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12th HOURUNIT - III PLANNING ACTIVITIES
AR 1316 HUMAN SETTLEMENT AND PLANNING
Roads:
Highway classification:for a road engineer this will enable him to relate the
geometric and structural design standardsto roads under the
different classes
For a planner this provides a basis for long-term planningwhere different priorities could be assigned to different classes
this classification also serves for the administrative
purposes.
Highways are basically of two types
1. Urban
2. Rural (non-urban)
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Highway classification (urban):1. Express ways.
2. Arterial streets3. Sub-arterial streets
4. Collector streets
5. Local streets
Highway classification (rural):1. National highways
2. State highways
3. District roads
Major district roads (MDR) Other district roads (ODR)
4. Village roads
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Highway classification (urban):1. Express ways
They are defined as divided arter ia l highways fo r mo tor
traff ic, w ith ful l or p artia l con trol of access and provided
generally with grade separation at intersection.
Their main function is to provide for movement of heavy
volumes o f mo tor traf f ic at high speeds under free-flow
conditions.
They connect major po ints of traff ic generat ion and are
intended to serve trips of medium and long lengths
between residential areas, industrial or commercial
concentrations and the central business district (CBD)
Parking, loading and unloading of goods and
pedestr ian traff ic are not permit tedin these highways.
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Highway classification (urban):2. Arterial roads:
The term arterial road is a general term denoting a street
pr imar i ly meant for through traff ic usually on a
continuous route.
Significant intra-urban travel such as between central
business district and outlying residential area or between
major suburban centers is served by this facility.
Continu i ty is the pr ime essent ial of arter ia l streets to
ensure efficient movement of through traffic.
A properly developed and designed arterial street systemwould help to ident i fy resident ia l neighborhoods,
indu str ia l si tes and commercial si tes.
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Highway classification (urban):2. Arterial roads:
These streets are general ly spaced at less then 1.5 km
or more in high ly developed central business area and
at 8 km or more in sparsely developed urban fringes.
Parking , loading and unlo ading act iv i t ies are usual ly
restr icted and regulated.
Pedestr ians are al low ed to cro ss o nly at intersect ions.
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Highway classification (urban):3. sub-arterial streets:
These are streets somewhat lower level of travel mob i l i ty
than the arterial streets.
The emphasis on access to adjoinin g areas is more in
case of th ese streets than in the case of arterial streets.
Parking , loading and u nloading are usu ally restrictedand regulated.
Pedestrians are allowed to cross only at intersections.
Their spacing varies fromabout 0.5 km in th e central
business dist r ic t to 3 to 5 km in the sub-urban fringe.
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Highway classification (urban):4. Collector streets:
A collector street is one intended for col lect ing and
distr ibu t ing the traff ic to and from local streets and alsoproviding access to arterial streets.
These may be located in resident ia l neighborhoods,
bus iness areas and indu str ia l areas.
Normally fu l l access is al lowed on th ese streets from
abutting properties
These are few parking restr ict ion s except dur ing peak
hours.
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Highway classification (urban):5. Local streets:
A local street is one pr imar ily intended for access to
residence, bus iness or o ther abutt in g pro perty.
Such a street norm ally does not carry large volum e of
traff ic.
The traffic carried either or ig inates or terminates alongits length .
A local street may be residential, commercial or
industrial, depending upon the prominent use of the
adjoining land.
A local street al lows unrestr icted parking and
pedestr ian movements .
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Highway classification (rural):1. National highways:
national highways are the main h ighways runn ing through
the length and breadth o f the Indian un ion,connecting ports,
foreign highways and capitals of states including roads of
strategic and military value.
they const i tute the frame on which the entire road
communica t ion system of the country is based.
they must give uninter rupted road communicat ion
throughout India and be fairly high grade construction.
al l nat ional highw ays vest in the union of India, as per thenation al highways act, 1956, and it is the responsibility of the
central government to develop and maintain in proper repair all
national highways.
the national highways have to be declared as such by the
central government by notification in the official gazette.
