integrated mobility plan for greater ahmedabad region

Ahmedabad Urban Development Authority

I t t d M bilit Pl f Integrated Mobility Plan for Greater Ahmedabad Region

Horizon year 2031 Horizon year 2031

Volume 1- Plan Document

Prepared by Center of Excellence in Urban Transport-Center of Excellence in Urban Transport-

CEPT University

In Association with:Urban Mass Transit Company Ltd &Urban Mass Transit Company Ltd &

LEA Associates

INTEGRATED MOBILITY PLAN FOR GREATER AHMEDABAD REGION 2031

Foreword

Cities in Gujarat are on the verge of rapid urbanisation, the economy is booming and a lot of investment is targeted towards the state. Currently Gujarat accounts for 5% of India's population but 16% of its industrial output and 22% of its exports. The GDP growth in the state was around 10% in 2010‐11 which was higher than the national average of about 8%.

The commercial capital of Gujarat, Ahmedabad, is one of the emerging urban centres of India. With a population of 5.5 million within the municipal area and 9.5 million within the Urban Development Area, this city is preparing for future challenges, more importantly in terms of sustaining its contributions to the growth of Gujarat State.

Land use transport integration has been long recognised throughout the world. Ahmedabad Urban Development Authority has played a pivotal role in shaping the development in Ahmedabad and has been progressive to adopt new concepts. Integrated mobility Plan is the first initiative taken in India to prepare both transportation plans and Development Plans concurrently. Ahmedabad Urban Development Authority (AUDA) is in the process

of revising its Development Plan and hence the preparation of Integrated Mobility Plan was taken up simultaneously. This plan would act as an input to the strategic planning process and help in shaping the future of the Ahmedabad ‐ Gandhinagar region. Therefore, the Integrated Mobility Plan for Ahmedabad ‐ Gandhinagar region is a comprehensive plan being prepared alongside the Development Plan, for management and development of transport system in the city, supporting long‐range land use objectives of the Development Plan.

Ms. D. Thara (IAS)

CEO, Ahmedabad Urban Development Authority


Preface Ahmedabad being the primate city in Gujarat is experiencing rapid growth in its region. The Greater Ahmedabad (GA) region is expected to grow from 8.1 million in 2011 to about 12.5 million in 2031. Major industrial developments are being planned in Viramgam, Changodar and Bechraji Special Investment Regions (SIRs) in western and south‐west part of the GA area. Another major employment node ‐ GIFT city is being planned between Ahmedabad and Gandhinagar as a major financial centre. While some industrial investments are also being envisaged in Kadi, Kalol, and Mehmedabad; Sanand, Dehgam, Kheda and Bavla are being developed as residential towns.

The vision of the plan is to “Integrate city structure and transport system towards greater accessibility, efficient mobility and lower carbon future”. In this context, this plan focuses on structuring growth in the region by adopting a cluster development approach wherein Ahmedabad and Gandhinagar function as mother cities and SIR and other towns in the vicinity will act as nodes. The success of this approach will lie in the fact that the connectivity within the region both for people movement and goods will be enhanced by strengthening the regional network. Transportation systems do more than moving people and goods. They provide access to employment, education, shopping, health and entertainment opportunities. Transportation also affects income levels of people, land values and the environment. In essence, they determine quality of life in an area. Keeping this in mind there is a clear emphasis on three tier planning concept with networks planned at regional, urban and nodal level. This plan also introduces the concept of ‘transit ready streets’ wherein the median will be reserved for transit requirements on the arterials of the city along with management guidelines for all level of roads.

The interaction between Ahmedabad and Gandhinagar being the mother cities is on a rise; therefore transit proposals are mainly concentrated in

this urban complex. It is also recognised that a single mode will not be able to cater to the increasing demand of travel in future and hence a multimodal transit system has been proposed with regional rail catering to the travel between the nodes and the mother city and metro along with BRT catering to the urban complex in the mother city. In order to provide seamless travel within the urban complex interchange nodes and activity nodes have also been identified.

Carbon emissions from transportation are recognised as one of the main source of pollution in urban areas. This plan is sensitive to this issue and also focuses on compact development concept which helps in keeping the trip lengths and travel times under reasonable limits. This is further strengthened by improvement of pedestrian and cycling facilities by introduction of local area access plans and place making concept.

‘When cities grow they become city region’ and managing this region in an efficient way is the focus of this plan.

H. M. Shivanand Swamy

Executive Director

Center of Excellence in Urban Transport, CEPT University, Ahmedabad


i

Contents

1 Vision and Context 1

1.1 Background to the Plan 1

1.2 Plan Context 1

1.3 Vision 2

2 Strategic goals, challenges and policy directions 4

2.1 Strategic Goal 1 4



3 Proposals for transportation network 10

3.1 Regional Level Proposals 10

3.1.1 Regional Road network 10

3.1.2 Freight network 11

3.2 Urban Network proposals 11

3.3 Node Network proposals 14

3.4 Proposals for Arterial Road Management 14

4 Proposals for Developing an Integrated Public Transportation System 21

4.1 Suburban Rail 21


<Contents ii

4.2 Regional bus services ‐ GSRTC 22

4.3 BRTS 22

4.4 Metro 23

4.5 The Bus Improvement Strategy (BIS): 25

4.6 Transit nodes‐Activity Nodes and Interchange Nodes 26

5 Proposals for Encouraging Non‐Motorised Transportation 33

5.1 Complete Streets 33

5.2 Place making 33

5.3 Cycling 35

5.4 Local Area Access Plan: 36

6 Proposals for Better Demand Management 38

6.1 Parking Policy 38

6.2 Freight Management 40

6.2.1 Freight Movement Proposals 41

6.2.2 Logistic Hubs‐Consolidation/Distribution Centers 45

6.2.3 Freight Management – Heritage Sites 46

7 Development Framework 48

7.1 Multimodal Affordable Transport Authority (MATA) 48

7.2 Greater Ahmedabad Metropolitan Development Authority (GAMDA) 48

7.2.1 Objectives if Spatial Planning wing of GAMDA 48

7.2.2 Objectives of Transportation planning wing of GAMDA 49


<Contents iii

List of Figures

Figure 1: Study Area Delineation 2 Figure 2: Regional Interactions 5 Figure 3: Density Scenarios and Investments 5 Figure 4: Proposed Regional Network 2031 11 Figure 5: Proposed Urban Network 2031 12 Figure 6: Proposed Nodal Network 2031 14 Figure 7: Level of Roads Ahmedabad 2031 15 Figure 8: Proposed Cross section Level 1 Arterial Roads 16 Figure 9: Proposed Cross section Level 2 Sub arterial Roads 18 Figure 10: Proposed Cross section Level 3 Collector Roads 19 Figure 3‐11 Recommended cross section for Distributer roads 20 Figure 12: Regional Rail Network 21 Figure 13: Proposed GSRTC Terminals and Interchanges 22 Figure 14: Proposed BRT Network 23 Figure 15: Metro Alignment Options 24 Figure 16: Comparison of Alternatives 25 Figure 17: Activity Nodes options 27 Figure 18: Interchange Nodes Alternative 1 28 Figure 19: Interchange Nodes Alternative 2 29 Figure 20: FSI along BRT Corridor 30 Figure 21: Local Area Access Plans 37 Figure 22: Example of street design for 24m RoW 37 Figure 23: Naroda GIDC Estate Access Plan 42 Figure 24: Vatva GIDC Estate Access Plan 43 Figure 25: Odhav GIDC Estate Access Plan 43


<Contents iv

Figure 26: Freight Management Sarkhej 44 Figure 27: Freight Management Aslali 45 Figure 28: Logistics Hub and Transport Nagar 46 Figure 29: Restricted Freight Movement Walled City 47

List of Tables Table 1: Composition of Greater Ahmedabad Study Region 1 Table 2: Mode Share Present and Future 7 Table 3: Road Classification 14 Table 4: Proposed BRT Network 23 Table 5: Comparison for Metro Options 24 Table 6: List of Activity Nodes 27 Table 7: Proposed Manpower for Transport wing of GAMDA 52


<Contents v

List of Abbreviations AMTS: Ahmedabad Municipal Transport Service AUDA: Ahmedabad Urban Development Authority BIS: Bus Improvement Strategies BRTS: Bus Rapid Transit System DFC: Dedicated Freight Corridor DMIC: Delhi Mumbai Industrial Corridor FSI: Floor Space Index GA: Greater Ahmedabad GAMDA: Greater Ahmedabad Metropolitan Development Authority GHG: Green house Gas GIDB: Gujarat Infrastructure Development Board GIDC: Gujarat Industrial Development Corporation GIFT: Gujarat International Finance Tech –City GSRTC: Gujarat State Road Transport Corporation GUDA: Gandhinagar Urban Development Authority LAAP: Local Area Access Plan LASA: LEA Associates South Asia Pvt. Ltd MEGA: Metro‐Link Express for Gandhinagar and Ahmedabad MRT: Mass Rapid Transit NMV: Non Motorised Vehicles RoW: Right of Way SEZ: Special Economic Zone SIR: Special Investment Region TNDA: Transit Node Development Area TOD: Transit Oriented Development UMTA: Unified Metropolitan Transport Authority VTCOS: Vallabhipur Transportation Cooperative Society Pvt Ltd

Chapter 1- Vision and Context‘When Cities Grow they become city regions’


| Vision and Context 1

1 Vision and Context

1.1 Background to the Plan

The need for land use transport integration has been long recognised. However, transportation plans in India are typically prepared separately from land use plans and coordinating land use transport decisions becomes difficult. This often results in inefficient development and transportation proposals deal with problems arising thereof and are therefore reactive in nature.

Realising this constraint in the strategic planning process, this is the first initiative taken in India to prepare both transportation plans and Development Plans concurrently. Ahmedabad Urban Development Authority (AUDA) is in the process of revising its Development Plan and hence the preparation of Integrated Mobility Plan was taken up simultaneously. This plan would act as an input to the strategic planning process and help in shaping the future of the Ahmedabad ‐ Gandhinagar region. Therefore, the Integrated Mobility Plan for Ahmedabad ‐ Gandhinagar region is a comprehensive plan being prepared alongside the Development Plan, for management and development of transport system in the city, supporting long‐range land use objectives of the Development Plan.

1.2 Plan Context

The time horizon for this plan is 20 years. The planning region of Ahmedabad ‐ Gandhinagar covers an area of 4708 sq.km which comprises

of areas under AUDA and GUDA apart from four urban centres (Kadi, Kheda, Viramgam, Bavla) and 270 villages outside AUDA and GUDA (refer Figure 1). These are summarised in the table below:

Table 1: Composition of Greater Ahmedabad Study Region Jurisdictional areas

Area Comprises of

AUDA 1877.7 sq km (includes new AMC area of 466.06 sq km)

10 urban areas (Ahmedabad, Ahmedabad Cantonment, Bopal, Singarva, Nandej, Sanand, Kalol, Chiloda, Dehgam and Mehmadabad) and 163 villages

GUDA 394.71 sq km 2 urban areas (Gandhinagar, Adalaj) and 37 villages

Outside AUDA and GUDA

2436.04 sq km 4 urban areas (Kadi, Kheda, Viramgam, Bavla) and 270 villages

Total 4708.45 sq km 16 urban areas, 470 villages

The study area with an estimated population of 8.112 million (2011) has around 60% of the population residing within the municipal areas of Ahmedabad and Gandhinagar. Ahmedabad has been the primate city of Gujarat, being the largest in terms of the population size. Both Ahmedabad and Gandhinagar municipal areas are the major urban centres in Greater Ahmedabad region.

This region is expected to grow to about 12.5 million in population by 2031. The region caters to around 3.1 million jobs. Today, most of the activities are concentrated in the municipal areas of Ahmedabad and Gandhinagar accounting to around 71%. The numbers of jobs are



expected to rise to about 5.4 million with an annual increase of about 2.8 %. Given the trends, it is expected that of the new jobs getting created, more jobs would be located outside the cities of Ahmedabad and Gandhinagar. Hence the plan has to address the needs of the intra‐urban mobility as well as those of regional movements.

Figure 1: Study Area Delineation

The mobility needs of Ahmedabad ‐ Gandhinagar region is expected to grow rapidly in the next 20 years. The dynamic nature of the region is attracting large investments in and around Ahmedabad. The planned investments in Special Investment Regions (2 nos), Special Economic Zones (14 no) and the Gujarat International Finance Tec (GIFT)‐City are envisaged as major growth propellers. The upcoming Dedicated Freight Corridor (DFC) and the Delhi Mumbai Industrial corridor (DMIC) would

add to the pace of growth. Consequently, the mobility needs and travel demands would also increase. This plan therefore looks at structuring the future growth along with the transportation system in the region.

