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http://www.iaeme.com/IJCIET/index.asp 148 [email protected]
International Journal of Civil Engineering and Technology (IJCIET) Volume 7, Issue 4, July-August 2016, pp. 148–168 Article ID: IJCIET_07_04_012
Available online at
http://www.iaeme.com/IJCIET/issues.asp?JType=IJCIET&VType=7&IType=4
ISSN Print: 0976-6308 and ISSN Online: 0976-6316
© IAEME Publication
TOD BASED LAND USE PLANNING FOR
OUTER RING ROAD OF SURAT CITY
Preet K. Desai, Rohan J. Desai and Bhavin H. Zaveri
B. Tech, Department of Civil Engineering, CGPIT,
Uka Tarsadia University, Bardoli, Gujarat, India
ABSTRACT
The motivation for this report is to explore whether the Transit Oriented
Development (TOD) principles, parameters and components can be applied
and adapted in Indian cities with existing large populations and diverse land
use patterns before the introduction of BRTS (bus rapid transit system). Since
Transit Oriented Development (TOD) is a recent technique using certain
parameters and components to create the desired high density development
around transit, this report analyzed whether the same parameters and
components are being used or are applicable to the areas around the recent
transit systems in cities of India. Transit oriented policies for these cities were
also analyzed. The TOD analysis for the Indian context concluded that at least
some or all of the TOD components, Design, Density and Diversity exists in
the areas around the transit stations. Although the population densities
around the newly introduced transit systems may be adequate for transit
ridership, accessibility to transit and multimodal connectivity is lacking. The
proposed transit oriented strategies in India do address new high density
development around the transit stations, investing in critical transportation
infrastructure and better traffic and transportation management and parking
management. Pedestrian safety and convenience are also addressed. The
strategies do not address immediate and short term solutions for generating
transit ridership and moving people away from private vehicles towards the
use of public transportation. Therefore, the proposed strategies may not
reduce congestion on an immediate and short term basis.
In order to promote transit ridership, the transit oriented strategies must
address land use and transportation and short term and long term solutions.
The existence of mature and diverse land uses and densities along the transit
stations must be recognized. The report recommends overall, specific and
general strategies for promoting transit ridership in a pocket of outer ring
road for the city of Surat which lies in the state of Gujarat.
Key words: TP Scheme, BRTS, Transit System, Transit Oriented
Development (TOD), Grid Road Pattern, Land Use Planning
TOD Based Land Use Planning For Outer Ring Road of Surat City
http://www.iaeme.com/IJCIET/index.asp 149 [email protected]
Cite this Article: Preet K. Desai, Rohan J. Desai, Bhavin H. Zaveri, TOD
Based Land Use Planning For Outer Ring Road of Surat City. International
Journal of Civil Engineering and Technology, 7(4), 2016, pp.148–168.
http://www.iaeme.com/IJCIET/issues.asp?JType=IJCIET&VType=7&IType=4
1. INTRODUCTION
Most Indian mega cities have complex organic growth patterns encompassing many
centuries of growth. These cities have old city centers and associated infrastructure
that were built before the invention of automobiles and modern transportation
systems. These city centers support major economic activities to this day. The Indian
cities also typically have diverse neighborhoods, densities and land uses. With the
rapid growth in population in the last two decades and the economic boom added by
automobile based sub-urbanization, Indian cities have grown tremendously in size
leading to associated transportation issues of congestion, delays and pollution. The
problem can be efficiently solved by introducing transit systems like BRTS, MRTS,
etc.
Bus Rapid Transit System (BRTS) is capable of transporting large number of
people from one place to other without any major issues like congestion and delays. A
separate pathway is allotted to the buses which makes this system efficient compared
to other modes of transport. The first bus rapid transit system was implemented in
Curitiba, Brazil, in 1974.
However, most of the Indian cities were planned much earlier than the
introduction of BRTS projects, due to which the anticipated developmental impact of
the BRTS projects are not easily integrated into current Master Plans. The efficiency
of a public transport system is heavily dependent on demand of the people.
In asia, the bus rapid transit system was first initiated in Jakarta, Indonesia in 2001.
Transit oriented development (TOD) is one of the recent techniques used to
deliver the desired development density and connectivity for transit.
2. AIMS & OBJECTIVES
To study the Transit Oriented Development Technique and prepare a proposal based
on TOD approach for land use planning for a land parcel between Bhanodraand
Kharvasa villagesin Surat city.
• To provide an efficient layout or a design for a particular patch mentioned above so
that maximum number of people can be benefited.
• To draft appropriate transit planning proposal.