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Highway classification (rural):2. State highways:
State highways are the other main tru nk or arter ia l
roads of a state, connecting up with the nationalheadquarters and important cities within the state.
The state highways are the main arteries of traff ic within
the state.
They are to be of the same standard as national
h ighways.
h
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Highway classification (rural):3. District roads:
District roads are roads traversing each distr ict , serving
area of produc t ion and markets and conn ect ing themwith each other or national and state highways or railways
or important navigational routes.
They should be capable of taking road traff ic into the
heart of the ru ral areasthroughout the year with only minorinterruptions.
District roads are div ided into two classes on the basis of
traffic
1. Major d is t r ic t road (MDR) for the higher order of traffic
2. Other d is t r ic t road (ODR) for the lower order of traffic.
h
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Highway classification (rural):4. Village roads:
Village roads are roads conn ect ing v i l lages or group of
vi l lages w ith each other and to the nearest district roads,national or state highways or railway or navigational routes.
They are in essence roads from the vi l lages to a market
or to a main rou te.
In India, the ODRs and v i l lage roads are consid ered as
rural roads .
hG C S
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Cross sectional elements:General:
The cross-sectional elements in the highway design per tain to
thos e features wh ich deal with i ts w idth.
They embrace aspects such as
Right of way width,
Roadway width,
Pavement width,Central reservations (median),
Shoulder,
Camber,
Side slopes,
Horizontal and vertical clearances, etc
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Cross sectional elements:Right of way:
The road land w idth or the r ight-of-way width is the width o f
land secured and preserved to the public for road purposes.
The right-of-way should b e adequate to accommodate al l the
elements that make up the cros s-sect ion o f the highway and
may reasonably provide for future development.
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Cross sectional elements:In order to prevent ribbon development along highways, it is
sometimes necessary to establish bui ld ing l ines and contro l
l ines w i th fo l lowing def in i t ions
Building line is a l ine prescr ib ing the nearest l im its of
futu re bui ld ings in relat ion to a road.
Control line is a l ine which represents the nearest l im its
of futu re unc ontro l led bu i ld ing act iv i ty in relat ion to aroad.
This signifies that though building activity is not totally
banned between the building line and control line, the
nature of buildings permitted is controlled.
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Space Standards for Urban Roads:In urban situations the space available is generally restricted and
costly. The table below represents current Indian practice.
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Space Standards for Urban Roads:For road with more than two lanes, the roadway width has to be
worked out to suit the number of lanes, medians (if any) and
shoulders.
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Carriageway width:
The width of a traffic lane governs the safety and convenience
of traffic and has a profound influence on the capacity of a road.
Generally, a width of 3 4 meters is adop ted for each traff iclane.
In India, single lane pavements are general ly 3.75 meters
wide, whereas two lane pavements (with out raised curbs ) are
7.0 meters w ide.
When ra ised c urbs are prov ided, two lane pavements are
made 7.5 meters in width.
An intermediate width of 5.5 meters is commonly u sed in
india for less im portant roads w ith two lanes.
For multi-lane pavements:
Indian practice is to provide 3.5 meters per lane. Single lane
pavements in India are often provided with paved shou lders 0.9
meter w ide on either side to facilitate crossing and overtaking
maneuvers.
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Central reservation (median):
A central reservation or a median is the longitud inal space
separat ing dual carr iageways. The functions of the central
reservation are:to separate the oppos ite streams of traff ic.
To minimize the head ligh t glare.
To include space for safe operation of crossing and
turning vehicles at intersections at grade, e.g. right turning
pockets.to provide a stopping area in case of emergencies.
Indian practice is to provide a minimum w idth o f 5.0 meters for
rural areas, wh ich is relaxed to 3.0 metersin restricted
conditions.
For urban situations, a width o f 5.0 meters is considered
desirable, but a m inimum w idth o f 1.2meters is accepted.
On long bridges and viaducts, the width of median be reduced
to 1.5 meters, bu t in any case it should not be less than 1.2m
As far as possible, the median should be of uniform width in a
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Shoulders:
the shoulder is that portion of the roadway cont iguo us w i th the
travelled w ay and is intended for accommodat ion of sto pped
vehicles, emergency use and lateral suppo rt of b ase and thesurface cours es.
