities creates unhygienic living conditions in these areas. Electricity is available at
all times because it is supplied from the torrent power station in the ward.
30

5.3.5 Proposal 2 Slum Rehabilitation and Redevelopment

The main objective here is to introduce new slum redevelopment and rehabilitate schemes to
improve living conditions, Better infrastructure, Healthy environment, Proper sanitation facilities,
Less alienated communities in accordance with the by laws provision of slum rehabilitation policies.
18.7
0 0.05 0.1
Fig 5.3.8 Map showing location of slums and low cost housing
0.2
0.3
0.4
Kilometers
In situ slum rehabilitation is

proposed to minimize adverse
impacts
on
livelihoods
and
community assets and access to
health and education facilities.
Proposed
area
of
slum
rehabilitation is 24000 sq.m., rest
of the area 61,606sq.m. will be
used for different new proposals.
Like Amdavaad ni haat. In order to
create a cash flow into the ward.
The planning process aims at
improvement
in
the
living
conditions, infrastructure and level
of security of the urban slum
dwellers.
There
should
be
universal provision of basic
services like water supply and
sanitation irrespective of land
tenure and legal status.
Customers approach to the entire
slum redevelopment is quality
construction,
optimal
space
design , avoid clutter, amenieties
that are of good quality, durable, fit
for use and a structure
with
desirable look.
Central financial assistance under
the scheme will be at 75,000 per
DUs for housing
Location Identified for

Transit Camps
Location Identified for
Rehabilitation, total area
of slum rehabilitation is
24000 sqm.
Fig 5.3.9 slum population

in the ward
Fig 5.3.10 Map showing proposed space for
temporary relocation of slum
The slum rehabilitation will be done in two phases. In first phase, out of 24000 sqm area required
half of the dwellings will be shifted to the location identified for transit camps. Area identified for
transit camp is around 6151 sqm. Once construction of the blocks is done, they will be allowed to
occupy the new buildings.
P r o p o s a l s
The slums are located towards the western stretch of the ward as shown in the figure. In image
hatched area show the slums and low income group. Total population of slums is around 15000.
Almost 18.75% of the wards population (approximately 3000 households) lives in degraded areas.
Total area occupied by slum is 85,606 sq.m.
Area belongs to slum is namely, Sant Rohidas Nagar, Kevdajini Chali, Gangaben ni chali,
Narbheram Nagar, Visat Nagar, Ratndip na Chhapra, Garib Nagar.
Many of slum dwellers work in surrounding industries , few of them are vendors, few of them work
for loading and unloading cargo. They are daily wage workers. Their children study at the
government provided schools.
31

5.3.3.1 Costing
Estimated budget for constructing 3300 dwelling units is 82.50 crores. The cost for constructing one
dwelling unit is 2,50,000rs out of which AHP will fund 75,000rs per unit. Other funding can be
collected through multiple medium like NGOs , benificiaries,etc.
Estimate for Slum Rehabilitation
Ews housing
Constructing 3300 DU's
Fundings (AHP)
Rate per DU
2,50,000
75,000
Total
Total
82.50 cr
25 cr
57.5 crore
Table 5.3.1 Estimate
AMC
Fig 5.3.11 Proposed EWS housing unit

BENEFICIARIES
(SLUM
DWELLERS
The Total population of slum situated in Thakkarbapa ward is 15000.the average person per
household is 5. The total no. of households situated in slum are 3000. Further, as guidelines given
under RAY 10% household should be added to the total no of household. Applying this rule to the
no of household situated in the slum we get a total 3300 households to design for. In order
accommodate 15000 people, the no of building blocks required is 82, Each block is a G+4 structure
with 8 dwelling units per floor as shown in the figure. Area provided per unit is 32sq.m. The total
area required for constructing one block 256 sq.m. the total built up area is 24000sq.m. which
includes 20500sq.m . Of area for 82 blocks further adding 10% open area provided(2050sq.m.) plus
5% for offset.
=
AHP(RAY)
NGOs
Fig 5.3.12 Financing strategy
32sqm
Total area reqd for a block =
256 sqm
Total built up
24000sqm
10% for open spaces
2050 sqm
Total area reqd.
20500sqm
P r o p o s a l s
Area provided per unit
FUNDINGS
32