Preet K. Desai, Rohan J. Desai, Bhavin H. Zaveri
http://www.iaeme.com/IJCIET/index.asp 150 [email protected]
3. METHODOLOGY
4. STUDY AREA PROFILE
4.1. PRESENT SCENARIO OF SURAT CITY
Figure 4.1 Location of Surat
TOD Based Land Use Planning For Outer Ring Road of Surat City
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In the last decade, population of the city has exploded and almost doubled up.
This population explosion resulted in population of city to 5 million by the end of the
decade.
Due to explosion of population the transportation in the city increased to
enormous heights but due to the demand of efficient Mass Transit system, individual
vehicular growth also touched the heights. The explosion of population, rapid
industrialization and highest growth rate in vehicle population made the traffic
problems complicated.
Surat Municipal Corporation had prepared traffic & Transportation Master plans
to fight the traffic problems. However, such traffic plans are not the ultimate weapons
to fight the massive traffic problems inherited in a city. The traffic problems can't be
solved with some mere dividers, signals and flyovers; but it requires an
‘INTEGRATED PUBLIC MASS TRANSPORTATION SYSTEM’. The system
should be such that can match with the city's geography, its economy and can provide
efficient and affordable system. In a way efficient Mass transport system is quite
necessary for the sustainability of the economy of the city. The growth and progress
of a nation directly depends on such integrated public transportation systems.
4.2. SURAT CITY OUTER RING ROAD
Figure 4.2Map of outer ring road
Outer Ring Road is considered as the commencement of the second phase of
infrastructure-building for the Diamond city Surat. It is expected and estimated that if
things go according to sketch, the outer ring road will become a truth by 2014. It is
anticipated that when Surat will turn out to be a twin city of Surat-Navsari with an
expected population of 1.15 cores by 2021; the outer ring road will provide easy
access to all the parts of the mega twin cities of Surat and Navsari. After observing
the future expansion of the city, the Surat Municipal Corporation (SMC) and Surat
Urban Development Authority (SUDA) have designed a 66-km outer ring road on the
periphery of the city which is spread over 326 sq km area. 29 km of new roads will be
built under this project. A declaration to this effect was discussed and passed in an
important assembly of SUDA and SMC on 23rd
November 2011.
Preet K. Desai, Rohan J. Desai, Bhavin H. Zaveri
http://www.iaeme.com/IJCIET/index.asp 152 [email protected]
Table 4.1Outer ring road will pass through following villages:
Vehel Sarthana Shedav Unn Aabhva
Jahingirpura Khadsad Delavda Sachin Vesu
Variyav Simada Khambasla Gabeli Valak
Kosad Kosmadi Kharvasa Sonari Niyol
Bharthana Saniyahemad Mohini Jiyav Pardi
Motavaracha Chedcha Eklera Bamroli Khajod
Abhrama Vedcha Bhanodra Bhimrad Kosad
If outer ring road passes through this 35 villages than land which is under
agriculture zone will be converted into residential area land and around 500 meters
land on both sides of a 90-metre wide road to be converted in to residential zone
through formation of new TP schemes and existing roads of 37 km which are of
different width would be converted into 90-metre roads.
5. DETAILS
Necessary details of proposal of outer ring road :
• Proposed width 90 meter.
• Proposed length 66 km. (29 km.- new road development)
• 500 meter wide residential zone on both the sides of the ring road
• TP schemes proposed for implementation
• FSI upto 4 (1.8 in other area)
• FSI from 0.6 to 4 shall be permitted by levying additional infrastructure charge @
40% of jantri rate
Figure 5.1Detailed map of outer ring road
TOD Based Land Use Planning For Outer Ring Road of Surat City
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5.1 STUDY AREA SELECTION
Here Kharvasa-Bhanodra patch is focused for the research work.
In the following figures the whole outer ring road is given and after that, through
GPS system, the route between kharvasa and bhanodra is highlighted and locations
are focused.
Fig 5.2Detailed map of outer ring road 3.5
Figure 5.3Kharvasa-Bhanodra route in GPS
Preet K. Desai, Rohan J. Desai, Bhavin H. Zaveri
http://www.iaeme.com/IJCIET/index.asp 154 [email protected]
5.2. POPULATION DETAILS
Population plays important role in the planning of any transit system.
Table 5.1 Population Details
Village name Population Number of
families
Number of
males
Number of
females
Bhanodra 1138 254 610 528
Kharvasa 1346 284 702 644
6. SERVICES PROVIDED BY SUDA (SURAT URBAN
DEVELOPMENT AUTHORITY)
SUDA is one of the development authority constituted by Government of Gujarat
under section 22(1) of the Gujarat Town Planning and Urban Development Act-1976
for preparation of Development Plan and T.P. Scheme in Urban Areas. SUDA covers
95 villages surrounding to SMC and SMC too.