The w idth of the shou lder should be adequate for giving
working space around a stopped vehicle.
Indian practice for 2-lane roads suggests a shoulder wid th of
2.5 meters fo r rural roads.
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Curbs:A curb is a vert ical or slo ping member along the edge of a
pavement or shou lder form ing part of a gutter, strengthening
or p rotect ing th e edge, and clearly defining the edge to vehicleoperators. Its functions are
to faci l i tate and control drainage
to strengthen and protect the pavement edge
to delineate the pavement edge
to present a more f in ished appearanceto assist in the order ly developm ent of the roadside.
Curbs are general ly needed o n u rban roads.
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Curbs (Kerbs):Curbs are classified as barr ier and
mountable.
Barrier curbs are designed to
disc ourage vehicles from leaving th e
pavement.
The face may be vert ical or slop ing
and the height may vary from 15 to 25
cm
A smaller height (say 15cm ) may be
adopted fo r pedestr ian refuge island s.
A larger heigh t (22.5cm ) is
adopted for br id ges.
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Curbs (Kerbs):
Mountable curbs arethose wh ich can be
easi ly c rossed b y
vehic les if requir ed.
They are used at
medians and
channeliz ing islands.
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Camber:Camber, also known ascros s-slop e, faci l i tates drainage of
the p avement lateral ly. The pavement can have a crown or a
high point in the middle wi th slopes downwards toward both
the edges.
This type is favored in two -lane roads and w ider undivid ed
roads.
On the divided roads, the individu al carr iageways m ay be
central ly crowned separately or a unidirectional slope may be
provided across the entire carriageway width.
The amount of camber to be provided depends upo n thesmoo thness o f the surface and th e intensi ty of rainfal l .
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Camber:
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Typical Cross section:These are only illustrative cross-sections and a large variety
of combinations is possible.
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Typical Cross section:
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Typical Cross section:
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Typical Cross section:
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Typical Cross section:
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Intersections:An intersection is defined as the general area where two or
more highways jo in or cros s, within which are included the
roadway and roadside facilities for traffic movements in that area.An in tersect ion leg is that part of any one of the roadways
radiating from an intersection which is outside of the area of the
intersection proper.
The importance and design of the intersection stems from the factthat
efficiency of operation,
safety, speed,
cost of operation and
capacity are directly governed by the design.
Since an intersection involves conf l icts between traff ic in
di f ferent direct ion s, its sc ient i f ic design can control accidents
and delay and can lead to orderly movement of traffic.
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Intersections:Intersections represent potent ial ly dangerous locations form
poin t of view o f traff ic safety.
It is believed that well over half of the fatal and ser ious roadaccidents in bu i l t -up areas oc cur at junc t ions .
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Intersections:The following principles should be considered in the good design;
the number of in tersect ions shou ld be kept at m in imum . If
necessary, some m inor roads may be connected w i th eachother before join ing a major road.
the geometric layout should be so selected that hazardous
movements by dr ivers are el im inated. This can be achieved by
various techniques such as channelizing and staggering.
the design should permit the dr iver to discern quic kly either
from the layout or from traff ic signs the path he should follow
and the actions of merging and diverging.
This can be achieved be a good layout, traff ic islands,s igns and carr iageway markings.
Good vis ib i l ity imp roves safety
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Intersections:The following principles should be considered in the good design;
the layout should fol low the natural vehicle paths.
Smoothness, in contrast to abrupt and sharp corners, shou ldguide minor streams into stopping or slowing down
posi t ions.
the number of conf l ic t points should be min imized by
separating some of the many cutting, merging or divergingmovements.
vehicles that are forced to wait in order to cross a traffic stream
should be prov ided with adequate spaces at the junc t ions .
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At-grade and grade separated junctions:An intersect ion where all roadways join o r cross at the
same level is known as an at-grade intersect ion .
An intersection layout which permits cross ing m aneuvers atdi f ferent levels is known as grade-separated intersect ion.