LEGEND
Route 1
Route 2
LEGEND
Route 3
Proposed route
Route 4
0 0.05 0.1
Route 5
0.2
0.3
0.4
Kilometers
Fig 5.3.13 Map showing existing garbage collection routes highlighting the problem area
In this ward six chhota hathi is used for door to door collection of
garbage from the residential areas. This covers six different routes.
Despite providing d2d facilities by AMC to Thakkarbapa ward there is a
part of the ward which is not serviced and requires the d2d garbage
collection facility.
There is no provision of d2d collection for the commercial areas along
the main roads.
Apart from chhota hathi 48 trolleys and 80 road sweepers are
engaged in dump collection activity from the road side.
Presently there are 11 bins placed around the ward, the location of
which is shown in figure 5.3.18.
0.3
0.4
Kilometers
Route 6
Fig 5.3.14 Map showing proposed garbage collection route
Fig 5.3.15 Garbage collection trucks

Fig 5.3.16 Municipal worker with a trolley
Fig 5.3.17 Road sweeping machine
P r o p o s a l s
0 0.05 0.1
0.2
33

5.3.3.1 Strategies Implemented

I.
New primary waste collection bins.To meet the requirement for collection of additional of
wastes, eleven new primary bins located at the mentioned spots. Relocation of four existing
bins to more efficient sites will be done
II.
Unattended part of the ward has to be provided with chhota hathi for residential area.
III.
Additionally two chhota hathi has to be provided for commercial area.
IV. Thirty two trolleys will be provided for waste collection.
V.
Eighty eight more road sweeper will be employed
VI. Regulating door to door services and effective supervision
VII. Night scrubbing through road sweeping machine.
VIII. Community awareness programmes will be conducted among the residents and in schools
to emphasize the importance of cleanliness, waste collection, segregation and disposal.
Refuse
Kg/day
Residential refuse
0.3 to .6kg/cap/day
Commercial refuse
0.2 kg/cap/day
Waste generation
(as per AMC
standards)
0.6 kg/cap/day
Waste generation
68,400kg
Waste collection
33,578kg
Untreated waste
34,822kg
Table 5.3.2 Waste generation of ward
Item
Existing
Proposed
Total
Rs/unit
Rs.
Chhota hathi
4,00,000
12,00,000
Trolleys
48
32
80
4,200
1,34,000
Community bins
11
11
22
40,000
4,40,000
Road sweeping
machine
25,32,000
25,32,000
Road sweeper
80
88
168
15000/month
Total
Table 5.3.4 Budget of solid waste management
43,06,000
Road Sweeper:
As per standards one sweeper is needed for an area under a radius of 300mt to 500mt so
take an average 400mt.
But a single sweeper is capable of covering an area around 2000m.
Total Area of ward to be covered= 3,35,160
So total no of sweepers required 3,35,160/2000= 168
At present there are 80 sweepers so there is a need of 88 more sweepers are required.
Part time (4 hours) sweepers cost 105rs/day.
Full time (8 hours) sweepers cost 210rs/day.
Permanents sweepers (8 hours) 15,000rs to 17,000rs/ month

Roads
Width
Length
Lxb
Total area
Arterial roads
(24-30)
30
2400
30x2400
72,000
Sub Arterial
roads
(12-18)
18
3540
18x3540
63,720
Collectors
(9-12) 12
8310
12x8310
99,720
total
3,35,160
Table 5.3.3 Area calculation of ward
P r o p o s a l s
Fig 5.3.18 Proposed and Existing bins within the ward
Community Bins:
As per AMC standards 0.6kg/cap/day
waste generation
Total
waste
generation
of
ward
0.6x1,14,000=68,400kg/day
Total waste collection by AMC in ward by
d2d collection & container lifting
is
around 33,578kg/day
Uncollected waste of the ward is 34,822
kg/day
Capacity of one community bin is 1500kg
So no bin is required for ward is
34,822/1500=23 bins
Existing bins are 11 so there is more need
of bins.
34