Surat, previously known as Suryapur, is a city in the Indian state of Gujarat. Surat
is also called as city of flyovers. It is the administrative capital of the Surat district.
The city is located 306 km south of the state capital, Gandhinagar on the left bank of
the Tapti River (Tapi), the center being around 22 km (14 mi) from the river’s mouth.
A moat divides the older parts of the city, with its narrow streets and handsome
historical houses, from the newer suburbs.
According to SUDA, Surat is Gujarat’s second largest city with a population of
2.1 million at the 2001 census and 4.6 million at the 2011 census. It is the eighth
largest city and ninth largest metropolitan area of India. Surat is the 34th largest city
by area in a study conducted by The City Mayors Foundation, an international think
tank on urban affairs The city registered an annualized GDP growth rate of 11.5 per
cent over the seven fiscal years between 2001 and 2008. Surat ranks 4th in a global
study of fastest developing cities conducted by The City Mayors Foundation, an
international think tank on urban affairs. Surat Bags Best City Award in 2013
constituted by Annual Survey of India’s City-Systems ( ASICS).
7. TP SCHEME AND ROAD PATTERNS
7.1. TOWN PLANNING SCHEME
In Gujarat, Town Planning Schemes as an instrument for urban development has a
long history. The first Town Planning Scheme was taken up as early as in 1917 for
Jamalpur area of Ahmedabad city. Perhaps Jamalpur area Town Planning Scheme was
also the first TPS in the country. The Bombay Town Planning Act, 1915 provided for
growth and development of various parts of the city which facilitated taking up Town
Planning Schemes. The Act was modified and re-enacted in 1954 which made it
obligatory for each local authority to carry out a survey of the area within its
jurisdiction for preparation of development plan. With the re-organization of States in
India in 1956, Gujarat was carved out as a separate State. After re-organization the
State government enacted a separate Law known as the Gujarat Town Planning &
Urban Development Act, 1976. This Act provides for Town Planning Scheme in
detail. Under this Act the Town Planning Scheme is divided into 2 parts namely
physical planning of the scheme and financial aspects of the scheme. It identifies the
stages of TPS in the form of Draft Scheme. It identifies the stages of TPS in the form
TOD Based Land Use Planning For Outer Ring Road of Surat City
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of Draft Scheme, Preliminary Scheme and the Final Scheme with a view to expedite
the process of implementation of different stages
In order to implement the Master Plan / Development Plan prepared under the
Gujarat Town Planning & Urban Development Act, 1976, Town Planning Schemes
are prepared at micro level for an area of about 100 hectares particularly in those
pockets which are under pressure of urban development and need priority attention.
The concept behind taking 100 hectares is that TPS becomes manageable and viable
scheme for preparation and implementation at local level. The scheme is
conceptualized as a joint venture between the local authority and the owners of land,
who voluntarily agree to pool their land, redistribute the reconstituted plots of land
among themselves and share the development cost. For preparation of scheme land
parcels with common ownership are marked with original survey number / plot
number on a map. All such original plots form one area for planning purpose. In the
layout plan taking out the area for roads and streets and public and semi-public spaces
the remaining area is planned in regular plots known as final plots. The final plots
though reduced in size better in shape, build ability and accessibility are allocated to
the land owners preferably in close proximity to their original plots. The owner also
gets compensation for the area reduced for public spaces and roads. Since the
reconstituted plot has the better accessibility and good potential for development, its
value gets enhanced. The difference between enhanced value and the original value is
liable to get. Part of such increment in land value is contributed for the cost of
development work in the scheme. Under the Act it is clearly provided that the
landowners will get the net amount of the increment value of the plot worked out after
deducting the amount of compensation payable for the loss in area.
7.2. TP SCHEME NUMBER 44, 56, 57
• We have collected original TP schemes of the study area, represented as 44, 56 and
57.
• These TP schemes were merged and the patch from Bhanodra to Kharvasa of 3.6 km
was taken into consideration. Along this 3.6 km, we propose development plan for
500 meters on both the side.
• The 90 meters road, canal, khadi and rest part of village presented in the TP scheme
provided by SUDA have not been changed in anyway. They have been taken into
consideration as it is.