The choice between an at-grade and grade-separated junctions at
a particular site depends upon various factors such as
Traffic,Economy,
Safety,
Aesthetics,
Delay, etc
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At-grade and grade separated junctions:Grade-separated junctions generally are more expens ive ini t ial ly
and are just i f ied in certain s i tuat ions. They are
on high type faci l i t ies such as expressw ays, freeways andmotorways.
certain at-grade intersect ions which have reached the
maximum capacity and where it is not possible to improve the
capacity further by retaining the at-grade crossing.
at certain locat ions which have a proven record of bad
accident h istory when functioning as at-grade junctions.
at junctions where the t raff ic vo lume is heavy and the delays
and loss caused just i fy economical ly the provision of grade-
seperation.
at certain specif ic topog raphical si tuat ions w here it is log ical
to p rov ide a grade-separated structure rather than an at-grade
intersection, which may involve considerable earthwork or
acquisition of land.
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Alignment and Vertical Profile:
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Visibility at Intersections:The safety of traff ic can be ensured on ly if the visibi l i ty is fu l l and
unim peded along b oth roads. Any obstructions should be clear of the
minim um vis ib i l i ty t r iangle for a height o f 1.2 meters above theroadway.
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Alignment and Vertical Profile:
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Alignment and Vertical Profile:
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Alignment and Vertical Profile:
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Channelization:The direction of traffic flow at in tersect ions to def in i te paths, by
means o f traff ic markings , islands or oth er means is known as
channelization.
A channelized intersection is one in which traff ic is directed
into def in i te paths by islands and markings.
An unchannelized intersection, on the other hand, is onew ithou t islands for direct ing traff ic into def in i te paths .
An unchannelized intersection is the most s imple type but is
the most dangerous and ineff ic ient. All important junctions
should therefore provide for channelization.
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Channelization serves the following purposes;2) Control of angle of conflict:
small angles of cros sing cause severe accidents if they oc cur.
Severity is reduced if the angle of conflict is controlled.
3) Control of speed:
to reduce the speed of t raf f ic enter ing the intersect ion and
increase the speed of traf f ic leaving th e intersect ion ,bending or
funneling by suitable channelization techniques is resorted to vide.
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Channelization serves the following purposes;4) Protection of traffic for vehicles leaving or crossing the main
traffic stream:
th is is exempli f ied by the separate storage pockets for r ight
turnin g traf f ic at an intersect ion and th e adjacent island.
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Channelization serves the following purposes;5) Protection of pedestrians:
to provide a haven or refuge for pedestr ians between traff ic f low s.
A channelizing island such as in Fig 11.33 servesas a refuge and
makes the cross ing m uch safer.
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Channelization serves the following purposes;6) Elimination of excessive intersectional areas
intersections with large corner radi i and tho se at ob l ique angles
have large paved areas, which permit and encourage hazardous
uncontrolled vehicle movements. If these unused p aved areas are
conv erted into c hannel iz ing is lands, order ly mo vement resul ts
and hazards are reduced.
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Channelization serves the following purposes;7) Blockage of prohibited movements
to support regulat ions by making improper movements or
encroachments impos sib le or inconvenient .
8) Locat ion of traf fic cont ro l dev ices
to provide sp ace for t raff ic co ntro l devices suc h as d irect ion
indic ators, ref lectors, sign s, etc.
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Features of channelizing islands:Channelizing islands may be of many d if ferent shapes and
sizes gu ided by th e geometry of th e intersect ion. They should
be sufficiently large to command attention.
An area of about 5 sq.m p referably 7 sq. m should be the
minimum. Elongated or divisional islands introduced on undivided
highways to alert drivers and regulate traffic through the
intersections, should be at least 1.2m w ide and 3.5 to 6m long .
An example of a div is ional is land, which is in c ont inuat ion of
a tr iangu lar channel izing island at a rotary intersect ion is given
in the fig below.
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Features of channelizing islands:
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Features of channelizing islands:In rural intersection, is land c urbs shou ld always be of a
moun table type, except where there is a need for a barrier, as at
structures or pedestrian crossings.