1.3 Vision The vision for the Greater Ahmedabad region for the year 2031 and beyond is to:

“Integrate city structure and transport system towards greater accessibility, efficient mobility and lower carbon future”

This vision has been based on the consultation with the various stakeholder organisations in Ahmedabad‐Gandhinagar region on the Integrated Mobility Plan undertaken in 2011. This is in line with the vision of Revised Draft Development Plan 2021 being developed by Ahmedabad Urban Development Authority (AUDA):

“Liveable environmentally sustainable and efficient city for all its citizens; a city with robust social and physical infrastructure and a distinct identity, a globally preferred investment decision.”

This is also in line with the National Urban Transport Policy, 2006 and, the 12th Five Year Plan focus areas of: Reducing the need for travel Reducing trip lengths Reducing automobile dependence through promoting the use of

public transport and NMV

The high level plan vision is supported by the following strategic goals:

GUJARAT

LEGEND

GIDCAMC GUDAAUDAOuter Urban centers GIFT city Industrial SIRWater body Regional roadsRail

10 KM0 5

To Himatnagar

To VadodaraTo Rajkot

ToKandla

To Mehsana

GANDHINAGAR

DEHGAM

KADI

KALOL

VIRANGAM

ADALEJ

CHILODA

AHMEDABAD

SANAND

BAVLABAREJA

KHEDA

MEMDABAD

GIFT



To develop transportation infrastructure for supporting envisaged economic development in the region and to contribute towards making Ahmedabad a globally preferred investment region

To facilitate efficient movement of people and goods by improving transportation network and also providing more transportation choices to its residents

To provide a sustainable and safer transportation system focusing on non motorised modes and public transportation system

Chapter 2- Strategic Goals, Challenges and Policy Directions‘How much area would we like to urbanise?’


IMP | Strategic goals, challenges and policy directions 4

2 Strategic goals, challenges and policy directions

The outlined strategic goals of the plan would be supported by policy directions. These are discussed below:

2.1 Strategic Goal 1

To develop integrated landuse transportation infrastructure for supporting envisaged economic development in the region and to contribute towards making Ahmedabad a globally preferred investment region

The population growth in the Greater Ahmedabad region is expected to increase at a rapid pace and the region would be accommodating about 12.5 million people by 2031. The growth in the economy would also be substantial and the employment would increase by 70% from 3.1 million jobs to 5.4 million jobs in 2031.

The Greater Ahmedabad (GA) region will be a dynamic growth area with major industrial developments being planned in Viramgam and Changodar Special Investment Regions (SIRs) in western and south‐west part of the GA area. Another major employment node ‐ GIFT city is being planned between Ahmedabad and Gandhinagar as a major financial centre. While some industrial investments are also being envisaged in Kadi, Kalol, and Mehmedabad; Sanand, Dehgam, Kheda and Bavla are being developed as residential towns.

A Dedicated Freight Corridor (DFC) along with the Delhi Mumbai Industrial Corridor (DMIC) is being planned which would be passing through the GA area, between Sanand and Ahmedabad.

All these developments are going to add another 1.75million trips in the study area by 2031, an 15% fold increase from the current levels. While increase in trips in all areas are envisaged, the industrial and growth of towns in the vicinity of Ahmedabad and Gandhinagar would result in much stronger linkage between Ahmedabad, Gandhinagar and the industrial developments in Changodar, Viramgam, etc.

Though the existing road networks in Ahmedabad and Gandhinagar do not have very high congestion, by 2031 most of the road network would have reached saturation levels. The public transport services at current levels would fail to meet the future transport demands.

The radial roads of Ahmedabad city would witness significant increase in traffic levels, while increase in activities at Viramgam, Changodar, Bechrajji, GIFT city would impact the regional roads as well.

Anticipated growth rate of population for the Greater Ahmedabad study is based on cluster approach with each cluster having differential growth rates. In this case the parent city stabilises after reaching a certain permissible size while the surrounding urban settlements having good functional linkages with the parent city starts developing. The following parameters were used to derive the growth rate for study area.



Strategic location of the settlements with respect to its

geographical attributes and having strong functional linkages to

the major activity zones.

Existing agriculture zones and environmental sensitive zones

Proposed transportation linkages of the study area with respect

to transport modes based on the above criterion

Four scenarios of population density are worked out for the year 2031;

low lying areas to the south of Ahmedabad are kept as low density zones.

For developing Greater Ahmedabad as clusters, provision for connectivity

of different nodes with rapid transit will have to be made.

Figure 2: Regional Interactions

Figure 3: Density Scenarios and Investments

Of the four density scenarios developed 125PPH was accepted as the most feasible scenario taking stakeholder consultations into consideration.

In order to promote an integrated land use transport integration three level of planning is proposed:

1. Regional level plans which deal with the structuring of regional growth and connectivity for efficient growth

2. Urban level plans which deal with structuring growth in the main urban complex of Ahmedabad Gandhinagar area in the form of



intensification areas and new activity centres development which is connected by efficient multi modal system.

3. Nodal level Plans which are made for the small nodes defining the growth, function and adopting sustainable modes.

The investments planned in the GA region would also lead to increased freight movements. The DFC passing though the GA area would definitely help facilitate easy good movement. For distribution of goods within the planning area, provision of additional capacity for freight movements on the regional roads would also be made.

For a more sustainable growth pattern, the land use and transport proposals would have to be integrated. It is therefore envisaged that the proposals would deal with intensification of existing city areas like redevelopment of closed mill lands in Ahmedabad city centre. At the same time the major investment areas in the GA region would be connected by public transport network along with a regional road network.

The policy directions therefore are:

Develop transportation system to be able to accommodate population and employment growth in the Greater Ahmedabad region

Develop a regional public transportation system to enhance accessibility levels to existing and proposed activity centres in the planning area

Improve freight connectivity to facilitate efficient movement of goods within the GA area


To facilitate efficient movement of people and goods in Ahmedabad and Gandhinagar by improving transportation network and also providing more transportation choices to its residents

A good transport system is critical to provide access to jobs, education and other services. About 21 per cent of population is covered by public transport system in Ahmedabad and Gandhinagar respectively. The PT mode share in Ahmedabad is about 10 per cent with about 0.9 million passenger boardings on AMTS buses and 0.15 million on BRTS. In Gandhinagar, the PT mode share is similar with 11% people

The BRT system which was introduced in 2009 currently has around 45 kms operational against the proposed 216 kms. With the implementation and operationalisation of the new BRT corridors, PT ridership is expected to get a significant boost.

To cater to 2031 travel demand, a multi‐modal public transport system is being considered which would include commuter rail, metro apart from enhancements in BRTS and regular bus services.

The freight transportation system in the city of Ahmedabad is witnessing serious issues, impacting the city infrastructure, environment and quality of life of the people. Concentration of commercial activities in the city centre along with location of major transportation nodes like railway station, regional bus terminals has increased the conflicts between pedestrians, passenger traffic and goods movement. Inadequate parking provisions, lack of enforcement of traffic rules, indiscipline, no/ few



monitoring measures, all contribute to safety concerns and ever rising congestion on streets.

Urban freight vehicles represent about 25% of road space use. In 2010, 38% of total fatalities in 2010 were caused by freight carriers in the city of Ahmedabad. The impact of emissions from the vehicles on the environment is also demands attention. Urban freight accounted for 60% of GHG emissions in 2010.

The policy directions for facilitating efficient movement of people and goods therefore are:

Ensure efficient access to jobs, education and other services

within Ahmedabad and Gandhinagar by providing improved

public transport system in terms of better area coverage, capacity

enhancements and improved service frequencies.

Freight management plan


To provide a sustainable and safer transportation system focusing on non-motorised modes and public transportation system

Ahmedabad’s transportation system has been focused primarily on the road network and efficient movement of motorised traffic. In recent times, projects like BRTS have renewed the emphasis on public transport modes. The share of public transport is 10 percent currently and one‐third of the trips are undertaken by non‐motorised modes (walk and cycle).

Ahmedabad has a compact city structure having poly‐centric nodes. Trip patterns are dispersed as a result of which the average trip lengths (5.5km) are lower than comparable size cities in India. Commercial activities in Ahmedabad are mostly seen as part of mixed land use spread throughout the city along major roads. The basic necessities from residences are conveniently located and therefore provide an opportunity for ensuring such trips are undertaken by NMV modes.

For ensuring most optimal use of the road space in Ahmedabad, this plan focuses on efficient and sustainable modes like public transport, walking and cycling. To achieve this, challenging targets for mode shares in 2031 has been set:

Table 2: Mode Share Present and Future Mode Shares Private Public

Transport

Non-motorised

modes

IPT

2011 36% 12% 46% 6%

2031 23% 40% 33% 4%

It is also projected that the motorised trip rate will increase from .72 in 2012 to about .91 in 3031. The share of PT in motorised trips is going to increase by 24% for this a multimodal and efficient transport system has been proposed for the city.

In order to facilitate movements of pedestrians to activity areas near to residential areas and access to public transport modes, initiatives like design of pedestrian friendly streets having continuous and well maintained footpaths, providing direct connections to activity centres and minimising conflicts with motorised traffic will be taken at the area level.



Local Area Access Plans (LAAP) keeping in view the above focus areas will be developed with the local authorities for both residential as well as destination areas.

Well designed public spaces can provide attractive places to spend time and can also encourage walking and cycling. To enhance the built environment, place making projects like Kankaria Lake Redevelopment have been a major success. Similar urban design initiatives are being planned for Bhadra fort, Law Garden area which will emphasise on “providing spaces back to people”.

While planning multi‐modal public transport systems, design of interchanges for making transfers from one mode/service to another

convenient, easy and quick will be taken. Apart from measures like integrated ticketing, design initiatives to facilitate unimpeded movement of passengers, well designed spaces, appropriate signages with requisite information would also be provided. This will help in providing passengers with a better journey experience.

Developing a safer transportation system is a priority area of this plan. The number of fatal accidents in Ahmedabad (222 accidents in 2011) is lower than other metropolitan cities in India and is also on a downward trend (248 fatal accidents in 2007). However about 70% of the fatal accidents involve pedestrians and cyclists and therefore, is a cause of major concern. This plan focuses on developing a safer transportation system with a focus on non‐motorised modes.

Measures to reduce pedestrian‐vehicular conflicts along major roads through segregation of movements would be taken up at an area level with the assistance of the local government. It has been observed that the pedestrians crossing mid‐block for accessing BRT stations are vulnerable to high speed traffic, which is a safety concern. Initiatives to reduce traffic speeds and provide safe access to the pedestrians to BRT stations are also being taken up.

The policy directions for a safe and sustainable transport system for the city are:

Provision of enhanced infrastructure at the local level to make walking and cycling attractive and convenient

Planning for safe, barrier free pedestrian and cycle movements



Creation of complete streets and place making for facilitating non‐motorised movements

Improving access to bus stations and designing of interchanges for seamless transfers between different public transport modes / services

Chapter 3- Proposals for transportation network‘Every road has a specific function, lets start respecting it ’


IMP | Proposals for transportation network 10

3 Proposals for transportation network

The Integrated Mobility Plan is a comprehensive plan being prepared alongside the Development Plan, for management and development of transport system in the city, supporting long‐range land use objectives of the Development Plan.

A compact development is envisaged for the city which will aim at promoting transit oriented development in the future. The urban growth and urban structure of the twin cities Ahmedabad and Gandhinagar will be governed by public transport corridors. Development of mass rapid transit corridor along with transit nodes will facilitate the growth in a compact manner, which will be advantageous for both transit facilities and land uses. High densities would be catered more effectively through combining both elements together.

This plan recommends the development of a three tier planning approach‐ Regional level, City level and Node level.

3.1 Regional Level Proposals A cluster development approach has been envisaged which focuses on integrating the main city with the surrounding nodes/towns. To support this approach, following are proposed:

3.1.1 Regional Road network Strengthening road connectivity between different employment

nodes, their corresponding residential towns and Ahmedabad

and Gandhinagar cities.

To divert the through traffic from outside Ahmedabad onto the

proposed bypass roads.

Converting all two lane highways into four lanes especially the

ones that connect the major nodes in the region and to external

nodes such as Mehsana, Prantij and Nadiad. In this regards the

existing network will need to be strengthened out of which only

45 km of new road section is proposed to be constructed.

It is proposed to widen the 13 major radial roads wherever

possible within the Sardar Patel Ring Road region. The portion of

these radials as it extends out from Sardar Patel ring road; it is

proposed to provide 60m wide cross sections. These radials are to

act as future transit lines of the city. Hence the typical 60m cross

section will have a central median space of 8m is designed as a

green buffer which is to be a reserve space for future transit

stops/ related infrastructure. Three lane carriage way is provided,

one of which could get converted to transit line in future. An

activity space of 8m is provided on either sides of the carriage

way, which could accommodate various activities depending on

the varying land use along the road.



Figure 4: Proposed Regional Network 2031

3.1.2 Freight network The proposed DFC corridor at the east of Ahmedabad will cater to the freight traffic through rail. The nearest ports to Ahmedabad are Kandla port and Pipavav port, first situated at 302 km on east and later at 277 km on the south of Ahmedabad. The nodes like Viramgam SIR, Changodhar SIR, Tata Nano, Sanand, Bechraji are expected to have a significant amount of freight traffic. Thus port connectivity to existing as well as upcoming nodes needs to be strengthened. In this regards the following is proposed:

Strengthening goods movement in the region by developing 120

km long six lane freight dedicated lanes on the major roads that

connect the region to Kandla and Mundra Port.