8. ROAD NETWORK CALCULATIONS
• Vertical Component = 3.6 kilometer
• Horizontal Component = 1 kilometer
• Total Area = 3.6 kilometers * 1 kilometer= 360 hectares
• Road Provision = 20% of area= 20/100 * 36,00,000= 7,20,000 square meters
• Patch on left hand side of the main road = 1,86,896 square meters
• Patch on right hand side of the main road = 2,07,675 square meters
• Main Road Patch (90m) = 3,24,000 square meters
• Total Area of the road network = 7,18,571 square meters
• That makes 20 % of the total area
Preet K. Desai, Rohan J. Desai, Bhavin H. Zaveri
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9. LAND USE PROPOSAL
Table 9.1 Land use planning has been conducted as per the UDPFI norms given below:
Sr.
No. Land Use Category
Percentage of Developed Area
Small Medium Large
Cities
Metropolitan Cities
& Megapolis
1 Residential 45-50 43-48 36-39 36-38
2 Commercial 2-3 4-6 5-6 5-6
3 Industrial 8-10 7-9 7-8 7-8
4 Pub. And Semi public 6-8 6-8 10-12 10-12
5 Recreational 12-14 12-14 14-16 14-16
6 Transport and
communication
10-12 10-12 12-14 12-14
7 Agriculture, Water bodies
and special areas
Balance Balance Balance Balance
8 Total developed area 100 100 100 100
Table 9.2 Category wise land use planning for the proposed pocket:
Sr.
No. Land Use Category
% of developed
area for large
city
Required Area of
proposed land as per
UDPFI
Proposed Area
for planning
1. Residential 36-39 14,40,000 8,21,100
2. Commercial 5-6 1,80,000 1,78,000
3. Public & Semi Public 10-12 5,04,000 4,25,000
4. Transportation &
Communication 12-14 5,04,000 1,30,000
5. Agriculture & Water
bodies 7 2,52,000 80,000
6. Recreational 14-16 7,20,000 7,19,000
10. MASS TRANSIT SYSTEM – BRTS REQUIREMENTS:
There are three major components of BRT systems:
• Infrastructure: running ways, stations (and facilities), terminals and depots
• Buses
• Operation: routing and service options, fare collection
• The configuration of any particular bus lane or bus way depends on the width of
streets, the amount of mixed traffic, pedestrians, bicycles and frequency of bus within
and outside the BRT system. A Dedicated Two Lane carriageway of width 7.0m is
provided for BRTS corridor. The Mixed traffic lane is separated from the BRTS lane
by providing 250mm wide CC block on both sides.
• The dimension of standard BRT buses is 16-18 meter*2.66 meter and the typical
capacity (seating + standee) is 70 persons.
• Stations used for BRT schemes vary from system to system. However, they are
generally of a more advanced nature than those typically used for conventional bus
services, ideally combining state-of-the-art passenger information technology with
the comfort and convenience of rail stations, along with improved safety and fare
collection systems.
TOD Based Land Use Planning For Outer Ring Road of Surat City
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11. TP SCHEME AND PLANNING
SR. No. Label Description
1
Merger of T.P
schemes
A final merger of T.P schemes 56 PLAN 3
Model of Kharvasa and T.P 44 Model of
Bhanodra has been undertaken to get the
required pocket of outer ring road.
2
Grid road
pattern-Model
After the merger, a specified grid road pattern
has been implemented for the proposed land use
plan.
3
Replotting On basis of the UDPFI norms replotting was
conducted for the plots falling under the
proposed parcel of land.
4 Land use
planning
A final land use plan has been proposed considering the above
mentioned schemes, norms and calculations.