For urban intersections moun table cu rbs are preferable for
most s i tuat ions , bu t a barr ier type may be provid ed, where
speeds are low and protection of pedestrians with signal and
lighting standards and signs is needed.
Where the is land is used for protect ion of pedestr ians, i t is
known as a refuge island.
The edges of the island are usually o ffset 0.3 to 0.6m from
the edge of the carr iageway, vide fig 11.37 to reduce the risk
of overriding the islands.
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Features of channelizing islands:
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Features of channelizing islands:The approach noses of is lands should be rounded of f to a
m inimum radius o f 0.6 0.9 m and the merging end nos e
sho uld be rounded o ff to a radius of at least 0.3 m.The approach to the nose sho uld be marked for add it ional
guidance of traffic by means of diagonal markings and chevrons.
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Features of channelizing islands:
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Assessment of housing need and demand:
Definition of 'Housing Unit:
A residence such as a hou se, apartment, mobi le hom e, orroom(s) within a larger structure that provides a space for
occupants making up a single household to l ive and eat.
For a room or apartment to be defined as a housing unit, i t must
be dist inct ly separated from o ther liv ing spaces within the
bui ld ing.
It must be direct ly accessib le from an outer door or through
an interior door in a shared hallway rather than by walking through
another household's living space.
Faci l i t ies w ith sh ared d ining areas are typ ical ly exc luded
from th is def in i t ion.
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Housing Stock:
hous ing stock - the total number of dwelling units in an area.
Example:
The housing stockin the United States comprises approximately
116 million units; approximately 68% are owner-oc cupied, and
32% are rented.
The housing stock includes mobile homes but excludes group
quarters such as prisons, college dormitories, hospitals, hotels,
and congregate housing .
The stock also includes vacant housing units.
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Housing Stock:
Urbanisat ion and Hous ing Sho rtage in India:
As per 2011 census, the country had a population of 1,210.98 m illi on ,ou t o f w hich, 377.10 mil l ion (31.16%) lived in urban areas.
During 2001-2011, the urban population of India grew at a CAGR of
2.8%, result in g in the inc rease in level of u rbanis ation from 27.81% to
31.16%. This growing concentration of people in urban areas has led to
problems of land shor tage, hou sing sho r t fal l and congested transi t
and has also severely stressed the existing basic amenities such as water,
power and open spaces of the towns and cities.
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Housing Stock:
Urbanisat ion and Hous ing Sho rtage in India:
Urbanisation has resulted in people increasing ly l iv ing in slums and
squatter sett lements and has deter iorated the hous ing co nd it ions of
the econ om ical ly weaker sect ion s of the society.
This is primarily due to the skyroc ket ing pr ices of land and real
estate in urban areas that have forced the poor and the economically
weaker sections of the society to occupy the marginal lands typified by
poor housing stock, congestion and obsolescence.
Considering these factors, there currently exists a w ide gap between
the demand and supply o f hous ing (both in terms of q uant ity andqual i ty)in urban India.
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Housing Stock:
Urbanisat ion and Hous ing Sho rtage in India:
According to estimates of the Technical Group constituted by the Ministryof Housing and Urban Poverty Alleviation (MHUPA), the urban housing
shortage in the country at the end of the 10th Five-Year Plan was
est imated to be 24.71 mil l ion fo r 66.30 mil l ion h ous eholds .
The group further estimated that 88% of th is sh ortage pertains to
hou ses for Econom ical ly Weaker Sect ion s (EWS) and
another 11% for Lower-Incom e Group s (LIG).
For Middle- and High-Income Groups (MIG and HIG), the est imated
sho rtage is on ly 0.04 mil l ion.
During the 11th Five-Year Plan, the group estimated that the total housing
requirement in Indian ci t ies ( inc luding backlo g) by end-2012 w il l be tothe tune of 26.53 m il l ion dwel ling units fo r 75.01 m il l ion househo lds.
If the current increase in backlog of housing is maintained, a minimumof 30 m il l ion addit ional hou ses w il l be required by 2020.