5.4 Recreational Spaces

The main aim of this proposal is to provide a space for people to interact and create informal zones
around the canal.
There are two projects under this proposal:
1. Creating green spaces
2. Revitalization of Canal
5.4.1 Issues and Existing Conditions
Green Spaces include parks, gardens, plazas, green streets etc. - those elements within the public
realm that act as spaces for leisure, gathering, relaxing etc. Thakkarbapa nagar is a residential
ward. More than eighty percentage of the total ward area are occupied by residential buildings. The
development plan of the ward also shows a majorly residential land use. Also the density of
population in the ward is very high. The maximum area in most of the plots is covered by built form.
This creates a highly dense low rise development creates a pressure on the environment. There
is a huge lack of green/ recreational spaces in the ward. The present scenario, there are no public
parks or playgrounds. The area under gardens made up of entirely private gardens attached to
villas and bungalows in the high income residential area is about 0.13 percent of the total ward
area. There are about seven schools in this area but none of them have their own playground.
Children play on the roads, this raises safety issues, also during festivals, people gather on the
roads, thus creating traffic blocks. There is land available as shown in the map both municipal
plots as well as private plots; these can be developed to create a healthy environment in the ward.
According to the URDPFI guidelines there should be about 10-12sq.m. green space per person in
an area. By these standards Thakkarbapa Nagar falls far below the requirement.
The canal has been neglected for a long time, the lack of maintenance can be seen in the
surroundings of the canal.
Municipal
55%
Fig 5.4.1 Available area of vacant plots under

private and public ownership
Fig. 5.4.2 Map showing existing parks and vacant land available
Fig. 5.4.3 Canal & its surrounding
P r o p o s a l s
Private
45%
35

Fig. 5.4.4 Map showing proposed green spaces with the walkable distances
P r o p o s a l s
5.4.2 Proposal 1 Green spaces

There are no open spaces in the ward. This causes an unhealthy, congested environment in the
parks and open spaces are linked to form a green network. This helps in organizing the informal
activities like gatherings, hawkers, festival celebrations, and also provide safe environment for
children to play in. This also improves the quality of life in the ward. The following has been provided
under this proposal.
1. Playground: Playground has been provided in the
northern side of the ward. It will be divided into two
parts- a small area for small children (5-10yrs) and a
football ground for the older children. This is mainly to
cater to the needs of the three schools along the Hari
Villa road. During the after school hours, the ground
can be made available for children in the ward.
2. Childrens Park: A park for the younger generation
about 1050sqm is provided at the southern end of the
ward, parents can be allowed into the park for
landscaping
supervision, otherwise the park remains closed to
along road
outsiders. It can be rented for special occasions.
3. Parks:
a) A landscaped area of 8643sqm has been
provided at the center of the ward, this
space can be developed as botanical
gardens, public amenities like toilets and
running paths will be provided, within the
park. This green space brings the ward
together; it is mainly to cater to the needs of
the residents.
b) A park has been provided as a spillover to
the Haat, this is to host exhibitions etc. It
also serves the residents in the eastern
zone of the ward.
c) Another park will be provided in the south
western most corner of the ward, It acts as
a second green zone for along the canal
and is at the termination point of the
proposed Vikram road
4. Plaza: This has been provided in order to vitalize the
road along the canal and also to provide a space for
vendors and their customers.
5. A green street proposed along Vikram road. This
involves a 5m wide belt between the road that acts as
a leisure space along the road.
36

Fig. 5.4.5 Course of Kharicut Canal
P r o p o s a l s
5.4.3 History of the Kharicut Canal