A strengthening of road link between Becharaji (Maruti plant to

be developed here, located at western periphery of GA area) and

Viramgam SIR.

Another new freight route from Viramgam SIR to Dholera SIR via

Chharodi (Tata Nano plant) and Changodar SIR is also being

proposed.

3.2 Urban Network proposals

At present Ahmedabad and Gandhinagar function as two different cities with high interaction between them. The urban growth around Ahmedabad is expected to extend till Gandhinagar in future, enabling Ahmedabad‐Gandhinagar to function as a singular urban area. A compact urban development with higher densities is envisioned for urban Ahmedabad. An additional area of 183 sq km would need to be developed to accommodate the future growth in population and employment in the urban complex. Therefore with compact densities it is expected that the growth of Ahmedabad urban limits will extend till SP ring road.

In order to limit the sprawl around the city periphery it is proposed to strengthen the radials connecting the neighbouring nodes in Greater Ahmedabad region to facilitate smooth and efficient interaction between the main city and the nodes. In near future the SP Ring road will form a part of urban network and act as urban road. Thus an alternate bypass

VirangamSIR

Sanand

ChangodarSIR

GandhinagarKalol

Kadi

Ahmedabad

Dehgam

Mehmedabad

Bareja

Kathlal

Bhopal

Bhavla

Zolapur

TATA Nano

Virangam

Vithalpur

Sitapur

Bechaeaji

Santhal

Vasai

Bilodra

Pilvai Vijapur

Mahudi

Prantij

Talod Harsol

KhedaDholka

Mahudha

JetalpurNandej

Daskroi

GIFTAdalej

LEGEND

Urban centersRegional Road for strengtheningRegional Freight corridorRegional radialsDedicated Freight corridorNew Regional RoadBypass roadSP ring road Special Investment Zone



road is proposed which will enable bypass traffic without enter the urban development limits on both east and west of Ahmedabad.

Figure 5: Proposed Urban Network 2031

The idea is to develop the major road network along with the secondary level of road network within the area between the bypass or arbitral road and Sardar Patel ring road. Road alignments as per the Town planning schemes have been taken into consideration. The proposed urban arterials roads have been

taken as extensions of TP Scheme roads, radiating from Sardar Patel towards the bypass road.

The urban arterials proposed in the zone between the Sardar Patel ring road and bypass road is designed for a cross section of 45m wide. They form a grid of 1.5 to 2 km forming the basic structure for urban development in the area. Hence by considering the future public transport in the areas, the typical cross section has a central median space of 9m is designed as a green buffer which is to be a reserve space for future transit stops/ related infrastructure. Three lane carriages way is provided, one of which could get converted to transit line in future. An activity space of 3m is provided on either sides of the carriage way, which could accommodate various activities depending on the varying land use along the road.

A clear hierarchy of urban roads has been defined wherein the major roads would be developed as ‘transit ready’ and ‘complete streets’.

The idea of developing Ahmedabad as clusters is substantiated by strengthening the nodal connectivity with rapid transit lanes. It is observed that the ring radial system of the city extends towards the suburbs connecting the urban nodes by State highways.

LEGEND120m Bypass road (proposed) 60m SP ring road 60m Sarkhej highway45m Regional radial road 40m existing ring road 36m existing inner ring 36m Arterial road (proposed) Walled city and CG roadExpressway NH Railway lineUrban builtWater body

GIFT

Bhopal

Changodar

Kalol

Bareja

To Sanand

To Dehgam

Daskroi

To Kadi

To TATAnano

To Vadasar

To Bilodra To Prantij

GUJARAT

To Vadodra

To Nadiad 0 2 4 8 KMTo KhedaTo Dholka



These routes are identified as the major transit routes. They are 13 in number connecting the industrial and residential settlements. The transit lines are proposed with right of ways of 45m.

The road network within the 1.5‐2 Km grids is proposed to cater to only local traffic. A model road network for the grid. The internal road network is proposed to be developed in the similar lines through TP scheme mechanism. The characteristics of neighbourhood road network are :

o Signalized Junction at every 1‐1.5 Km o Non signalized junction at every 0.5‐.08 Km o Multiple access points for each block to reduce

congestion o Discourage through traffic within the neighbourhood

roads. o Promoting Non motor vehicles trips within the

neighbourhood by providing NMV facilities. o Provision of green spaces at neighbourhood levels

Transit ready streets – reserve green buffer for future transit

The secondary level of roads in Gandhinagar region is proposed with respect to the LASA proposal. The original alignment was reworked to establish stronger connectivity to the city of Ahmedabad. Hence an array of north‐south aligned roads is proposed in relation to the existing grid of the city. Connectivity to GIFT City is a major consideration in the road design for the area.

Green Buffer



3.3 Node Network proposals The node level proposals would be developed for areas of Sanand, Dehgam , Memdabad, Kadi etc where these areas will be developed so as to have a clear hierarchy of roads and the network will be planned in such a way so as to encourage NMV and pedestrian movement.

Figure 6: Proposed Nodal Network 2031

3.4 Proposals for Arterial Road Management The road are divided in different levels ranging from level 1 to level 4 based on the function, completeness and right of way. The classification of roads is described as below:

Table 3: Road Classification Road classification

Definition

Arterial All radials and rings that are 80% complete National Highway and State Highway Orbital roads that are long and that cut across the city OR Roads that have right of way: >36m‐60m

Sub Arterial All radials that are 50% completeMajor district roads and other district roads Or Roads that have right of way >24m‐36m

Collector Roads that connect level 1 and level 2 roads Substantially long roads OR Roads that have right of way >9m

Local Roads that connect to residential units OR Roads that have right of way <9m

The presence of the Road Classification System would be an ongoing activity which ensures the existing road network, and any new streets planned in Ahmedabad are correctly classified based on their current functional levels. The section below describes each type of road, its salient features and a set of standards that need to be formalized.

Guidelines for each level‐

Arterial Roads

Arterial roads would function as the primary network for carrying traffic. Essentially, traffic movement would be their primary function.

Towards Ahmedabad

SANAND1.4 KM



In Ahmedabad, all the ring roads would come under this classification. These roads are meant for through traffic across the city, sometimes for regional traffic. Presently, their RoW varies from 30m to 60m. Two orbitals – the SG highway to the west and the Narol Naroda highway to the west – are also classified as level 1 arterial road. These function as major traffic carriers for both urban and regional traffic. Their RoW is 60m.

With this classification, all radials would be level 1 arterial. These roads would lead from the city centre to the periphery and be major carriers of peak hour urban traffic. Level 1 arterials would have the following specific characteristics:

They would be complete roads with consistent RoW.

They would lead to formation of a pattern that is clearly distinguishable.

The RoW would be 40 m or more. However, in case of existing arterials that are less than 40m, the existing RoW would continue.

The map below depicts the existing and proposed level 1 to 4 roads in Ahmedabad.

The following design standards are suggested for level 1 arterial roads:

All open junctions have to be signalised.

Junctions should not be closer than 500m. In specific situations, they may be 350m apart.

On‐street parking should be prohibited. It may be permitted only in specific situations after recommendation of traffic police or

AMC. However, in no case would on‐parking be permitted for a distance of 75m from the stop line.

The minimum level for lighting would be 40 lux.

Figure 7: Level of Roads Ahmedabad 2031

Access to adjoining properties would be prohibited, except for cross sections where service roads are given. In case of existing roads, where service roads are not possible, care would be taken to ensure that vehicular entrances and exits are situated 25m beyond the approach to junction.

Pedestrian crossings would be provided at every open junction through zebra crossing. Zebra crossing would also be provided at critical locations such as schools, colleges, transit facilities even

GUJARAT

LEGENDLevel 1 existing roadLevel 2 existing roadLevel 3 existing road Level 4 existing road Level 1 proposed road Level 2 proposed road Level 3 proposed road Railway lineUrban builtWater body

0 2.5 5 10 KM



between two junctions. Generally, zebra crossings should be provided at least once between two signalised junctions.

The design speed would be between 45‐65 kmph.

Rain water disposal system in the form of storm water drains would be mandatory.

The figure below depicts the proposed cross sections for level 1 arterial roads. Depending on specific situation, the road may be designed for transit (BRTS or metro), may have provision for bicycle tracks. However, in any case, the cross section would include a divided carriageway with 2‐3 lanes for mixed traffic in both direction and a footpath.

Figure 8: Proposed Cross section Level 1 Arterial Roads



Sub‐arterial roads

All roads that connect level 1 roads and lead to formation of blocks would be classified as level 2 sub‐arterial roads. They would also carry city level traffic, though not of the same scale as level 1. They would be radials that are continuous for long stretches, but do not directly lead to city centre. They would, in many locations, connect two rings directly. Other than these radials, roads that are part ring or parallel to rings would also be considered. These roads would have the following characteristics:

The RoW would be consistent throughout the length.

They would contribute to formation of clearly visible blocks within the large blocks formed by level 1 arterial.

The RoW would be between 18m to 36m. However, in case of existing sub‐arterials that are less than 18m, the existing RoW would continue with an attempt to increase to at least 18m through a new road line.

The following design standards are suggested for level 2 sub‐arterial roads:

All open junctions which meet the same level as well as level 1 have to be signalised. For level 2 roads meeting level 3 roads, appropriate decision based on site situation may be taken.

Junctions should not be closer than 350. In specific situations, they may be 250 apart.

On‐street parking should be prohibited. It may be permitted only in specific situations after recommendation of traffic police or AMC. However, in no case would on‐parking be permitted for a distance of 40m from the stop line.


Care would be taken to ensure that vehicular entrances and exits are situated 25m beyond the approach to junction.

Pedestrian crossings would be provided at every open junction through zebra crossing. Zebra crossing would also be provided at critical locations such as schools, colleges, transit facilities even between two junctions. Generally, zebra crossings should be provided at least once between two signalised junctions.


The figure below depicts the proposed cross sections for level 2 sub‐arterial roads. Depending on specific situation, the road may be designed for transit (BRTS or metro), may have provision for bicycle tracks. In case, the road is specifically planned as part of NMT master plan, additional measures to reduce speed through traffic calming measures would be taken. However, in any case, the cross section would include a divided carriageway with 2 lanes for mixed traffic in both direction and a footpath.



Figure 9: Proposed Cross section Level 2 Sub arterial Roads

Collector roads

All roads that provide connection between blocks/ neighbourhoods are classified as level 3 collector roads. These roads are meant to collect traffic from neighbourhoods and feed them to level 2 and level 1 roads. These roads would have the following characteristics:

They would form links between blocks



They would allow access to private properties, except wherever they meet higher order roads. In these cases, access would be restricted to a distance of 25m from junction stop line.

The RoW would be between 12 to 18m.

The following design standards are suggested for level 3 collector roads:

Junctions would generally not be signalized. At specific junctions, where the traffic volumes are high, signals may be considered.

Open junctions can be 200‐300m away.

On‐street parking would be allowed, except near junctions.


Care would be taken to ensure that vehicular entrances and exits are situated 25m beyond the approach to junction.

Pedestrian crossings would be provided at every open junction through zebra crossing. Zebra crossing would also be provided at critical locations such as schools, colleges, transit facilities even between two junctions.


The figure below depicts the proposed cross sections for level 3 collector roads. In case, the road is specifically planned as part of NMT master plan, additional measures to reduce speed through traffic calming measures would be taken. The cross section may not have a median. However, in any case, footpaths would be provided at road edge.

Figure 10: Proposed Cross section Level 3 Collector Roads



Local streets

Level 4 local streets are internal roads within neighbourhoods. They would be the last link to residential destinations and would join level 3 collector roads only. On no account would they directly connect with level 1 and 2 roads. These roads would have the following characteristics:

They would allow access to private properties.

They would not have local bus routes running through them.

The RoW would be between 9m to 15m.

Design standards for level 4 local streets

The following design standards are suggested for level 4 local streets:

On‐street parking would be allowed, except near junctions.



The figure below depicts the proposed cross sections for level 4 local streets. In case, the road is specifically planned as part of NMT master plan, additional measures to reduce speed through traffic calming measures would be taken. The cross section would not have a median. However, in any case, footpaths would be provided at road edge.

Figure 3-11 Recommended cross section for Distributer roads

Chapter 4- Proposals for developing an integrated public Chapter 4- Proposals for developing an integrated public transportation system

‘Choices on transit option are choices about cities future’


IMP | Proposals for Developing an Integrated Public Transportation System 21

4 Proposals for Developing an Integrated Public Transportation System

To meet the future travel demands of Greater Ahmedabad Region, an integrated multimodal public transit system is proposed which includes regular bus service, BRT, metro, regional rail and regional buses.

Transit network Regional Level

Developing major radials connecting the above suburban nodes

to Ahmedabad city as transit corridors.