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Housing Stock:
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Housing Stock:
In India, pr ivate developers p r imar i ly target luxury, high-
end and upper-mid housing segment, since it fetches a
premium over low income housing.This leads to a susta ined supply for th is segment,
increasing market competitiveness for developers.
On the other hand, the housing for the poo r and EWS is
pr imar i ly p rovided by the government for wel fare purposes.However, it is insuf f ic ient compared to the existing
shortage in the segment.
Thus, it is the housing requirements of the lower m iddle-income
and lower income groups that are gro ssly n eglected, and
there exists a huge dearth in the supply of affordable houses
primarily demanded by this income group in India.
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Assessment of housing need and demand:
PeoplesMentality:Home buyers face challenges while deciding when to
purch ase houses. Whi le favorable econom ic condi t ions lead
to higher incomes for home buyers, it also leads to sp iral ing real
estate pric es making it difficult for a buyer to purchase homes
even given their higher incomes.
On the other hand, during economic downturns while real estateprices decline, people become skept ical about their incomes
and adopt a more caut ious approach to pu rchases.
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Assessment of housing need and demand:
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Housing need and demand assessment:
Demand Drivers:
Urbanization:
Increasing Urbanization
As per the Census of India 2011, the percentage of population living in
urban areas in India has increased from 27.78% in 2001 to 31.16% in
2011and is expected to further rise to 33% by 2026.
As per the Census estimates, India is expected to add a total of 371m il l ion p eople to its p opulat ion b etween 2001 and 2026. Of this,
nearly 182 mil l io n people are expected to b e added in u rban areas
i.e. over 49% of the total pop ulat ion g row th.
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Housing need and demand assessment:
Demand Drivers: Urbanization:
As per 2001 census, the countrysurban land mass (2.4 percent of total land
mass) houses approximately 28 percent of the countrys population,
excluding people who live on the streets
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Housing need and demand assessment:
Population growth backed by favorable demographics
Indiasurban population is increasing at a faster rate than its total population. At
28
percent, the pace of urb anizat ion in India has been slower than the average
pace of urbanization in Asia. However, the absolute number of people in urban
cities and towns has gone up substantially.
In India, urbanization can be described as a product of demographicexplosion and pover ty induc ed rural -urban m igration. This situation has
resulted in pressure on urban infrastructure and in an increase in the number of
homeless people living on the streets.
India is the second most populous country in the world with an estimated
population of 1.21 billion in 2011 as agains t 1.03 bil l io n in 2001, representin g adecadal grow th rate of 17.64%. This population growth is also resulting into an
increase in the working population, thereby generating greater demand for
housing.
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Housing need and demand assessment:
Population growth backed by favorable demographics
Demographic change:
Undoubtedly, the demographic patterns are rapidly changing in India.The provisional population figures of 2011 census show a decline in the rate of
growth of population from 21.54 per cent in the 1991-2001 to 17.64 per cent in
the 2001-11 census decades.
The average number of children per woman in India has come down to 2.6 in
2009. Thus the fer t il i ty rate is com ing c lose to the replacement level of two
chi ldren per woman.Based on the current fertility changes, India will reach the desired two
chi ldren per woman norm with in th is decade.
As per 2001 censes - Age structure:
0-14 years: 29.7% (male 187,450,635/female 165,415,758)
15-64 years: 64.9% (male 398,757,331/female 372,719,379)65 years and over: 5.5% (male 30,831,190/female 33,998,613).
India is having more youth population 64.9 % (working age population)
than any other country in the world.
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Housing need and demand assessment:
Increasing Nuclearization:
With increasing urbanization, housing demand is expected to
increase due to an increase in the nuc learization of fam il ies,
leading to the formation of a greater number of households.
Further, with increasing demand for housing in urban areas, the
property prices also start going up, leading to higher ticket size
of loans and leading to larger disbursements.
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Housing need and demand assessment:
Increasing Nuclearization
Nuclearisation refers to the formation of nuclear families fromextended or joint families.
It is often driven by employment-related migration, largely to
urban areas, and impacts the housing demand in a manner
similar to urbanisation.