This canal was built by the British for irrigation of about 10000 villages. The canal is 20 m wide and
runs for about 80kms. It is fed by the Khari River, a tributary of the Sabarmati River. PostIndependence, when the main occupation of the people changed, this canal became useless, also
many industries started dumping their wastes into the canal. Another issue was people started using
it as a dumping ground for their wastes. Thus the canal became heavily congested with waste and
debris. Also what little water was left in the canal became contaminated and unusable by the few
agricultural areas along the canal. In the 1980s people from the affected villages started petitioning
the government to clean up the canal, but nothing was done. In 1995, villagers from two affected
villages- Navagam and Matar Taluka filed a Public Interest Litigation against Government. The
Gujarat High court delivered a judgement pro the villagers, that said Polluter Pays. The terms were
as follows Since for the last number of years, pollution has adversely affected the 11
Kalambhandhi villages of Kheda, Lali, Navagam, Bidaj, Sarsam, Aslali. Jetalpur, Bareja, Vinzol and
Vatva, a lumpsum payment should be paid by the 756 industrial units, calculated at the rate of 1 per
cent of their years gross turnover for the year 1993-93 or 1994-94, whichever is more and that
amount should be kept apart by the ministry of environment and should be utilized for the works of
socio-economic uplift of the aforesaid villages and for the betterment of educational, medical and
veterinary facilities and the betterment of agriculture and livestock in the said villages (Final
Order,p114 Pt. xii).
Most of the industries that were shut down were allowed to reopen after they commissioned primary
treatment plants and gave written assurance to the court that they would take the responsibility for
secondary treatment either on their own or with the help of CETP. In 2001, the AMC laid a mea
pipeline to carry treated effluents from all GIDC estates, the Odhav and Narol based estates. The
treated effluent was being discharged into the Sabarmati at Pirana where AMC also discharges
sewage after treatment. The Canal was widened in 2002 to increase its capacity, at the same time; it
was revived by diverting the waters from Narmada through it. Thus the canal was restored to its
previous form except for the wastes that came from the suburbs an also occasional leakage from the
mega pipelines. In 2004 a new PIL was filed by the villagers seeking the high court intervention for
appropriate utilization of funds.
The government of Gujarat constituted a high power committee, to address the problem of the Khari
River and canal pollution. This committee included the collector, members of the industrial
association, AMC, AUDA, GIDC, GPCB, irrigation and industry department and ministries of forests
and environment. Under this a project was developed for the revitalization of the canal, this is being
implemented by the AMC and SWRD. The first phase of this project was the cleaning up of the canal
front and the next phase would be creating recreational spaces along the canal.
37

Fig. 5.4.6 Proposed view of Canal

Fig. 5.4.7 Map showing existing situation along Canal
Fig. 5.4.8 Map showing proposed land use with decks and walkable
distances
P r o p o s a l s
5.4.4 Proposal 2 Canal Redevelopment

Enforcing regulations along canal road
Viewing decks with space provided for food vendors spend
time along canal
making the road more pedestrian friendly
A project to revitalize the entire Kharicut canal has been
undertaken by the AMC and SWRD. The revitalization of the
Thakkarbapa Nagar stretch mentioned here is proposed as a part
of this project. Three decks are being proposed along the
approximately 1km stretch of the canal within the ward. As seen in
figure the spacing of deck slabs have been decided with the help of
minimum walkable distance 400m . Also two leisure spaces have
been proposed along the canal road which will increase the level of
activity along the canal.
38

Deck Details The deck slab is 10m

by 20m, constructed of concrete with
paver tiles demarcating the pedestrian
pathway. There will be four fixed
vendor stalls on each deck which will
be allocated to licensed vendors. The
main aim here is to organize the
informal activities along the canal
stretch in such a way that there is not
much congestion due to vendors. A
plaza is also being proposed along the
Kharicut Canal road, this is to
encourage informal activities along the
canal stretch and focus it away from
the arterial and sub-arterial roads, so
as to avoid traffic congestion. The
detailed plan and sections of the slab
are shown in the next page.
P r o p o s a l s
Fig. 5.4.9 Detail of deck plan section.
39

Sno.
Description
Side
Nos Nos Length Width
Unit Wt
Quantity
Unit
Rate
Amount
Deck slab (BOX Culvert) Span

1
Escavation
22
10
440
Cum
Gsb
22
10
0.5
110
Cum
900
99000
Pcc M-15
22
10
0.5
110
Cum
5500
605000
Rcc (M-25) in raft
21
0.5
94.5
Cum
6500
614250
Rcc (M-30) in wall
0.5
60
Cum
7000
420000
Rcc (M-40) in slab
20
0.5
Reinforcment
234.5
150
Railing
20
Painting
200
88000
80
Cum
8000
640000
35175
Kg
75
2638125
40
Rmt
6000
240000
LS
10000
160
Sqm
53,54,375
11 Cost for
Per
Sqm
12 Cost for
Per
Rmt
10 Cost for One deck slab
20
13 Cost for 3 deck slab
33,465
2,67,719
1,60,63,125
Sno.
Description
Area (sqm)
Rate
Park
25380.00
300
76,14,000
Play ground
5770.30
150
8,65,545
Paved plaza
13708.00
450
61,68,600
Boring, providing and installing bored cast-in-situ