Improving mass rapid transit linkages between Ahmedabad and

Gandhinagar

Strengthening regional rail in the GA area to provide commuter

rail services between Ahmedabad and nodes like Gandhinagar,

Sanand, Kalol and Mehmdabad

4.1 Suburban Rail The Ahmedabad Suburban rail system is a part of the Ahmedabad Division of the Western Railways. As per the Detailed Project Report (DPR) 2009 for Regional Rail system in Ahmedabad, the existing rail network in Ahmedabad, Gandhinagar and Kalol carries about 30,000 sub‐urban commuters per day. There is good potential to enhance the rail network to meet the future demand.

Government has approved proposal of two rail corridors: Barejadi to Kalol via Ahmedabad – 43.28 Km and Ahmedabad to Naroda – 9.46 Km. The

travel demand forecast for both the corridors, is approximately 0.88 million passengers by horizon year of 2035. The vehicle will be comprises of 3 cars having capacity of 922 passengers. The designed frequency during peak period is approximately 3 minutes and 12 to 15 minutes during off peak period. An SPV would be formed by GIDB which will look into the implementation of this project. Phase II includes Barejadi to Anand, Sabarmati to Viramgam and Naroda to Dehgam having total route length of 126.2 Km.

Figure 12: Regional Rail Network



4.2 Regional bus services GSRTC While GSRTC offers connectivity between Ahmedabad and Gandhinagar through frequent bus services, it also provides connectivity to surrounding regions and urban areas. The GSRTC central bus station and terminus in Ahmedabad is located at Geeta Mandir, in old city area. Around 2400 bus services operate daily from Geeta Mandir of which one‐third are services which originate at Geeta Mandir, rest are through bus services. These services add to the congestion of the old city roads.

It is being recommended that these services are decentralised and through regional services do not enter the city area. Three terminals are proposed the city outskirts:

Wadej( Ranip) towards north Ahmedabad

Vatwa towards south east

Sarkhej towards south west

Naroda towards north east

Interchange locations are proposed at:

Tragad in North Ahmedabad

Odhav

Bopal

Thaltej The through services would not be entering Ahmedabad city and would be passing via these terminals/interchanges at city periphery. BRT/ bus services to bring in passengers from these locations to various parts of the city would be developed.

Figure 13: Proposed GSRTC Terminals and Interchanges

Therefore, north‐south regional routes would pass via Tragad, Odhav and Vatwa. The north‐west routes would go through Tragad, Bopal and Sarkhej and east‐west routes via Vatwa and Sarkhej interchanges.

4.3 BRTS Around 62 kms of BRTS network is already operational in

Ahmedabad. Another 26 kms of BRTS Phase 2 is under

GUJARAT

GIFT

Bhopal

Changodar

Kalol

Bareja

To Sanand

To Dehgam

Daskroi

To Kadi

To TATAnano

To Vadasar


To Vadodra

To NadiadTo KhedaTo Dholka

0 2 4 8 KM

LEGEND

Existing GSTRC terminalProposed GSRTC terminalProposed GSRTC Interchange

BRTS (under planning)Metro (proposed)Existing roadsProposed roadsExpressway Railway lineUrban builtWater body

3

1 2

4

5

6

7

1 Naroda SBS 2 Wadej3 Shivranjini4 Sarkhej5 Vatva6 Tragad7 Gandhinagar CBS8 Gitamandir9 Odhav10 Bopal11 Thaltej

8 9

10

11



implementation and will be commissioned by 2013. The first two

phase of the BRT network spans across the city, connecting the

central areas with outlying industrial and residential areas as well

as institutional areas.

Figure 14: Proposed BRT Network

The figure above and the table below show the proposed BRT corridors to

be taken up over the next 5‐10 years. The existing BRTS routes are

extended outwards linking more areas on the periphery and phased as

stages 3 and 4 and is shown in the map.

Table 4: Proposed BRT Network Phase Proposed Corridors Length

kms

BR

TS-II

I Pha

se

Narol-Aslali (ring road) 4.8 Jashodanagar-Hathijan (ring road) 4.5 CTM- Hatkeshwar-Khokhra-New cloth market 5.0 Khokhra-Rakhial-Civil Hospital-Ghevar circle-Dafnala-Acher

7.8

Naroda- Muktidhaam- ring road 2.8 IOC/ Chandkheda – Zundal circle (ring road) + New CG road- IIT – Visat junction

1.8 + 2.75

BR

TS-IV

Pha

se

Chandkheda-Gift(Gandhinagar) 28.46 S.P Ring Road(Naroda Muthia)-Enasan(Daskoi)

5.80

Kathwada (OG)-Zanu(Daskoi) 6.11 Singarva (CT)-Kujad(Daskoi) 4.95 Vatva-Hirapur(Daskoi) 7.28 Naroda Muthia(Nr. Naroda Lake)-Gift. 11.33 Bajrang Ashram-Kathwada(S.P ring Road) 4.57 New Wadaj-Oganj Circle 8.31 Vatva-Jetalpur(Daskoi) 6.52 Ambli-Sanand 8.18 Science city -Rancharda(Kalol) 5.43 Ogan-Vadsar(Kalol) 6.22

Completion of the entire BRTS network along with rationalisation of AMTS bus services will help increase the PT ridership significantly. It is expected that around 40 lakh boarding’s on BRT and bus of which 15 lakh will be on BRT alone by 2031.

4.4 Metro The IPTS study for Ahmedabad by Gujarat Infrastructure Development Board (GIDB) proposed metro corridors to facilitate significant transit movement envisaged between Ahmedabad and Gandhinagar. Metrolink

GUJARAT

GIFT

Bhopal

Changodar

Kalol

Bareja

To Sanand

To Dehgam

Daskroi

To Kadi

To TATAnano

To Vadasar


To Vadodra


0 2 4 8 KM

LEGENDPhase 1Phase 2 Phase 3Phase 4BRTS Metro (proposed)Existing roadsProposed roadsExpressway Railway lineUrban builtWater body



Express for Gandhinagar and Ahmedabad (MEGA) is special purpose vehicle (SPV) formed by Government of Gujarat for the faster execution of the metro rail project. In view of the future developments and growth scenarios Metro alignment is also proposed under IMP. Both the MEGA and IMP Metro alignments were evaluated in terms of riderships and travel time benefits. The figure below shows the proposed metro alignment options:

Figure 15: Metro Alignment Options

Alternative 1 Alternative 2

The metro system will be designed to provide high frequency services both in peak hour and off peak hours. Short trains (3 coaches) are proposed at interval of 5 minutes during peak hours and 15 minutes during off‐peak hours. Elevated corridor and medium capacity of metro rail system will be equipped with features such as advanced automatic signaling system, integration of high tech telecommunication facilities like

micro communication system, use of optical fiber cables etc. and automatic fare collection system.

If we compare the two alignments on the basis of the following criteria‐

Coverage and ridership

Table 5: Comparison for Metro Options Proposed Metro corridors Length in

kms Proposed ridership 2031

MEGA Proposal APMC Vasana to Akshardham( Via

Paladi, Ranip, PDPU) CH3 to Mahatma Mandir AEC to Airport Kasturbasmarak to GIFT Varaj to Paladi ( Via Kalupur) Vadaj to Jamalpur ( Via Hatkeshwar)

76 7.9 Lakh

IMP proposed optionPhase I: Sarkhej to Gandhinagar (via Paldi,

Kalupur, Shahibaug, Koteshwar) Phase II Oganj to Kathwada (via Old Vadaj,

Shahibuag) Thaltej to Vadaj Kalupur to Vastral

Phase II GIFT – Sarkhej Sanand - Sarkhej Sarkej- Changodar ( Connecting

Dholera SIR*)

48 25.5 51 Total 124.5

9.6 lakhs

*Changodar Dholera Distance not included

It is also observed that the MEGA alignment for metro has its coverage concentrated in the current built up areas along with a significant portion competing for ridership with the existing BRT network. Since IMP is a strategic transportation document the Metro network connectivity is



proposed keeping in mind the future growth, intensification and built up areas. The metro will form a part of the future multi modal system for the GA area.

If we compare the area, population and employment coverage of transit for the urban complex of Ahmedabad Gandhinagar under the two alternatives it is observed that the IMP alternative performs better.

Figure 16: Comparison of Alternatives

4.5 The Bus Improvement Strategy (BIS): The regular bus services of AMTS in Ahmedabad and VTCOS in Gandhinagar form the backbone of the public transport services in the city. A Bus Improvement Strategy would be developed which would look at comprehensive measures to enhance bus travel. The objective is to achieve significant improvement in bus service levels and quality which would help pull more people towards public transport.

Rationalisation of bus routes:

The AMTS bus routes have evolved gradually over the years and in many cases the routes have been added by incrementally putting some extensions to existing routes. The resultant route structure today is highly centralised, and lacks structuring as it runs between ‘many to many’ locations.

Similarly VTCOS bus services in Gandhinagar are quite skeletal with only 9 routes, 7681 ridership and would have to be enhanced significantly.

To cater to the 2031 population and new developed areas, regional rail services and metro are being proposed apart from BRTS and regular bus services. For the mass rapid transit modes, buses would act as feeder and complementary services. Therefore, the bus routes would need to be rationalised so that the buses is not a competing mode and together with other PT modes, a comprehensive and integrated service is available to the passengers. Rationalisation of bus services is thus, an important project which has been identified as a part of BIS.

26%

47%

22%

38%

0%

5%

10%

15%

20%

25%

30%

35%

40%

45%

50%

500 m 1000 m

Area Coverage 2031

IMP

MEGA

46%

74%

43%

66%

0%

10%

20%

30%

40%

50%

60%

70%

80%

500 m 1000 m

Population Coverage 2031

IMP

MEGA

60%

92%

58%

88%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

500 m 1000 m

Employment Coverage 2031

IMP

MEGA



As a first level of route rationalisation, changes in AMTS routes which are overlapping with BRTS corridors would be made. This would include removing significant overlapping sections, and changes to AMTS routes to make it complementary to BRTS services. The overall route rationalisation would however be based on the demand patterns in the city and would be developed as trunk and feeder corridors, avoiding overlaps with BRT.

Bus Fleet Renewal : As per 2009‐10 AMTS Annual Report, the average age of AMTS fleet is around 10 years. Though, under JnNURM new buses have recently been procured.

Improvement in overall journey quality:

In order to make buses attractive for private mode users, an improvement in overall journey quality for bus users is critical. Rather than just emphasising on service levels, BIS aims at improving the overall journey experience which would include access to the bus stops, waiting at bus stops, facilitating easy transfers and in‐vehicle environment.

Extra buses would have to be brought into service so that the new areas could be covered and new links/routes provided

To be able to achieve this, following strategies are proposed:

o Pre‐journey information and planning: Access to information on the existing service options available is

important for the PT users. Such an information base helps the users in planning their journeys in advance.

o Improved passenger access to the stops: Proximity to bus stops and convenient accessibility are two important components of improving passenger access to stops.

o Improving accessibility to bus stops in terms of provision of walkways, shaded paths will reduce passenger discomfort help facilitate

o Easier transfers o Better service frequencies (less than 20 minutes) to

reduce waiting times at the bus stops. o Reliable bus journey times o Improving passenger information at stops : To improve

passenger access to simple and easy to use information, the roll out of stop specific timetables is proposed and is targeted to cover the major stops in the whole of the network

o Improving waiting environment at stops

4.6 Transit nodesActivity Nodes and Interchange Nodes Two types of nodes are proposed as a part of the plan namely activity nodes and interchange nodes. It is important to note that both the type of nodes will have transit connectivity.

Activity nodes: Areas which have a potential of becoming major activity centres in future. Fourteen nodes have been identified of these Sarkhej and Aslali are proposed as as logistic nodes; Bopal, Bhadaj, Ognaj, Tragad, , Saraspur and



Navrangpura will be commercial nodes; Naroda, , Hathijan, Vastral and Khatwada will act as Industrial nodes; Koba and GIFT city will act as Institutional and proposed economic nodes. These nodes are proposed to be connected with transit.

Figure 17: Activity Nodes options

Alternative 1 Activity Nodes Alternative 2 Activity Nodes

Of the 14 activity nodes identified to be developed as a part of the proposal Vastral and Kathwada are the two areas which are excluded in Alternative 1 as they do not have any transit connectivity.

The existing nodes located in the heart of the city i.e. Ashram road and Rakhial will be redeveloped.