It reduces the area per household but the overall household
formation rises, thereby increasing the demand for housing units.
From an average family size of 6.0 person s in 1971, the size
of th e average family in Ind ia has d ropped to 5.5 persons in
2001, indicating the move towards smaller family sizes in India
and resulting in increase in demand for housing in India.
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Housing need and demand assessment:
Rising income levels leading to a sizeable middle class
segment:
The past few years have seen tremendous economic growth in
the country.
While 93 percent of the total population in 1985 was under
deprived category, this declined to 54 percent of total population
in 2005 and is expected to further decline to 22% by 2025 .
The economic growth is also expected to dramatically change
Indias income pyramid by creating a sizeable layer of middle
class . This middle class segment is expected to be the primary
driver for affordable housing
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Housing need and demand assessment:
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Housing need and demand assessment:
Rising Affordability
Sustained econom ic growth in India has led to several demographic
changes in its population such as more employment o ppor tun i t ies, arise in overall income levels and changing savings v s. spending habi ts,
among others.
A large proportion of Indiaswo rking populat ion is young , wi th higher
aspirat ion levels leading to rising standards of living, matched with
sufficient purchasing power.With r is ing income levels, there is greater demand for owned
houses as well as larger houses, thereby providing a fillip to the housing
industry.
Rise in disposable income of the Indian m iddle income group will
have a dramatic effect on the demand of middle income housing across
the country.
However, more robust demand for middle income housing w i l l be
seen in Tier-II/III cit ies and ou tsk irts o f major metros (as the real estate
is more affordable in these areas) in as much as the demand is expected
to outstrip the supply of middle income housing. Some of the major factors
responsible for this exponential rise in demand for middle income housingAR 1316 HUMAN SETTLEMENT AND PLANNING
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Housing need and demand assessment:
Impact of interest rates
The cr i t ical point is that as long as the dow n payment and EMIremains within their paying capacity the decision to buy a house
remains intact.
The first time home buyers purchase a property if it is good and
affordable.
Also, in India buying a house is a col lect ive decision taken by the
entire family. Therefore, if there is a family approval and the loan and total
cost of the house is also affordable then general ly an inc rease of 1 o r 2
percentage po ints in the interest rates w i l l not d eter people from
buying a house.
Our research indicates that the impact of interest rates is less on firstt ime home buyers than on second hom e buyers and m iddle income
class mostly is able to bu y on e home in their l i fet ime.
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Housing need and demand assessment:
Governments thrust on housing
The government has been offering several tax concessions to spur
housing demand, which have also been instrumental in drivinggrowth in housing and housing finance sectors. Some of the tax
benefits provided by the Government include:
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Housing need and demand assessment:
Date of acquisition : For taxation purposes, the date of acquisition is
taken as the date of execution of the purchase deed or the date of
possession, whichever is earlier.
When renting it out
As the owner, one will be taxed on the annual value under the head
income from house property, provided one does not use it for business
or a vocation. The annual value will be the actual rentreceived/receivable. When the actual rent is less than the expected rent,
the income from the property is taxed on the nation al rent (expected
rent).
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Housing need and demand assessment:
Interest on borrowed capital : The interest payable is
deduc t ib le up to Rs 1.50 lakh where a loan is taken on or
after 1 Apri l 1999 and acquis i t ion/con struc t ion is completedw ithin three years from the end of the f inancial year in
which the loan is taken. Otherwise, the interest dedu ct ion is
rest ric ted to Rs 30,000.
With effect from 1 August 1998, interest paid for self-occupiedproperty is eligible for a set-off against salary income for the
purposes of tax deduction at source by the employer.
Section 88 : Principal repayments are eligib le for a rebate at
15 or 20 % (depending on the incom e bracket) of a sum of
up to Rs 70,000. This is applicable for housing loans from
specified sources like banks, housing loan companies and most
categories of employers.
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H i d d d d t
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Housing need and demand assessment:
SHORTAGE OF HOUSES:
As per the Census data of 2001, India as a country faces shortage of
houses.