Figure 11.1 TP 56 PLAN 3-Model
Preet K. Desai, Rohan J. Desai, Bhavin H. Zaveri
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Figure 11.2 TPO TP 44 BHANODRA-Model
TOD Based Land Use Planning For Outer Ring Road of Surat City
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Figure 11.3final merger of t.p schemes
Preet K. Desai, Rohan J. Desai, Bhavin H. Zaveri
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PLOT NUM-
BER TOTAL AREA
DEDUC-TION
PERCENTAGE
AREA TO BE
DEDUCTED
AREA TO BE
PLANNED
9 1224.91 35 428.7185 796.1915
10 710.63 30 213.189 497.441
16 17603.86 40 7041.544 10562.316
17 9955.13 35 3484.2955 6470.8345
12 5299.29 35 1854.7515 3444.5385
15 20912.79 40 8365.116 12547.674
30 10851.18 40 4340.472 6510.708
18 24142.34 40 9656.936 14485.404
8 3085.52 35 1079.932 2005.588
14 4812.61 35 1684.4135 3128.1965
34 9444.31 35 3305.5085 6138.8015
33 11070.36 40 4428.144 6642.216
31 11878.89 40 4751.556 7127.334
29 34972.65 40 13989.06 20983.59
28 17047.3 40 6818.92 10228.38
19 15753.46 40 6301.384 9452.076
7 4417.92 35 1546.272 2871.648
20 4477.34 35 1567.069 2910.271
21 4486.47 35 1570.2645 2916.2055
22 8542.85 35 2989.9975 5552.8525
23 16378.6 40 6551.44 9827.16
27 47056.13 40 18822.452 28233.678
32 19616.7 40 7846.68 11770.02
5 3108.91 35 1088.1185 2020.7915
4 10845.26 40 4338.104 6507.156
3 14084.28 40 5633.712 8450.568
2 17191.21 40 6876.484 10314.726
1 13314.85 40 5325.94 7988.91
25 13842.33 40 5536.932 8305.398
24 4702.42 35 1645.847 3056.573
26 39293.59 40 15717.436 23576.154
54/A 20257.08 40 8102.832 12154.248
55/A 14867.05 40 5946.82 8920.23
56 14113.82 40 5645.528 8468.292
108 7231.42 35 2530.997 4700.423
109 8764.05 35 3067.4175 5696.6325
57 11770.68 40 4708.272 7062.408
58 7020.47 35 2457.1645 4563.3055
120 1148.09 35 401.8315 746.2585
121 1417.44 35 496.104 921.336
119 7611.21 35 2663.9235 4947.2865
122 1010.73 35 353.7555 656.9745
116 9284.72 35 3249.652 6035.068
117 708 30 212.4 495.6
115 1818.91 35 636.6185 1182.2915
TOD Based Land Use Planning For Outer Ring Road of Surat City
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PLOT NUM-
BER TOTAL AREA
DEDUC-TION
PERCENTAGE
AREA TO BE
DEDUCTED
AREA TO BE
PLANNED
114 3868.67 35 1354.0345 2514.6355
111 3295.31 35 1153.3585 2141.9515
110 3337.98 35 1168.293 2169.687
112 12627.24 40 5050.896 7576.344
94 3056.73 35 1069.8555 1986.8745
95 4948.78 35 1732.073 3216.707
96 7163.43 35 2507.2005 4656.2295
113 2227.77 35 779.7195 1448.0505
118 12821.36 40 5128.544 7692.816
104 12818.54 40 5127.416 7691.124
105 13366.61 40 5346.644 8019.966
106 13947.41 40 5578.964 8368.446
107 8410.58 35 2943.703 5466.877
97/A 27783.62 40 11113.448 16670.172
98 16592.27 40 6636.908 9955.362
99 8673.05 35 3035.5675 5637.4825
2 13856.41 40 5542.564 8313.846
5 15033.52 40 6013.408 9020.112
4 8109.49 35 2838.3215 5271.1685
3 6132.95 35 2146.5325 3986.4175
93 3205.52 35 1121.932 2083.588
92 9321.48 35 3262.518 6058.962
91 638.07 30 191.421 446.649
97/B 4822.66 35 1687.931 3134.729
31 13177.95 40 5271.18 7906.77
32 8480.1 35 2968.035 5512.065
30 14421.53 40 5768.612 8652.918
29 9398.27 35 3289.3945 6108.8755
28 15193.65 40 6077.46 9116.19
26 9274.11 35 3245.9385 6028.1715
25 4761.73 35 1666.6055 3095.1245
32 8480.1 35 2968.035 5512.065
33 6738.44 35 2358.454 4379.986
37 5449.54 35 1907.339 3542.201
36 3904.1 35 1366.435 2537.665
38 8755.7 35 3064.495 5691.205
27 16569.93 40 6627.972 9941.958
40 8091.22 35 2831.927 5259.293
41 21157.9 40 8463.16 12694.74
35 566.74 30 170.022 396.718
34 8597.79 35 3009.2265 5588.5635