Table 6: List of Activity Nodes Name Type of Node Total Area (Sq.KM)

Bopal Mix 1.39

Bhadaj Commercial 1.22

Oganj Commercial 0.76

Tragad Commercial 1.13

Navrangpura Redevelopment commercial 1.33

Saraspur Redevelopment commercial 1.64

Hathijan Industrial 0.88

Kathwada Industrial 0.88

Vastral Industrial 0.91

Naroda GIDC Industrial 1.07

Asali Logistic 0.87

Sarkhej Logistics 0.88

Gift City Proposed Economic Node 0.91

Koba corridor Institutional 22.48

Total Area 31.48

Bhopal

Changodar

Kalol

Bareja

To Sanand

ToDehgam

Daskroi

To Kadi

To TATAnano

To Vadasar


To Vadodra


Bhopal

Bhadaj

Odanj

Sarkhej

Aslali

Aslali

Naroda GIDC

Vastral

Tragad

Kudasan

Koba

GIFT

Bhopal

Changodar

Kalol

Bareja

To Sanand

ToDehgam

Daskroi

To Kadi

To TATAnano

To Vadasar


To Vadodra


Bhadaj

Odanj

Sarkhej

Aslali

Hathjan

Naroda GIDC

Kathwada

Vastral

Tragad

Kudasan

Koba

GIFT

KalupurNavarangpura

LEGEND

New development node Industrial node Redevelopment zone Logistic nodeBRTS (operational) BRTS (under planning)Metro (proposed)

Existing roadsProposed roadsExpressway Railway lineUrban builtWater body



Interchange nodes

Transit nodes or interchanges are locations where public transport services meet. These would primarily include stations involving an interchange between two mass transit lines or a mass transit line and a regional transport facility. Examples of such interchanges are:

o MRT – MRT (junction of two Metro lines) o BRT – BRT (junction of two BRT lines) o MRT – BRT (interchange between a Metro line and a BRT line) o MRT – Regional (interchange between a Metro line and a

regional railway station or a regional bus station) o MRT/BRT – Regional (interchange between a BRT line and a

regional railway station or a regional bus station)

Transit Nodes would include the combination of a transit station with a major activity area (such as a high intensity commercial or educational area). The influence area of an interchange will depends upon the level and the mode of interchange. Modes of mass transit with high passenger capacity have wider influence area where as the lower passenger capacity mass transit options have lower influence area.

Influence area for interchange nodes. Core station

area (sqm) Primary catchment area

Secondary catchment area

Level 1 40,000‐160,000 500 m radius 1000 m radius Level 2 30,000‐70,000 250 m radius 500 m radius

This plan proposes to improve the major interchange locations in order to make transfers easy and convenient for passengers.

Depending on their passenger boarding and the location two alternatives are given below

Figure 18: Interchange Nodes Alternative 1

Alternative 1‐ Future transit Network with interchange nodes

2

3

4

9

7

6

10

11

12

13

15

17

GIFT

Bhopal

Changodar

Kalol

Bareja

To Sanand

To Dehgam

Daskroi

To Kadi

To TATAnano

To Vadasar


To Vadodra


Level 1 interchangeLevel 2 interchange

TODBRTS (operational) BRTS (under planning)Metro (proposed)Existing roadsProposed roadsExpressway Railway lineUrban builtWater body

0 2 4 8 KM

LEGEND

1 Kalupur2 Anjali3 Wadej4 Gandhinagar CBS5 Gitamandir6 Panjrapol7 Danilimda8 CTM9 Saijpur bogha10 Akhbar nagar11 Science city12 Bhopal 13 Sarkhej14 Vatva15 Odhav16 Naroda SBS17 Tragad18 Kasturba Smarak

5

8

14

1

16

18



Figure 19: Interchange Nodes Alternative 2

Alternative 2‐ Future transit Network with interchange nodes

Delineation of a Transit Node Development Area (TNDA)

It is recommended that area along the transit be intensified by increasing the FSI. Two models of intensification are proposed; in the first case area of about 250 to 300 meters along the BRT corridor will be intensified and secondly 250 m around metro stations. Apart from this area with 500m buffer around interchange nodes of Level one and 250 m buffer around interchange node two is also proposed for intensification. The decision on the increased FSI will depend on the road width and the minimum plot size (1500 Sq.m for areas around BRT and 2500 sq m for areas around metro station) the following is recommended‐

1. BRT with Road width between 45 to 60 m‐ the land within 100 m of the road is zoned as high intensity development zone with FSI 4, beyond this upto 250 m is also intensification zone with FSI 3 and rest of the city to get FSI 2.75.

2. BRT with Road width between 24 to 45 m‐ In this case only the abutting plots to get benefit of the transit intensification with FSI 4 and beyond that upto 250 m will have FSI‐ 3 rest of the city to get FSI 2.75

3. All roads below 24m – increase in FSI from 1.8 to 2.75

GIFT

Bhopal

Changodar

Kalol

Bareja

To Sanand

To Dehgam

Daskroi

To Kadi

To TATAnano

To Vadasar


To Vadodra

To NadiadTo KhedaTo Dholka 0 2 4 8 KM


TODBRTS (operational) BRTS (under planning)Metro (proposed)Existing roadsProposed roadsExpressway Railway lineUrban builtWater body

1

2

3

4

5

6

7

8

9

10

11

12

13

15

1617

18

19

20

21

LEGEND1 Kalupur2 Anjali3 Wadej4 Gandhinagar CBS5 Kankaria6 Rakhiyal7 Saijpur bhoga8 Rabari colony9 AEC10 Iskon11 Sarkhej12 Sola flyover13 Shivranjini14 Gitamandir15 Bhopal16 Science city17 Akhbar nagar18 Tragad19 Naroda SBS20 Odhav21 Vatva22 Koba

14

22



Figure 20: FSI along BRT Corridor

In case of transit nodes

1. Level one interchange‐ to have an area of 500 m around them reserved for intensification. The FSI of 4 is recommended in this area.

2. Level 2 interchanges‐ to have an area of 250 m around them reserved for intensification. The FSI of 3 is recommended

3. Metro stations to also benefit from intensification and hence the FSI for an area around 250‐300 m from metro station with 3 FSI.

In this case also, it is recommended that the Town Planning Scheme mechanism be used with appropriate modifications for achieving planned redevelopment. Along each MRT station and BRT alignment, Transit development areas may be delineated for discrete stretches and TP Schemes may be prepared for each such stretch. The precise delineation of each TCDA can be part of the TP Scheme process. The TP Scheme should include proposals for capturing at least 40% of the total land area in the public domain. However, the FSI for each plot should be calculated on the basis of the Original Plot area, so that the densification is not neutralized by the plot area deduction. The TP Scheme should also

include preparation of a Detailed Project Report for infrastructure augmentation. The DPR should cover investments in the following:

Street development including facilities for pedestrians and bicyclists

Water supply, sewerage and storm water drainage

Ducting for power and telecom

Parking and traffic management

Plot size and road width considerations

It is recommended that the provision of additional FSI be made contingent on a minimum plot size and access from road of a minimum road width. An illustrative table for a TNDA with R1 surrounding area is given below:

Maximum FSI Minimum plot size Minimum width of road

2.75 As per prevailing DCR As per prevailing DCR 3 1500 sq.m 18 metres 4 2500 sq.m 24 metresThe 25% extra FSI for achieving maximum height, currently available on payment of “Impact Fee” can continue in the above cases also.

During preparation of TP Schemes, a proactive effort from the side of the planning agency to encourage amalgamation of smaller plots is desirable. In the case of smaller plots in the TP Schemes, if amalgamation is not happening and there is a need to deduct land for increasing public domain, compensatory FSI may be awarded in proportion to the loss of land.

Beyond 250 m2.75 FSI

150 m3 FSI

100 m4 FSI

100 m4 FSI

150 m3 FSI

Beyond 2502.75 FSI

45‐60 mBRT corridor



Delineation of a Transit Node Development Area (TNDA)

It is recommended that the Transit Nodes in Ahmedabad be categorized into two categories based on the anticipated influence zone. Nodes like Kalupur (Transit Node Type 1) should have a larger area delineated for area development. On a tentative basis, the Development Area for Transit Nodes of Type 1 could be 500m x 500m, while the Development Area for other Transit Nodes (Type 2) could be 250 m x 250 m. The exact boundaries of each Transit Node Development Area should be delineated on a map using existing or proposed physical boundaries such as major road, railway line, water body, etc.

Availability of land for developing transit interchanges is a challenge since most of the areas where level 1 and 2 interchanges exist in already developed area. Hence acquisition of land is often seen as a challenge. In case of Ahmedabad the concept of transfer of development rights (TDR) can be applied to acquire land for transit facilities. This process of land acquisition in urbanized areas of the city will be a less complicated, costly and time consuming process.

In this regard necessary amendments to the Gujarat town planning act may be applied in order to empower the local bodies (Corporations / Planning Authorities) to permit additional FAR for the land handed over free of cost whenever such lands are required for development of interchange facilities.

The owner of any land which is required for interchange facilities as proposed in the plan shall be eligible for the award of Transferable Development Rights certificate, which he may use for himself or transfer to any other person.

Based on the intensity of development, the city may be divided into intensively developed (R1‐zone), moderately developed (R2‐zone) and sparsely developed (R3‐zone) zones in the plan. The transfer of Development Rights shall be from intensely developed zone to other zones and not vice versa.

The TDR certificate permitted may be utilized either at the remaining portion of the area after surrender which will be limited to a maximum of 0.6 times eligible floor area ratio as additional floor area ratio in lieu of transfer of TDR. The plot receiving benefit will abut roads not less than 12 mts wide. The TDR certificate shall be valid for 5 years from the date of issue, and can be renewed after 5 years however the validity of the certificate will expire after 10 years.

During preparation of TP Schemes, a proactive effort from the side of the planning agency to encourage amalgamation of smaller plots is desirable. In the case of smaller plots in the TP Schemes, if amalgamation is not happening and there is a need to deduct land for increasing public domain, compensatory FSI may be awarded in proportion to the loss of land. In case of Level one interchange nodes it is proposed to have FSI 4 and in case of level two nodes the FSI proposed will be 3.

Basic Terminal Facilities ‐ These accounts to the mandatory facilities which is to be provided at each interchange terminal such as: ticketing counter, ticket wending machine, enquiry counter/ information kiosk, waiting area/ sitting, washroom, first aid, security, accessibility for disabled etc. Passenger information facilities: such as passenger information centre/kiosk, direction signs, route/destination display, departure time indicator, etc. To enhance passengers to transfer between



modes, an efficient message display and directional signs or public announcement system which helps channelise passengers to their required destinations should be provided.

Transit Supportive Facilities ‐ These are the facilities which would help facilitate the transportation activities within the terminals and to help increase the comfort of passengers by providing for the basic needs within terminal area. These facilities may include passenger parking, para transit parking, pick and drop, telephone booth, ATM, cloak room, computer/printing, emergency, tourism desk, travel agency counter, food court/ coffee shops, retail shops, book shops.

Additional Facilities – Certain combinations of mixed land use within the terminal building or within the influence area encourages public transport as it help integrate basic activities with mobility. These include presence of institutions (schools, colleges etc), offices, library, money exchange, medical and health centers/hospitals, banks, post service, photocopying, printing, restaurant/hotels, supermarket/shopping mall, offices, rental car service, florists, gaming zone, photo studio, saloons etc.

Chapter 5 Proposals for Encouraging Non motorised Chapter 5- Proposals for Encouraging Non-motorised Transportation

‘Sidewalks are the most important element of a democratic culture’


IMP | Proposals for Encouraging Non‐Motorised Transportation 33

5 Proposals for Encouraging Non-Motorised Transportation

This plan recognises the need for encouraging non‐motorised modes of walking and cycling in the city. This plan proposes development of Greater Ahmedabad area as a compact city having a mixed use development pattern. This will help facilitate walking as most people would be living close to essential services like shops, schools, parks and various community facilities. Pedestrians in GA area suffer from problems like obstructions in walking space, pedestrian/vehicular conflict, barriers, air and noise pollution as well as monotonous streetscape. These problems are often a result of numerous competing interests for street space and lack of focus on pedestrian movements. This plan focuses on promoting walking as a regular mode of travel in the city and will attempt to help build a pedestrian environment which is conducive to walking and is planned integrating with surrounding land uses. The mobility plan recommends creating a set of design guidelines in the building by‐laws for Ahmadabad’s roads that set standards for certain fixed elements like footpath width, landscaping, street furniture, lighting standards, bicycle lane width etc. These standards can be set depending on the RoW of the road as well as the particular function for which the street is being used. The concept of ‘Pedestrian first’ is recommended which considers pedestrian as the most important element in the street

design. The pavement, width of footpath, the trees, and the benches are all part of the design.

5.1 Complete Streets The plan recommends development of “Complete Streets” which not only focuses on moving vehicles but also provides spaces for walking, cycling and freight vehicles. Adjacent land use development will be integrated with the street which would provide continuous building facades onto the street which will help improve pedestrian comfort. Development of green buffer would help provide shaded and comfortable walkways and will also reduce the impact of vehicular traffic on pedestrians and cyclists.

5.2 Place making Streets and well designed public spaces play an important role in place making and can also encourage walking and cycling. To enhance the built environment, place making projects are being planned for Bhadra fort, Law Garden area and Mansi Circle which will emphasise on “providing spaces back to people”. Law Garden Area

The Ahmedabad BRTS corridor also connects Law Garden to Iscon Mega Mall via Nehrunagar char rasta, Gulbai Tekra. The Law Garden area is also known for selling of handicrafts, fast food along footpaths. The project



looks at traffic situation for motorized and non‐motorized vehicles and suggests initiatives for accommodation of informal activities as well as NMV and motorized vehicles. These informal activities take place during evening hours when there are many pedestrians walking along the side lane. The place needs more pedestrian space for people to walk and shop.