RCC pile of dia 300 mm @ 2.5m c/c
502
2008
Rmt
1019
20,46,152
Rs 1,46,48,145
Boring, providing and installing bored cast-in-situ

RCC pile of dia 300 mm @ 10 m as a counterfort
126
504
Rmt
1019
5,13,576
Rcc (M-20) in Longitudinal Beam ( 300x400)
0.4
150.48
Cum
5050
7,59,924
60.24
Cum
5050
3,04,212
Total
Table 5.4.1 Detailed cost estimate for Recreational Spaces
Cost
Depth
Cantilever walkway
Sno.
Description
Side
Nos Nos Length Width
Depth
Unit Wt
Quantity
Unit
Rate
Amount
1254
0.3
Rcc (M-20) in Cantilever Beam 200x200 &200x400
502
0.06
Cross Beam
126
0.2
0.3
15.12
Cum
5050
Rcc (M-20) in Slab
1254
0.12
300.96
Cum
5050
76,356
15,19,848
Reinforcement For Beam & Slab
526.8
120
63216
Kg
65
41,09,040
Reinforcement For pile 12 mm
628
0.888
16730
Kg
65
10,87,445
8mm
628
39
0.82
0.395
7933
Kg
65
5,15,642
Shuttering
Longitudinal Beam ( 300x400)
Cantilever Beam 200x200 &200x400
Cross Beam
Railing including Painting
Skid Resistence tile
Street Light
Cost for one side cantilever walkway
Side
1254
0.4
1003.2
Sqm
Bottom
Side
502
1254
0.3
376.2
Sqm
0.3
602.4
Sqm
Bottom
502
0.2
200.8
Sqm
Side
Bottom
126
0.3
151.2
Sqm
126
0.2
50.4
Sqm
2384.2
Sqm
220
524524
2508
Rmt
6000
1,50,48,000
2508
Sqm
1000
25,08,000
42
Nos
33000
13,86,000
1254
1254
42
3,03,98,719
10 Cost for cantilever walkway per running mt
11 Cost for both side cantilever walway

12 Lump sum cost for canal lining repairing
13 Total cost for canal project
Table 5.4.2 Detailed cost estimate for Canal
1254
24,241
6,07,97,438
LS
50,00,000
8,18,60,563
P r o p o s a l s
5.4.5 Costing
5.6.2.1 Proposal 1-Green Spaces
The costing for green spaces includes rates for laying lawns, rates for
paving, rates for planting, street furniture etc. The detailed budget is given in
Table 5.6.1
5.6.2.2 Proposal 2-Canal Revitalization
The costing for Canal includes cost for excavation, shuttering, reinforcement,
concrete, labour, foundation etc. It also includes items like paving,
landscaping, seating, streetlights. Detailed estimate is given in Table 5.6.2
40

5.5 Organized spaces for Informal Activities

The main aim of this proposal is to provide an organized space for informal activities to take place
and generate employment opportunities for informal sectors.
There are two projects under this proposal:
1. Hawker/Vendors zones
2. Amdavad Ni Haat
5.5.1 Issues and Existing Conditions
In the present scenario there are no designated spaces for informal activities such as hawking and
vending, thus the vendors occupy sidewalks and carriageways. The effective narrowing of the
sidewalks causes pedestrian congestion and forces many pedestrians to walk in the vehicle
carriageway (see Fig. 5.7.1 & Fig. 5.7.2.). The hawkers occupy spaces mainly on Hari Villa road,
Thakkarbapa road, Nikolgam road, and a few on Narol-Naroda road, as they are the busiest roads
in the ward ( refer Fig. 5.7.5.) But since these roads are also the vehicle intensive roads there is a
problem of traffic congestion. This encroachment of street vendors on the footpaths and
carriageways creates a lot of security issues, not only to the buyers and pedestrian walkers but also
to the cattle.
Also the major population of Thakkarbapa Nagar is governed by small and medium scale industry
workers, who are involved in embroidery, handicrafts etc., but dont have an apt platform to display
their skills.
Space used by hawkers
Pedestrians are forced to walk on the