39 13507.91 40 5403.164 8104.746
42 11130.85 40 4452.34 6678.51
43 9445.24 35 3305.834 6139.406
44 16508.02 40 6603.208 9904.812
Preet K. Desai, Rohan J. Desai, Bhavin H. Zaveri
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PLOT NUM-
BER TOTAL AREA
DEDUC-TION
PERCENTAGE
AREA TO BE
DEDUCTED
AREA TO BE
PLANNED
23 58302.79 40 23321.116 34981.674
89/A 504.62 30 151.386 353.234
88/B 946.7 30 284.01 662.69
46/B 1042.18 35 364.763 677.417
45/B 852.69 30 255.807 596.883
22/B 4388.98 35 1536.143 2852.837
21/B 3470.32 35 1214.612 2255.708
153/A 20333.76 40 8133.504 12200.256
21/A 17520.47 40 7008.188 10512.282
22/A 29112.6 40 11645.04 17467.56
47 17737.27 40 7094.908 10642.362
86 900.7 30 270.21 630.49
87 199.31 30 59.793 139.517
19/A 8509.01 35 2978.1535 5530.8565
58 1908.34 35 667.919 1240.421
57 14693.48 40 5877.392 8816.088
48 667.92 30 200.376 467.544
56 8094.58 35 2833.103 5261.477
55 7641.4 35 2674.49 4966.91
100 41734.42 40 16693.768 25040.652
51 5268.95 35 1844.1325 3424.8175
52 1509.6 35 528.36 981.24
53 673.44 30 202.032 471.408
54 641.5 30 192.45 449.05
50 10822.85 40 4329.14 6493.71
49 34295.71 40 13718.284 20577.426
59 22588.62 40 9035.448 13553.172
60 9463.38 35 3312.183 6151.197
61 10644.21 40 4257.684 6386.526
62 16896.7 40 6758.68 10138.02
63 2915.8 35 1020.53 1895.27
112 18104.83 40 7241.932 10862.898
111 10929.88 40 4371.952 6557.928
64 13801.72 40 5520.688 8281.032
65 14772.47 40 5908.988 8863.482
66 14914.01 40 5965.604 8948.406
81 10768.29 40 4307.316 6460.974
82 4646.64 35 1626.324 3020.316
84 1005.94 35 352.079 653.861
80 52779.74 40 21111.896 31667.844
67 22309.43 40 8923.772 13385.658
79 21642.68 40 8657.072 12985.608
78 20479.09 40 8191.636 12287.454
72 20653.02 40 8261.208 12391.812
73 5192.67 35 1817.4345 3375.2355
TOD Based Land Use Planning For Outer Ring Road of Surat City
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PLOT NUM-
BER TOTAL AREA
DEDUC-TION
PERCENTAGE
AREA TO BE
DEDUCTED
AREA TO BE
PLANNED
67 18100 40 7240 10860
565 7220 35 2527 4693
102 4453 35 1558.55 2894.45
72/B 3493 35 1222.55 2270.45
60 14487 35 5070.45 9416.55
63 5016 35 1755.6 3260.4
62 9747 35 3411.45 6335.55
61 7695 35 2693.25 5001.75
59 12704 40 5081.6 7622.4
58/B 6176 35 2161.6 4014.4
54/A 8369 35 2929.15 5439.85
57/A 2480 35 868 1612
54/B 308 30 92.4 215.6
57/B 8005 35 2801.75 5203.25
56 7157 35 2504.95 4652.05
129 4696 35 1643.6 3052.4
128/B 227 30 68.1 158.9
55 2182 35 763.7 1418.3
130 7109 35 2488.15 4620.85
134 3055 35 1069.25 1985.75
131 10120 40 4048 6072
137 11840 40 4736 7104
138 6348 35 2221.8 4126.2
139 5487 35 1920.45 3566.55
140 6766 35 2368.1 4397.9
141 2237 35 782.95 1454.05
142 3147 35 1101.45 2045.55
143 1789 35 626.15 1162.85
145 3650 35 1277.5 2372.5
146 8766 35 3068.1 5697.9
147 20926 40 8370.4 12555.6
148 10212 40 4084.8 6127.2
136 5326 35 1864.1 3461.9
150/A 14335 40 5734 8601
150/B 7242 35 2534.7 4707.3
151 18071 40 7228.4 10842.6
152 2849 35 997.15 1851.85
14/B 4101 35 1435.35 2665.65
14/A 3215 35 1125.25 2089.75
15 16426 40 6570.4 9855.6
16 4091 35 1431.85 2659.15
13 7720 35 2702 5018
12/A 8555 35 2994.25 5560.75
12/B 8786 35 3075.1 5710.9
11 8710 35 3048.5 5661.5
Preet K. Desai, Rohan J. Desai, Bhavin H. Zaveri
http://www.iaeme.com/IJCIET/index.asp 164 [email protected]
PLOT NUM-
BER TOTAL AREA
DEDUC-TION
PERCENTAGE
AREA TO BE
DEDUCTED
AREA TO BE
PLANNED
10 5157 35 1804.95 3352.05
9 13206 40 5282.4 7923.6
8 1115 35 390.25 724.75
7 8304 35 2906.4 5397.6
6 12469 40 4987.6 7481.4
17 13271 40 5308.4 7962.6
18 20274 40 8109.6 12164.4