The proposal looks at street segment from Nal Chowk to NCC Junction. The existing right of way (ROW) is 20.5 m. The proposal is to increase ROW to 24 meters with large pedestrian area with two BRTS lanes and single travel lane for mixed traffic in one direction from Nal Chowk to NCC junction to serve business / residents need facing the street.

Manasi Chowk Redevelopment

Manasi Chowk is located along Judges Bungalow Road in the western part of Ahmedabad. The fruit and vegetable vendors sit in the area between the two parallel streets that are just 10 meters apart. The intersection has five streets but not aligned properly for a signalized intersection. The park is underutilised.

It is proposed that redesigning the intersection and area will provide dignity and space for the fruit and vegetable vendors as well as regulating



traffic. The concept proposed here will create two one way segments that will allow merging of larger park with extra space to create a market. The market can be regulated by issuing licenses to the vendors and collecting fees

Inner City Improvement Plan

The plan outlines public transit improvements, traffic management measures and strategies to improve quality of life. There are many issues related to Bhadra Chowk and walled city area. The city area is old and hence streets were not designed for the motorized travel. The conflict exists between pedestrians, cyclist, motorist and hand carts and even camel carts. The AMTS buses also ply through this area.

Inner City Improvement proposal

Under the public transport Improvement suggests six circulator routes are proposed complementing the BRTS and future rail. The orange line is proposed along Kalupur, M.G Rd, Bhadra, Town Hall, Sardar Baug, Mirzapur, Rd Trikon Baug, Relief Cinema and back to Kalupur

The recommendation also includes a creation of pedestrian plaza at Bhadra Chowk. The care has to be taken to create a traffic management plan and maintenance plan for the plaza.

Bhadra Chowk Proposal

5.3 Cycling The Integrated mobility Plan recommends developing bicycle facilities on the transit ready streets. In Ahmedabad, all roads with RoW of more than 45m can be provided with bicycle track and service lane.



On other roads, a painted line demarcating the cycle track can also be used. In such cases, proper signage to guide users as well as strict enforcement is required. Potential application is sub‐arterial and collector streets. In other cases, a narrow service lane of width 2.4m can be shared between motorised traffic and cycles. Due to the narrowness of the service lane, speed of motorized traffic is low and deemed not hazardous for cycle users

5.4 Local Area Access Plan: Presently the street network in Ahmedabad provides excellence connection between nodes (educational, institutional, recreational and employment) for vehicle users. These connections can be enhanced with safe, attractive and convenient facilities for walking and bicycling.

The extent the streets are used for walking and bicycling in the neighbourhood depend on the quality of street, availability of footpath, street lighting and safety. When one sees children riding bike or walking to the corner store or to the school, roads are perceived as safe roads. In order to make street quieter and safer, multiple traffic calming measures are utilised. It is recommended that studies be carried out to identify areas around public transport where people prefer to walk.

Ahmedabad Local Area Access Plan (LAAP) aims at improving pedestrian experience not only for BRT commuters but also for people who walk on daily basis. LAAP identifies the potential road network along the mass transit corridors in order to improve the last mile connectivity. The first part of LAAP identifies the corridors

The basic objective of last mile connectivity focuses on safety and accessibility for development of high quality pedestrian network. The specific objectives are:

To ensure safe pedestrian and bicycle friendly access to local destination

To provide local destinations with better accessibility to mass transit system.

To ensure world class service level for local street environment.

The project identifies major trip attracting destinations like schools, colleges medical facilities, public spaces, socio recreational places as well as major residential zones within the catchment zone of the mass transit system. Major destinations are identified based on the footfalls, proximity to the clusters of activities as well as the mass transit facilities.

The streets are identified and categorized based on the available ROW, Land use patterns and the traffic, thus creating a pedestrian network along the mass transit corridors.



Figure 21: Local Area Access Plans

The streets will be designed focusing on increasing the pedestrian safety as well as improving the quality of experience for the commuters. Street design will take into account contextual needs that corresponds to local residents as well as land use, traffic calming measures, incorporating the informal activities like street vending, paid parking etc

Street designs will incorporate pedestrian facilities, pedestrian level lighting, landscape, amenities like dustbins, benches etc, improved landscaped areas, allocated spaces for other infrastructure like section feeder pillars, storm water drains etc.

Figure 22: Example of street design for 24m RoW

Thus LAAP project will have following benefits for the pedestrians as well as other commuters.

Improved roads along the BRT corridor which connects major trip attracting amenities like schools, colleges, hospitals etc.

Extension of the LAAP network to MRT and Sub regional rail proposal.

Resulting in a complete pedestrian network for city of Ahmedabad.

The identified network will not only have basic pedestrian facilities, but also the street design will respond to the contextual requirements.

Integrated parking facilities as well as organized street vending.

0 4 KM1 2

LEGEND

GUJARAT

Chapter 6- Proposals for Better Demand Management‘There are no freebies when it comes to Parking ’


IMP | Proposals for Better Demand Management 38

6 Proposals for Better Demand Management

Several initiatives like better parking management, freight management plan are also being proposed as part of this plan. These are discussed below:

6.1 Parking Policy The parking policy is based on some key principles and follows the overall vision for Ahmedabad ‐ “Integrate city structure and transport system towards greater accessibility, efficient mobility and lower carbon future”.

a. It should support the city’s economic development, urban development, transport, environment, culture and safety of citizens

b. It should support integration of land use and transport in the city

c. Street space and land is a valuable and scarce resource and parking priority needs to be considered against other competing uses

d. Pricing parking needs to be seen as a disincentive (rather than revenue source) and used as a tool to maintain a certain level of availability of on‐street spaces

Objectives

1) To manage parking demand and supply effectively such that parking spaces are available for people in most need

2) To implement parking standards that are flexible and can be managed 3) To reduce the need to travel and subsequent pressure on parking

Strategies

Planning and design

Locate business destinations, mixed land use, high intensity land use around public transportation hubs. These hubs should be identified in the Development Plan and additional FSI be proposed. Planning for public transit (Janmarg, AMTS, MEGA and suburban rail should serve areas with high densities (residential, commercial, industrial and institutional).

Provide ‘park and ride’ facilities near important transit hubs that would encourage more people to use public transit.

Modify parking standards to reflect specific situations. It is not logical to have same standards for different geographical locations. AMC and AUDA need to identify different ‘zones’ in the city based on a matrix of indicators (location, accessibility by public transit, walkability, density etc.).

Identify spaces for truck terminals in the Development Plan close to existing industrial estates and develop them within the plan period.

Discourage bundling of off‐street parking facilities with commercial facilities as a viability gap funding measure.



Transportation

Move away from the concept of using road space for parking. Road space is scarce and parking demands must compete with other uses.

Develop and strengthen Ahmedabad’s ring and radial road network. The parking policy, in line with recommendations in the IMP, advocates further development of an efficient road network with a clear pattern, hierarchy and completeness.

Prohibit movement of heavy vehicles in the city. Identify roads where heavy vehicles (trucks, GSRTC and private intercity buses) may be allowed to ply. All HCV movement should be prohibited during the day time.

Finance

Consider parking fees as ‘disincentives’ and not as ‘revenue source’. 50% of the parking fees collected should be handed back to the neighbourhood/ locality for management of facilities and general upkeep of the area.

Encourage sharing of facilities. Land uses that have different parking peaks (eg. office building and malls) should allow their parking facilities to be shared to encourage higher usage and to reduce parking spillover. The encouragement may be in form higher FSI, TDR etc. as may be decided by AMC/ AUDA.

Adopt differential pricing for different ‘zones’ in the city. Zones with higher demand for parking should have a higher charge. The pricing

should be fixed in a manner that some vacant spaces are always available

Incentivize use of public transit. Government and private offices, educational institutes should offer incentives to employees for utilizing public transit system

Institutional

Transfer enforcement and management of parking to AMC. This can be done by having a traffic department within AMC that is responsible for managing all aspects of traffic

Enforce and manage strictly. Before enforcement, the traffic department should clearly demarcate on‐street parking spaces with proper lane marking and signages. Fines in case of breaking rules should be clearly visible for all drivers.

Awareness and education

Create zero tolerance zones. These zones would serve as models, which could then be expanded to the entire city.

Conduct education and awareness programs. These programs should aim at sensitizing participants about the new paradigm in parking and the effects of increasing private car usage.

Encourage car pooling and travel by public transit through advertisements in the print media as well as radio.

Recommendations



All arterial and sub arterial roads will be identified. On‐street parking will be permitted only where adequate road width for safe traffic movement is available. As a policy, 50% revenue earned from on‐street parking will be handed back to the neighborhood. This revenue will be used to pay for the maintenance of facilities. The surplus will be used to for creating better public facilities (footpaths, signages, benches etc.).

The following priorities will be followed in case of competing uses:

Traffic movement

Safety for pedestrians

Public transit

Accessibility for business/ residences

Auto parking

Resident parking

Vehicle parking

On‐street parking will be restricted on local streets to improve quality of environment. Parking on such streets will be managed to ensure that long term parkers from adjoining offices and businesses do not park. Provision of footpaths should be taken up on priority when designing parking spaces to avoid inconvenience to pedestrians.

AMC will implement the parking policy. It should carry out detailed studies for detailing and arriving at a consistent framework for different areas. It would propose parking charges for different areas as per these studies. It will also be responsible for implementing basic parking infrastructure. Enforcement and management would be done through the traffic department within AMC, where a special parking cell would be set up.

AMC will also coordinate with AUDA to ensure that recommendations in parking policy reflect in the Development Plan through appropriate public transit proposals, road network planning, land use strategies and zoning proposals. Janmarg, AMTS and proposed MEGA should design a comprehensive operations plan, which makes public transit usage easy and convenient and offers superior service to private vehicle use. Land for ‘park and ride’ facilities, especially in the newly developing areas should be a priority.

6.2 Freight Management The objective of freight management in context of this plan is to “Improve freight mobility within the overall transport sector priorities of facilitating urban mobility and public safety”.

Certain basic recommendations for freight management in GA area are as follows:

Term Management InvestmentShort - Redefine freight routes and

time zones to minimise the

intrusion of external traffic

and minimise conflicts with

passenger movements

- Possible use of other

terminals for lean time

storage/ distribution

- Provision for Parking and

transporter facility within

GIDC Estates

- Invest in directional and information signage, including possible electronic displays.

- Invest in transport parking space and provide other facilities for truckers.



Term Management Investment- Improve directional and

information signage

Long - Define priority markets to be

located within the city and

designate dedicated

corridors/ Lens for freight

movement

- Responsive City Centre land

use – transport policies

- Define trades that need to be

located within the walled city

and incentives relocation by

providing additional FSI in the

current location for

development of alternate

facilities.

- Invest in Truck Traffic and

Information Management

System

- Use some of the provisions

of the TP schemes. / TOD

concepts to enhance arterial

capacities to ensure

movement of goods,

including possible vehicle

lanes, segregation of traffic

and adequate pedestrian

controls..

- Invest in Truck Tracking and

Information Systems –

integrating markets, logistic

hubs and terminals.

- Upgrading transport

terminals

- Develop Logistic Hubs

6.2.1 Freight Movement Proposals Redefined freight Routes and Time zones

Trucks are allowed to ply on the ring road and on the Naroda‐Narol

National Highway all through the day and night. Trucks are also allowed

to access the city centre during night hours (9 pm to 9 am) and also

during the afternoon hours (1 pm to 4pm). This situation creates a lot of

congestion in the area.

o Given the changing peak time travel within the city and the

pattern of road accidents, recent change in the night time

delivery time of 11 pm to 7 am as announced by the Police

Commissioner gets justified.

o It is also advisable to discontinue off‐peak time zone (from 1

pm to 4 pm) as traffic on many of these streets is high even

during afternoon hours. o Time regulation on the Sarkhej‐Naroda corridor needs to be

imposed, as many trucks are parked along that route, which adds to the existing congestion.

o Currently Narol – Naroda highway is accessible 24 hours for truck movement. Large numbers of trucks ply on this corridor (110 per hour per direction) which has now transformed into a major commercial and residential area. This area is also recording large number of fatalities due to freight and passenger conflicts along with congestion caused by parked trucks. Given this context, it is recommended that truck entry on Naroal‐Naroda corridor is allow night time only.

o Truck access to city centre is allowed during off‐peak hours through radial corridors (Narol‐Jamalpur, Kalupur‐Delhidarwaja‐Shahibaug and Sarangpur‐‐odhav). The congestion levels are high on all the three radials. These are also major accident prone stretches. It is recommended that



trucks movement on these radials should be restricted during day time only.

o LCV movement, as before, will continue to have unlimited access.

o Naroda, Narol and Vatwa industrial estates, despite the presence of ring road are accessed through Narol‐Naroda highway. Developing direct access with appropriate design standards from the ring road to these three industrial areas is recommended. Detail proposal are as under.

o Improve pedestrian movement by: Time regulation on un/loading, Provision of curbside un/loading lane, Removal of encroachments on footpaths in city center speed limits by using traffic calming measures (Speed bumps, Signage ,speed guns)

o Heavy penalties for violation of rules: Vehicles entering during restricted hours, parking during restricted hours, Unorganized Un/loading.