carriage way
Space used by
hawkers
Fig. 5.5.1. Chaos caused by Hawkers on Hari Villa road and Nikol Gam Road
Fig. 5.5.2 Right to left - Workers working in diamond factory and a woman doing embroidery
P r o p o s a l s
Fig. 5.5.3 Map showing existing areas of informal activities.
41

5.5.2 Proposal 1 Hawkers/Vendors zone

Hawkers or micro-entrepreneurs provide a wide variety of services and amenities to people, at
convenient locations with negligible investment and infrastructural costs.
The idea of creating space for vendors applies not just at the master plan level, but also at the
streetscape level. It is simply not realistic to think that hawkers will not locate along some
sidewalks; these sites are too integral to the business strategy of the hawkers. Hawkers must be
given designated space within the road Right-of-Way, so that they dont occupy the Pedestrian
Walking Zone (as shown in Fig.5.7.6 & Fig.5.7.7). These vending zones can also be provided in the
dead spaces created by parking curbs.
Fig. 5.5.6 Views of Nikolgam road showing

designated hawker zones.
Fig. 5.5.4 Plan, section of Harivilla road showing

Fig. 5.5.5 Plan, section of Nikolgam road showing

Key Principles:
Hawkers must be accommodated within the road row
They are needed at all commercial centers must be at walking distance from offices, homes and retail
area
They must be given designated space within road row so that they dont occupy the footpath or carriage
way
They can be accommodated within multi utility zone.
P r o p o s a l s
5.5.2.1 Key Principles & Benefits

Benefits:
They keep street busy, vibrant safe
They infuse mixed use& encourage walk trips
They generate self employment for large no of people
Informal activities is organized, hence reduces the level of nuisance
42

5.5.3 Proposal 2 Amdavad Ni Haat

With the intention of making urban market available to the handloom and handicrafts artisans. This
Haat has been developed under the Urban Haat Schemes, Sponsored by the Government of India
with objectives of:
Providing very essential marketing facilities to all rural artisans of handloom and handicrafts from
in & around Ahmedabad, thereby generating employments and improving local economy.
Make higher profits available to the artisans by removal of middleman.
Preserving the precious handloom and handicrafts heritage of the country.
This Haat has been developed an attractive destinations to view, enjoy and purchase the grand
vibrant and precious Handloom and Handicrafts heritage of country which beats in this hearts of
every Gujarat.
The Haat provides a direct opportunity to purchase artifacts created by Artisans, processing skills
that are inherited and perfected by training, who keep active the great tradition & handicrafts
workmanship from villages of Gujarat.
PARKING
OPEN
SPACE
AMDAVAD
HAAT
COMMUNITY
CENTER
Fig. 5.5.8 Conceptual site planning of Amdavad ni Haat
Fig. 5.5.7 Location identified for Amdavad ni Haat along with community center and community park.
P r o p o s a l s
5.5.3.1 Site planning & design

The total area taken for Haat is around 2.7 Acres and the location identified is such that it falls in
the vicinity of the transit corridor such that it is accessible to the majority of people( see Fig.5.7.9).
Along with Haat, one community center and one community park has also been proposed( as
shown in fig. 5.7.10) Which can be used as a spillover during exhibitions and can be used for
marriage parties and community gatherings rest of the time.
The amenities provided are:
80 Stalls
Amphitheatre
Exhibition Hall
Office
Craft gallery
Dormitory
Food court
Toilets
43