90 11971 40 4788.4 7182.6
115/A 21906 40 8762.4 13143.6
116 9797 35 3428.95 6368.05
117/A 34021 40 13608.4 20412.6
117/B 2828 35 989.8 1838.2
153/B 23856 40 9542.4 14313.6
118 22301 40 8920.4 13380.6
119 468 30 140.4 327.6
121 7530 35 2635.5 4894.5
122 5959 35 2085.65 3873.35
123 7302 35 2555.7 4746.3
124 5606 35 1962.1 3643.9
125 6106 35 2137.1 3968.9
126 3526 35 1234.1 2291.9
127 3779 35 1322.65 2456.35
128/A 4599 35 1609.65 2989.35
128/B 2244 35 785.4 1458.6
129 5056 35 1769.6 3286.4
63 5033 35 1761.55 3271.45
62 9747 35 3411.45 6335.55
61 7610 35 2663.5 4946.5
70 13867 40 5546.8 8320.2
71 12833 40 5133.2 7699.8
68 11377 40 4550.8 6826.2
69 9679 35 3387.65 6291.35
108 12473 40 4989.2 7483.8
109 7014 35 2454.9 4559.1
110 9471 35 3314.85 6156.15
103 11054 40 4421.6 6632.4
101 3272 35 1145.2 2126.8
102 4453 35 1558.55 2894.45
104 4518 35 1581.3 2936.7
105 3906 35 1367.1 2538.9
106 4123 35 1443.05 2679.95
107 7201 35 2520.35 4680.65
132 6778 35 2372.3 4405.7
133 6995 35 2448.25 4546.75
82 11130 40 4452 6678
TOD Based Land Use Planning For Outer Ring Road of Surat City
http://www.iaeme.com/IJCIET/index.asp 165 [email protected]
PLOT NUM-
BER TOTAL AREA
DEDUC-TION
PERCENTAGE
AREA TO BE
DEDUCTED
AREA TO BE
PLANNED
84 8982 35 3143.7 5838.3
85 6456 35 2259.6 4196.4
86 3878 35 1357.3 2520.7
87 3656 35 1279.6 2376.4
88 18343 40 7337.2 11005.8
90' 11340 40 4536 6804
91 2251 35 787.85 1463.15
92 7148 35 2501.8 4646.2
93 8586 35 3005.1 5580.9
94 8612 35 3014.2 5597.8
95 15795 40 6318 9477
96 10839 40 4335.6 6503.4
97 30605 40 12242 18363
98 9107 35 3187.45 5919.55
99 18585 40 7434 11151
101' 26313 40 10525.2 15787.8
102' 12653 40 5061.2 7591.8
103/A 6526 35 2284.1 4241.9
103/B 6270 35 2194.5 4075.5
78 8879 35 3107.65 5771.35
75 21975 40 8790 13185
76 4259 35 1490.65 2768.35
74 13907 40 5562.8 8344.2
73 12562 40 5024.8 7537.2
66 34688 40 13875.2 20812.8
65 11333 40 4533.2 6799.8
64 15384 40 6153.6 9230.4
63 32783 40 13113.2 19669.8
59 3567 35 1248.45 2318.55
55/B 870 30 261 609
54/B 876 30 262.8 613.2
60 16019 40 6407.6 9611.4
62 25866 40 10346.4 15519.6
69 9531 35 3335.85 6195.15
215 3101 35 1085.35 2015.65
214 8657 35 3029.95 5627.05
47 17771 40 7108.4 10662.6
46 20390 40 8156 12234
40 32404 40 12961.6 19442.4
41 10826 40 4330.4 6495.6
45 14931 40 5972.4 8958.6
44 13358 40 5343.2 8014.8
43 2389 35 836.15 1552.85
42 15393 40 6157.2 9235.8
39 42306 40 16922.4 25383.6
Preet K. Desai, Rohan J. Desai, Bhavin H. Zaveri
http://www.iaeme.com/IJCIET/index.asp 166 [email protected]
PLOT NUM-
BER TOTAL AREA
DEDUC-TION
PERCENTAGE
AREA TO BE
DEDUCTED
AREA TO BE
PLANNED
213 1305 35 456.75 848.25
212 589 30 176.7 412.3
170 10317 40 4126.8 6190.2
171 15264 40 6105.6 9158.4
175 942 30 282.6 659.4
38 33894 40 13557.6 20336.4
37 9543 30 2862.9 6680.1
36 10346 40 4138.4 6207.6
35 12317 40 4926.8 7390.2
32 19616 40 7846.4 11769.6
149 2386 35 835.1 1550.9
89 5411 35 1893.85 3517.15
83 1811 35 633.85 1177.15
71 after 68 4200 35 1470 2730
68 next to
61upper 4229 35 1480.15 2748.85
69 9531 35 3335.85 6195.15
120 7206 35 2522.1 4683.9
115/B 12200 40 4880 7320
114 12655 40 5062 7593
148 10275 40 4110 6165
99 18585 40 7434 11151
100 3628 35 1269.8 2358.2
54/B 876 30 262.8 613.2
55/B 870 30 261 609
48 1824 35 638.4 1185.6
49 1788 35 625.8 1162.2
50 2047 35 716.45 1330.55
51 2497 35 873.95 1623.05
52 803 30 240.9 562.1
53 17322 40 6928.8 10393.2
46 20390 40 8156 12234
60 16019 40 6407.6 9611.4
0 0
45/A 7347 35 2571.45 4775.55
45/B 852 30 255.6 596.4
46/A 7320 35 2562 4758
46/B 1042 35 364.7 677.3