Redefine Freight Access in GIDC Area

i. Naroda GIDC Estate: Naroda GIDC estate is one major industrial area of city which caters 40 % of freight traffic coming into the city. At present, there are two access roads for Naroda GIDC estate, one is Dahegam road and other is Himmatnagar road. There is significant conflict between passenger and freight traffic and hence alternate connections to ease the movement are proposed. The idea is to provide a direct access way to ring road for freight vehicles as shown in the map below.

Figure 23: Naroda GIDC Estate Access Plan

ii. Vatva GIDC Estate: Vatva GIDC is situated on southern eastern

part of city which caters 44 % freight movement of all industrial area. Total 2500 units of chemical, engineering & pharma based factories are situated in this estate. Road connect to Mahemdabad is used as access way for Vatwa GIDC estate. Future BRTS proposal cover this corridor also. Less carriage way, truck parking & wrong side movement are major issues on this road. It resulting high numbers of accidents records on this corridor. Need of alternative road for GIDC estate to ring road for freight traffic which reduces clash between passenger & goods vehicles.



Figure 24: Vatva GIDC Estate Access Plan

iii. Odhav GIDC Estate: Odhav GIDC area is situated on eastern part of city with major manufacture industries. It developed along major regional road which connect Kapadvanj city. In present situation, freight vehicle using this road as entry and exit from GIDC area. Parking of trucks on road creates congestion. Odhav cross road circle records large number of roads fatalities also. An alternative route to bypass through traffic has made available in the form of ring road. An alternative route is required for reducing conflict between passenger and freight traffic. Two parallel 30 meters wide road along this road stretch will use as freight corridor. In southern part of GIDC area, another 30 meter wide road will also provide connectivity to ring road directly.

Figure 25: Odhav GIDC Estate Access Plan

Provision for Parking and Transporter Facilities within GIDC Estates In major industrial area, no facility of parking for trucks & therefore they park on the road which creates congestion & conflict points. Long haul trucks need parking space for truck maintenance, checking & waiting for their number for loading unloading. Exploring possibilities for freight facilities (distribution business) within the existing industrial areas is necessary.

Trucking Information Systems, Signage and Truck Traffic Control

This would consist of installation of information system that provides trucks at entry point of the city on availability of facilities to off load/ load/ parking at various markets, route to follow, restriction time for freight traffic and possible wait time. This would be joint venture



between AMC and the market committees/ GIDC committees. Such a system could also benefit idling time in the markets/. Estate so that they could move to parking lots in the periphery and move in based on demand and availability of slots. Besides electronic signage, the directional signage would indicate the routes and the Information signage on routing, rules to be followed and operational duration of the facility.

Upgrading warehousing and transport facilities‐

This would include upgrading warehousing and transport facilities ‐ Logistic Hub (Sarkhej & Aslali). An area planning exercise is needed to redevelop these two sites.

Some key features will be:

o The Transport Nagar Plan will encourage smooth traffic

movement inside & outside the complex for all truck drivers,

employees, visitors & other vehicle passing through this area

alike.

o Easy and direct accessibility to this area with appropriate

design standards from the ring road

o Spatial planning so as to ensure easy distribution of and

accessibility to amenities.

o Exploring possibilities for freight facilities (distribution

business) within the existing building footprints layout.

In view of the above it is proposed that Sarkhej & Aslali terminal be used for warehouse activity. Apart from this Vatva, Odhav & Naroda GIDC estate would also required transport terminal facility with easy access to ring road without disturbing other residential & commercial areas in the city. In view of this 35 meter wide road with good infrastructure is proposed to connect GIDC area with proposed terminals.

Khodiyar ICD is also developing as multimodal rail & road based logistic hub which would further need direct access to ring road by provision of 35 m wide road.

i. Redevelopment Proposal for – Sarkhej

With restructuring of TP scheme proposal, 45 meter wide road proposed with appropriate design standards for direct access from the S.P.Ring road which will use as freight corridor. The following are hence proposed for the same‐

Figure 26: Freight Management Sarkhej



Areas along this corridor develop as godown & warehouses. 30

meter wide road to provide accessibility of existing warehouses.

Relocate existing small godown which situated along NH8c.

Exploring facilities for truckers & develop truck terminal with

loading / unloading facility.

Provide facilities like general amenities, rest area, maintenance

work shop for labour & truck driver.

Provide large parking space for freight vehicles within this area

which removing congestion on existing road.

No parking along the roads above ease congestion and increase

efficiency of the road.

ii. Proposal for redevelopment of Aslali

Ribbon development of warehouses & Aslali village along NH8 highway has resulted in conflict between passenger & freight movement which is evident from the high number of accidents on this stretch.

In order to resolve this conflict, it is proposed to have 35 meter wide designed roads running parallel to the main highway on both sides 1.5 Km from the NH8 to provide direct accessibility to the ring road.

A transport Nagar is also proposed on this corridor which would provide for truck parking and other freight facilities within estate area. As an extension to the transport nagar it is proposed that a 1000 meter buffer area along the NH8 from S.P.Ring road to Jetalpur should be develop as the exclusive logistic TP scheme which will serve as a logistic hub for the city.

Figure 27: Freight Management Aslali

6.2.2 Logistic HubsConsolidation/Distribution Centers In view of the proposed investments in the Grater Ahmedabad Region in the form of dedicated freight corridor, Viramgam SIR, Changodar SIR and existing automobile industries of TATA Nano and the upcoming area in Bechraj ji, the freight movement in the region is bound to increase.

The need for logistics and freight supportive activities for raw material and finished products in the region also becomes even more important. These logistics hubs need to be integrated with the city logistic areas for smooth movement of goods. The access of these areas to the major ring and radials in the city will hence be crucial to minimise adverse impacts of freight movement on the city roads.



Figure 28: Logistics Hub and Transport Nagar

Two logistic parks are proposed near Godhavi where DFC corridor intersects with Sanand Viramgam rail line, which provides connection all major ports. Logistic Park at this location will reduce logistics costs and improve serviceability. This translates to reduction in truck turnaround time and goods damage, storage of more and more goods in the same space and serving the markets as fast as possible. This area will also cater to provide logistics space for multiple clients and industries and for future expansion. Utilities like weighbridge, commercial complex and fuel pump are also proposed in these areas. The logistic park management will also

be required to take case of general maintenance, landscaping, security & waste management.

Bol GIDC estate near TATA Nano plant will also be develop as automobile hub, hence the need for transportation facilities in this area will also increase. Hence a road based logistic park with transport nagar is proposed near TATA nano plant. It is proposed that a 60 mt wide road would provide direct connection between Sanand to Viramgam SIR.

Based on the studies, it becomes clear that the Kankariya terminal needs to be shifted from the present location to increase its functional efficiency. The proposed location of the terminal, found to be fairly suitable in the existing scenario, would be in Vatva near the Sardar Patel Ring road. This would be a very strategic location as it is well connected with industrial zones and has good accessibility.

6.2.3 Freight Management – Heritage Sites Adverse impacts of freight movements in urban city centres include congestion, noise, poor air quality, and reduced safety. The quality of environment is poor resulting in low value developments. Recently the city has started focussing on the historical resources and efforts to conserve and preserve the area are underway. The central area is being developed as vehicle free zone. This includes conservation of the fort. Efforts to develop the closed textile mill lands are underway.

Reduce trucks to improve quality is the basis for inner‐city re development. The freight management plan for this area has the following specific proposals. In this regards the following is proposed‐

VirangamSIR

ChangodarSIR

TATA Nano

LEGENDLogistic parkTransport nagarIndustrial Regional roadsDedicated Freight corridorUrban roadsRegional rail Urban centers & SIRsWater body

Automobile Indusries

DFC terminal

Sarkhej

ChangodarAslali Vatva

GIDC

OdhavGIDC

NarodaGIDC

ConcorICD

To Himatnagar


ToKandla

To Mehsana

To Dholera



Declare the entire walled city and surrounding area as Heritage Area

Decongestion of city centre by shifting out wholesale grain and wood markets to periphery areas

Regulatory measures with regards to loading/unloading & encroachment restrictions on roads in city center, along with well defined fines for lack of enforcement will help to utilize actual carriage way during peak hours.

Clear demarcation of “no parking” areas in city center and stringent enforcement.

Encourage use of cleaner fuel driven vehicles for goods transport

Figure 29: Restricted Freight Movement Walled City

Chapter 6- Development Framework‘Success of plans depend on the ownership we take in them’


IMP | Development Framework 48

7 Development Framework

7.1 Multimodal Affordable Transport Authority (MATA)

Recently Gujarat government has announces the setting up of a

Multimodal Affordable Transport Authority (MATA) to develop a holistic

and integrated multi‐modal systems approach so as to move towards an

energy efficient and sustainable future. This authority will work for

integrated transport management of sky, land & water routes. This

authority will be setup at the state level and will ensure the integration of

all modes of transport at the state level.

7.2 Greater Ahmedabad Metropolitan Development Authority (GAMDA)

In order to ensure better planning and coordination for development of the

Greater Ahmedabad Metropolitan Area, there is already a move to create and

establish a Greater Ahmedabad Metropolitan Development Authority

(GAMDA). It is proposed that Ahmedabad Urban Development authority be

upgraded to function as GMDA. This will involves putting in place an enabling

framework in the form of amendments to Gujarat Town Planning and Urban

Development Act 1976 (GTPUDA) and restructuring of the Development

Authority. This authority will have two wings, Spatial Planning wing and

Transportation Planning wing.

7.2.1 Objectives if Spatial Planning wing of GAMDA The objectives will be the same as that of AUDA along with preparation of development Plans at urban level it will also be responsible for planning at the regional level.

I. This wing will be accountable for taking decisions at the regional

level in consultation with the other development authorities.

II. This wing will work in coordination with the transportation wing

to identify future development areas, regeneration areas and

redevelopment areas.

III. This wing will also be responsible for planning for rural areas and

sensitive areas.



IV. Coordinate with the other development authorities in the region

and incorporate the proposals in there development plan.

7.2.2 Objectives of Transportation planning wing of GAMDA I. Coordinate with MATA and at the state level

II. Work toward landuse transport integration in the region by

ensuring that the development plan and the transportation plans

are made concurrently.

III. Work closely with the stakeholders in the region and will also

take ownership of the plan and ensure integration.

IV. Be responsible for overseeing landuse plan, transit plan, travel

demand management, parking policy, congestion charges,

pollution taxes etc.

V. Aid and assist public transportation system in the region

VI. Provide for uniform planning and regulation of the development,

Operation and Maintenance of transport systems in the region

VII. To facilitate transportation system within the region which is

economical to users, comprehensive, coordinated among its

various elements, economical to operate and maintain, safe,

efficient and well maintained

VIII. To integrate and consolidate all the Action plans of various

Departments and agencies and ensure implementation of the

traffic and transportation Plans

IX. To develop, implement and enforce plans and projects that

promote adequate, efficient and coordinated public

transportation, monitor and regulate the providers of public

transportation in the region

X. Being responsive to the public transportation requirements of the

people of the region

XI. GAMDA will also be responsible for the data base management. A

GIS based data management system be prepared which will

include‐ the landuse related information along with

transportation datasets.

XII. It is also recommended that a strategic model for the

transportation be developed for the city and this should form

basis to all kind of further studies. It is also proposed that regular

surveys be carried out at regular interval to update the landuse

and transport information.

7.2.2.1 Functions of Transport planning wing of GAMDA The transport planning wing would need to perform following functions, currently being performed by various agencies involved in urban transport.

1. Policy and Regulation



I. Prepare Vision Document and Strategy for development of

urban transport in the cities for next 20‐25 years covering all

aspects.

II. Evolve policies and programs for improvement of public

transport including measures such as private sector

involvement in public transport in the city.

III. The Authority may give such directions with regards to the

implementation of any transportation system project or

operation of any existing transportation system within the

region to ensure that such development project is executed

in the interest of the overall development of the

transportation system in accordance with the zonal plan.

2. Co‐ordination and Integration

I. Be the nodal agency for the co‐ordination, development and

execution of projects or schemes for the planned

development of the public transportation in the region and

with the state level authority.

II. Supervise and monitor the execution of the project or a

scheme (including the projects and schemes on PPP basis) in

relation to the planned development of the public

transportation in the region

III. co‐ordinate with all transport system administrators

operating transportation systems within the Zone in order to

enable integrated public transport services within the Transit

Zone

IV. Integrate and consolidate all Action Plans of various

Departments and agencies and ensure implementation of

traffic and transportation plan.