5.5.3.2 Proposal 2 Case Studies

Case Study 1: Bhopal Haat
Case Study 2: Ahmedabad Haat
The Bhopal Haat, built at a cost of Rs 3.2 crore, is spread up on 3 acres of prime business area. It
has :
50 sale counters
1 exhibition hall
An office
4 emporia
4 small shops
An amphitheater
4 kitchen-cum-dining halls
Dormitories.
The Ahmedabad Haat, built with a total expenditure of Rs 382 Lakh, is spread up on 2 acres of land.
It has :
87 sale counters
1 exhibition hall
An office
Craft gallery
Meeting hall
An amphitheater
Food court
Dormitories.
Fig. 5.5.10 Site images of bhopal haat
Fig. 5.5.11 Map showing site planning of Ahmedabadl Haat near vastrapur lake.
Fig. 5.5.12 Site images of Ahmedabad haat
P r o p o s a l s
Fig. 5.5.9 Map showing site planning of Bhopal Haat along with community park..
44
6. Implementation Strategies

Table 6.1 Detailed phasing and estimate of Proposals
6.2 Financing
The municipality plays a crucial role in the mobilizing funds required for the proposals. A political
commitment by the municipality will go a long way in securing the ward planning program.
Administrative support by the local government for the participatory process also has to be supported.
Local municipality also has to avail funds for the various programs proposed.
I m p l e m e n t a t i o n
6.1 Phasing
The projects are all interrelated, hence the phasing is better understood in the table shown below.
45
7. Conclusion

Through the proposals for Thakkarbapa Nagar Ward Plan 2018, to an extend it could achieve the vision of creating ward a better living environment with an emphasis on promotion of a greener ward
with better living conditions. The idea was to improve the quality of life for the residents The Plan could make the ward more green and interactive by adding new public open spaces, it could solve the
basic infrastructure and transportation problems and also improve the living conditions of the poor.
Fig. 7.2 Overview of Proposals
C o n c l u s i o n
Fig. 7.1 Final Proposed Land Use
46

Thakkarbapa Nagar GRP 2 17.11.2014

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Master in Planning, CEPT University

AREA PLANNING STUDIO

AREA PLANNING STUDIO14

A VISION FOR THAKKARBAPA NAGAR

Master in Planning, CEPT University

Master in Planning, CEPT University

Master in Planning, CEPT University

Thakkarbapa Nagar, Muncipal ward no. 33 under the Ahmedabad Muncipal

Master in Planning, CEPT University

List of Figures and Tables

Map of Ahmedabad showing Areas under the Study

Decadal Working Population

Present Ward Councilors

Hawkers and Vendors along the road

Governance Structure Administrative wing under AMC

Diamond Cutters at work

Map showing location of Ward and Major Roads

The Marble cutting Factory

Location of Ward w.r.t. some Important Landmarks

Retailers of different types can be found here

Timeline showing Important Events

Embroidery workers at the Mill

Population Growth (source AMC census Data)

Hawkers at Nikol Gam Road in front of the Torrent Power House

Water logging along the NH8

Water logging along Internal streets

Decadal literacy Rates

Lack of recreational Spaces - informal spaces formed on roads

Sex Ratio (No. of females per 1000 males)

Garbage Dumping into the Canal

Low Cost Housing

Hawkers along the Street

Traffic at the junctions

Privately owned Villas

Mixed Use Development seen along Hari Villa Road

High tension line along torrent power house

Birds eye View of the Ward

Map showing Distribution of Building Heights across the Ward

Typical View of Ward

Land use breakup within the Ward

Map showing existing land use

Map showing Land Ownership within the Ward

Ratio of municipal land to private

Map showing the Jantri rates at different areas in the ward

Map Showing Existing Street Network

Map showing location of TOD zone

View of the front facade

Existing situation along the B.R.T.S. Corridor

Transit-oriented density distribution (highest at transit, stepping down to surrounding neighbourhood

Map Showing Existing blocks

A.M.T.S. Bus along Nikol Gam Road

Auto Stand at Nikol Gam NH8 Junction

Not-sopedestrian friendly neighbour-hood

B.R.T.S. Bus stop and Buses on NH8

Pedestrian friendly neighbour-hood

Map showing Bus stops, routes and auto stands

Map Showing Existing Bins and Problem areas in the ward

Maniba School on Hari Villa Road

Madhav Mall and Hospital

Proposed land use along the transit corridor

Torrent Power House

Landscaped area within an Apartment Complex

Current Design Practice