47 7737 35 2707.95 5029.05
86 900 30 270 630
87 199 30 59.7 139.3
88/A0 5422 35 1897.7 3524.3
8 1115 35 390.25 724.75
10 5157 35 1804.95 3352.05
21/B 3470 35 1214.5 2255.5
22/B 4388 35 1535.8 2852.2
TOD Based Land Use Planning For Outer Ring Road of Surat City
http://www.iaeme.com/IJCIET/index.asp 167 [email protected]
PLOT NUM-
BER TOTAL AREA
DEDUC-TION
PERCENTAGE
AREA TO BE
DEDUCTED
AREA TO BE
PLANNED
23 58302 40 23320.8 34981.2
24 5708 35 1997.8 3710.2
40 8091 35 2831.85 5259.15
41 21157 40 8462.8 12694.2
44 16508 40 6603.2 9904.8
19/B 1094 35 382.9 711.1
12. CONCLUDING REMARKS
• This mix land use planning will be a boon for the locality.
• It will include mass rapid transit system which will connect the residents to all the
major centers.
• Since there is no planning for industrial zone, it will be a healthy and viable
environment for the community.
• Due to the proposal of mixed residential zoning, residents with high as well as
mediocre lifestyle can be accommodated.
• Due to proposal of grid road pattern, each and every arterial as well as sub-arterial
road will be well connected to the main road.
REFERENCES
[1] Vishal K Chheta, Dr. Krupesh A. Chauhan, Nodal development proposal for
proposed outer ring road of Surat,2014
[2] Hayati Sari Hasibuan, Tresna P Soemardi, RaldiKoestoer, SetyoMoersidik, The
Role of TOD in constructing urban environment sustainability, the case of
Jabodetabek, Indonesia,2013
[3] Ana Galelo, AnabelaRibriro, Luis M Martinez, Measuring and evaluating the
impacts of TOD measures- Searching for evidence of TOD characteristics in
Azambuja train line,2013
[4] Last Mile Connectivity (LMC) for enhancing accessibility of Rapid Transit
Systems, Chidambara, Department of Urban Planning, School of Planning and
Architecture New Delhi, India,2012
[5] Breakthrough Technologies Institute, Address an assessment of comfort, time,
and distance, cost incurred in LMC as proportion of the total journey for rapid
transit users, user options available for LMC,2008
[6] Michael Todd, Matthew Barth, Michael Eichler, Carlos Daganzo, Susan A.
Shaheen, Enhanced Transit Strategies: Bus Lanes with Intermittent Priority and
ITS Technology Architectures for TOD Enhancement,2006
[7] Prepared for the brooking Institution, Centre on urban and Metropolitan Policy
and the Great American Station Foundation, Transit Oriented Development from
Rhetoric to Reality,2002
[8] KetutDewi Martha ErliHandayen, TOD Best Practice: Lesson Learned for GHG
mitigation on Transportation Sector in Surabaya City, Indonesia,2013
[9] Urban and regional development plans Formulation and implementation(urdpfi)
guidelines Government of India Ministry of urban development
Http://moud.gov.in, Volume ii (a) and ii (b) Appendices to urdpfi guidelines,
2014
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[10] Bhasker Vijaykumar Bhatt and Kamlesh Chinabhai Chandpa, Road Crashes and
Losses In Surat City And Umra. International Journal of Civil Engineering and
Technology, 5(5), 2014, pp.105–113.
[11] Naman Agarwal and Ajit Kumar, Design of Stone Dust Stabilized Road.
International Journal of Civil Engineering and Technology, 6(5), 2015, pp.28–
33.
[12] Poonam Kolhe And Prof. Smita Tikar, Review of Methods of Automatic License
Plate Recognition: Future Road Map. International Journal of Electronics and
Communication Engineering & Technology, 5(1), 2014, pp.67–73.
[13] Urban and regional development plansFormulation and implementation (urdpfi)
guidelines volume 1,2015
[14] Department of Surat Urban Development (SUDA)