V. Recommending suitable measures for inter‐connection

between different modes of public transport

VI. Approve of all traffic and transportation proposals/projects

from any agency

3. Planning and Management

I. Develop Zonal and Regional plans and policies for

development of transport systems

II. Develop, execute and implement plans for the development

of public transportation in the region

III. Develop, formulate, structure, implement, administer and

monitor projects including projects on a PPP basis for

development, augmentation and/or transportation systems

within the region



IV. Develop, formulate, structure, implement, administer and

monitor projects for land development and acquisition within

the region

V. Making recommendations with regard to travel demand

management

VI. Construct, re‐construct, maintain and manage transport

infrastructure and facilities and all other buildings and works

necessary for the discharge of the functions of the Authority

4. Monitoring and Enforcement

I. Preparation of a phased programme of development of

infrastructures and other works essential for the general

development of transportation systems within the Zone.

II. Develop, establish, adopt, enforce and facilitate achievement

and maintenance of safety standards (including the

procedures for reviews, investigations, reporting and

monitoring in relation to the safety standards) within the

Transit Zone; and

III. The Authority may, on such terms and conditions as may be

agreed upon, take over the execution of any of the aforesaid

schemes on behalf of a transportation system administrator,

body corporate, co‐operative society, or a Department of the

Government.

5. Financing

I. Structure projects to be implemented through public private

partnerships, wherever possible. For other projects, a

separate urban transport fund would be created to fund

urban transport projects with huge investments as well as

enhanced services for urban mobility

II. Making recommendations with regard to future investments

that need to be made, taking into account the projections of

future travel demand.

III. Arranging financing, processing funds for the implementation

of the projects, schemes and proposals for the development

of the public transportation in the Region

7.2.2.2 Technical Support for Transport planning wing of GAMDA Transport planning wing would have professional skills to carry out its functions. Its manpower profile would be as follows:



Table 7: Proposed Manpower for Transport wing of GAMDA S.No. Specialization /

Designation Background / Experience

Urban Transport Specialist / Transport Planner

Educational qualifications in urban transport planning with relevant experience of at least 7 years

Public Transport Specialist

Educational qualifications in Mechanical or Civil Engineering or Public Administration) over a period of 7 years, with relevant experience in a public transport operating company for at least 10 years

Financial Specialist Educational qualifications in Finance with relevant experience in financial modeling of infrastructure projects, financial appraisal, and infrastructure project finance for a period of at least 7 years.

Accounts Educational qualification of M.Com with 10 years of work experience in corporate accounts.

Statistics and Data Management Specialist

Educational qualifications in Statistics, Economics, or a similar discipline, with relevant experience in Data management and operating an MIS system over a period of 7 years

Transport Engineer Educational qualifications in Transport engineering with relevant experience of at least 7 years

IT Expert Educational qualifications in IT systems, with relevant experience of at least 7 years

Support Staff Office Assistant (2), Messenger (1)

7.2.2.3 Financing Structure As discussed earlier, the transport planning wing of GAMDA will be the custodian of the urban transport fund. It would also be the custodian of any other fund sanctioned for the development of urban transport. It would also earn fee from the following:

I. cess known as the “urban mass transit development cess” on

purchase of cars and commercial vehicles

II. cess on additional tax on petrol/diesel sold in the city within the

Zone as may be notified by the state government

III. cess on issuance of registration certificates for private cars and

private transport vehicles that have a sale price above a notified

amount as may be notified by the state government

IV. cess on ownership of more than one car by an individual within a

Zone as may be notified by the state government

V. tariff, fees and charges (including user charges)levied by the

Authority such as collections from congestion tax, as and when

introduced

VI. cess payable by developer seeking to undertake construction of

new apartment complexes and office complexes within the Zone

and proceeds from a “Land Value Tax” or “Betterment Levy”

VII. Value capture form the sale of additional F.S.I

VIII. Sums of money or other advances by way of Loans or Grants to

the Authority by the Government



IX. Any moneys borrowed by the Authority by way of loans and

debentures;

X. Any investment or, other property acquired by or vested in the

Authority;

XI. Any other revenue source generated by the Authority

XII. Any other contributions made by the State or Central

Government.

XIII. Setting the urban transport fund that would form as a source for

financing and capital and operations of transit and other

infrastructure facilities. Accordingly three funds may be created.

a. Development and Operations of Rail Rapid Transit (MEGA

Fund)

b. Development and Operations of Bus Rapid Transit

(Janmarg)

c. General Area Development in TNDA and TCDA (AUDA &

AMC)

It is generally seen that about 40% of expenditure in urban areas is required for area development related expenditure and the balance 60% for transit development. Accordingly, 40% of the collection may be given to create General Area Development Fund (GADF) to the agency responsible for the activity may be assigned with management responsibility the fund. If there are more than one agencies are responsible, respective agencies may be allocated based on the collection in their area (AMC and AUDA).

Proposal Maps

To HimatnagarTo Mehsana

Study Area Delineation

KADIGUJARAT

GANDHINAGAR

DEHGAM

KALOL

ADALEJ GIFT

ToKandla

VIRANGAM CHILODA

AHMEDABAD

LEGEND

GIDCAMC

SANANDGUDAAUDAOuter Urban centers GIFT city Industrial

BAVLABAREJA

KHEDA

MEMDABAD

Industrial SIRWater body Regional roadsRail


KHEDA10 KM0 5

Density Scenarios and Investments

GUJARAT

..

Regional Connectivity

GUJARAT

..

Regional Road Network

Sitapur

Bechaeaji

Santhal

VasaiBilodra

Pilvai Vijapur

Mahudi

Prantij GUJARAT

Vithalpur

Talod

Harsol

Kadi

LEGENDUrban centers

GandhinagarKalol

DehgamVirangamGIFTAdalej

Urban centersRegional ring Regional Freight corridorRegional radialsDedicated Freight corridorBypass road

VirangamSIR

Sanand

Ahmedabad

Kathlal

Bhopal

Zolapur

TATA Nano

SP ring road Special Investment ZoneMajor proposed regional linkMajor proposed regional radial

ChangodarSIR

Mehmedabad

Bareja

Kathlal

Bhavla Mahudha

Jetalpur Nandej

Daskroi

.KhedaDholka 20 KM0 10

Urban Road Network Kalol

To Kadi


Kalol

To VadasarGUJARAT

LEGEND60m Bypass road (proposed) 60m SP ring road 60m Sarkhej highway45 R i l di l d

GIFTTo

Dehgam

To Vadasar

45m Regional radial road 40m existing ring road 36m existing inner ring 36m Arterial road (proposed) Walled city and CG roadExpressway

To TATA Expressway

NH Railway lineUrban builtWater body

Bhopal

To S d

Daskroi

TATAnano

.Sanand

ToChangodar

Bareja

To Vadodra


0 2 4 8 KM

Road Hierarchy

GUJARAT

LEGENDLEGENDExisting Urban Arterials Proposed Urban Arterials Existing Sub‐Arterials Proposed Sub‐ArterialsExisting CollectorsExisting Collectors Existing DistributersRailway lineUrban builtWater body

0 2 5 5 10 KM

.0 2.5 5 10 KM

Proposed BRT Network Kalol

To Kadi


Kalol

To Vadasar

GUJARAT

LEGENDPhase 1

GIFTTo

Dehgam

To Vadasar

Phase 1Phase 2 Phase 3Phase 4BRTS Metro (proposed)

To TATA (p p )

Existing roadsProposed roadsExpressway Railway lineUrban built

b d

Bhopal

To Daskroi

TATAnano

.Water body Sanand

To .0 2 4 8 KM

Changodar

Bareja

To Vadodra


Metro Proposals

GUJARAT

LEGENDMetro (proposed)Existing roadsProposed roadspExpressway Railway lineUrban builtWater body

.ALTERNATIVE 2ALTERNATIVE 1

Transit Network Alt 1Kalol

To Kadi


Kalol

To VadasarGUJARAT

LEGENDBRTS (operational)

GIFTTo

Dehgam

To Vadasar

BRTS (operational) BRTS (under planning)Metro (proposed)Existing roadsProposed roadsExpressway To

TATA Railway lineUrban builtWater body

Bhopal

To Daskroi

TATAnano

.Sanand

T

0 2 4 8 KMChangodar

Bareja

To Vadodra


Transit Interchanges Alt 11 KalupurKalol

To Kadi


p2 Anjali3 Wadej4 Gandhinagar CBS5 Gitamandir6 Panjrapol

4

Kalol

To Vadasar 7 Danilimda8 CTM9 Saijpur bogha10 Akhbar nagar11 Science city12 Bhopal

17

GIFTTo

Dehgam

To Vadasar

12 Bhopal 13 Sarkhej14 Vatva15 Odhav16 Naroda SBS17 Tragad

910

11

To TATA

16

Level 1 interchangeLevel 2 interchangeTODBRTS (operational) BRTS (under planning)

g

2

3

7

6

12

13

15

Bhopal

To S d

Daskroi

TATAnano

5

8

1

.

Metro (proposed)Existing roadsProposed roadsExpressway Railway lineUrban built

713Sanand

To

14

.Urban builtWater body

0 2 4 8 KM

Changodar

Bareja

To Vadodra


Transit Network Alt 2Kalol

To Kadi


GUJARAT

Kalol

To Vadasar GUJARAT

GIFTTo

Dehgam

To Vadasar

LEGEND( l)

To TATA

BRTS (operational) BRTS (under planning)Metro (proposed)Existing roadsProposed roadsExpressway

Bhopal

To Daskroi

TATAnano

Expressway Railway lineUrban builtWater body

.0 2 4 8 KM

Sanand

To 0 2 4 8 KMChangodar

Bareja

To Vadodra


Transit Interchanges Alt 2Kalol

To Kadi


LEGENDKalol

To Vadasar

LEGEND1 Kalupur2 Anjali3 Wadej4 Gandhinagar CBS5 Kankaria

12 Sola flyover13 Shivranjini14 Gitamandir15 Bhopal16 Science city

4

GIFT

To Vadasar 5 Kankaria6 Rakhiyal7 Saijpur bhoga8 Rabari colony9 AEC10 Iskon

16 Science city17 Akhbar nagar18 Tragad19 Naroda SBS20 Odhav21 Vatva

18

To TATA


O

11 Sarkhej

712

1617

19

Bhopal

To S d

Daskroi

TATAnano

TODBRTS (operational) BRTS (under planning)Metro (proposed)Existing roadsProposed roads

1

2

3

5

6

8

9

10

11

13

1520

14

Sanand

To

Proposed roadsExpressway Railway lineUrban builtWater body

.21

Changodar

Bareja

To Vadodra


0 2 4 8 KM .

Activity Nodes Alt 1 Kalol

To Kadi


Kalol

To Vadasar KudasanGUJARAT

LEGEND

New development node

To Dehgam

To Vadasar

Odanj

Tragad

Kudasan

Koba

GIFT

New development node Industrial node Redevelopment zone Logistic nodeBRTS (operational) BRTS (under planning)

To TATA

Bhadaj Naroda GIDC

( p g)Metro (proposed)Existing roadsProposed roadsExpressway Railway line

Bhopal

To S d

Daskroi

TATAnano

Bhopal Vastral


Sanand

To

Sarkhej

Aslali

.0 2 4 8 KM

Changodar

Bareja

To Vadodra


Aslali

Activity Nodes Alt 2To Kadi


Kalol

To Vadasar KudasanGUJARAT

LEGEND

New development node

To Dehgam

To Vadasar

Odanj

Tragad

Kudasan

Koba

GIFT

New development node Industrial node Redevelopment zone Logistic nodeBRTS (operational) BRTS (under planning)

To TATA

Bhadaj Naroda GIDC

Kathwada ( p g)Metro (proposed)Existing roadsProposed roadsExpressway Railway line

Bhopal

To Sanand Daskroi

nanoKathwada

Vastral

KalupurNavarangpura


To

Sarkhej

Hathjan

.0 2 4 8 KM

Changodar

Bareja

To Vadodra


Aslali

Local Area Access Plan

GUJARAT

LEGEND

..0 4 KM1 2

Regional Freight

GUJARAT

CONCOR ICD

8

DFC TERMINAL

NARODA GIDC

AUTOMOBILE INDUSTRIES SARKHEJ &

CHANGODAR

ODHAV GIDC

ASLALI

VATVA VATVA GIDC

..

Technical Team:H.M Shivanand Swamy, Shalini Sinha, Nitika Bhakuni, Abhijit Lokre, Manjiri Akalkotkar, Ankush Malhotra, Sagar Deshmukh

Swapna Ann Wilson, Prutha Shah, Hemangi Dalwadi, Khelan Modi, Vyush Patel, Dhruma Bhavsar, Prasanth Vardhan, Chintan Daftardar, Sungdikongro Imchen, Surabhi Gupta, Faiz Shaikh, Malti Rani , Shrutika Parihar ,Rutika Bhatt, Rajkumar Mishra , Vaibhavi Mehta and Priya Thawani

integrated mobility plan for greater ahmedabad region

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