The formula used to calculate shortage of houses is
Housing Shortage = Total No. of Residencies -(Dilapidated
houses used as residence + Temporary Use of Houses +
Unclassi f iable Use of Houses).
DEMAND FOR HOUSES
Formula used to calculate demand of housing is (Total No. of
ResidenciesVacant Hou ses Houseless Households).
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Housing demand and supply:
The key supply constraints for affordable housing are as follows:
Avai labi l i ty of land:
One of the biggest questions that India needs to answer going forward iswith respect to adequate supply of land for housing purposes.
The Governments vision of Affordable Housing for All will require
acquisition / supply of large land parcels on a regular basis.
According to calculations made by the Town and Country Planning
Organization (TCPO), to cater to the demand of EWS and LIG category
alone would require 84, 724 to 120,882 hectares of additional land .
Land cost is another crucial factor affecting supply of land. Given limited
availability of land in urban areas, it becomes unviable for developers to
provide affordable housing without Government support.
On the other hand, the Government holds substantial amount of urban
land under ownership of port trusts, the Railways, the Ministry of Defence,
land acquired under the Urban Land (Ceiling and Regulation) Act, the
Airports Authority of India and other government departments .
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Housing demand and supply:
Financial and Regulatory Support:
Financial and regulatory constraints have plagued the housing sector in
India.Current financing mechanism prevalent in the coun try most ly targets
MIG and HIG sect ions of the society while the households falling under
LIG and EWS category f ind it d i f f icul tto secure formal housing finance.
Commercial banks and traditional means of housing finance typically do
not serve low-income groups, whose income may be vary with crop
seasons , or is below the viablethresholdto ensure repayment, or who
cannot provide collateral for loans .
Microfinance institutions are considered to be the next best
alternative to for financing the EWS and LIG category.
However, there are challenges faced by m icrof inance inst i tut ionswhich prevent them from extending housing loans.
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Pl t
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Plots:A small piece of ground, generally used for a specific purpose: a garden
plot.
a measured piece or parcel of land: a house on a two-acre plot.
Plot- A parcel or piece of land enclosed by definite boundaries.
Site- A parcel or piece of land enclosed by definite boundaries.
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Land lot:
Diagram of an example house
lotas seen from above, showing
front and back yards, posi t ionsof struc tures on th e lot , and
immediate surrou ndings .
The lot boundaries are outlined
in black except for the frontage,
which is shown in red.In this example, the immediate
surroundings include a sidewalk,
parkway, and section of street out
in front and a section of alley in
back.
Lot structures include a house,
pr ivate walkways, and in back -
a detached garage with
dr iveway access to th e al ley and
a small area for garbage.
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Land lot:
A lot has defined boundaries (or borders) which are documented
somewhere, but the boun dar ies need not be shown on the land
itself.Most lots are small enough to be mapped as if they are flat, in
spite of the curvature of the earth.
A characteristic of the size of a lot is i ts area.
The area is typically determined as if the land is flat and level,
although the terrain of the lot may not be f lat, i. e, the lot m ay be
hil ly.
The con tour surface area of the land is ch angeable and may
be too com pl icated for determining a lot's area.
Lots can com e in var ious sizes and shapes. To be considered
a single lot, the land described as the "lot" must be contiguous.Two separate parcels are con sidered two lots no t one.
Often a lot is sized for a single house or other building. Many lots
are rectangular in shape, although other shapes are possible as
long as the boundaries are well-defined.
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Land lot:
When the boundaries of a lot are not indicated on the lot, a
survey of the lot can be made to determine where the
boundaries are according to the lot descriptions or plat diagrams.Formal su rveys are done by qual i f ied su rveyors , who can
make a diagram or map of the lot showing boundaries, dimensions,
locations of any structures such as buildings, etc.
Such surveys are also used to determine if there are any
encroachm ents to the lot. Surveyors can sometimes place posts
at the metes of a lot.
The part of the boundary of the lot next to a street or road is the
frontage.
Developers try to prov ide at least one side of fron tage for
every lot, so owners can have transportation access to their lots.As the name implies, street frontage determines which side of the
lot is the front, with the opposite side being the back.
land development:
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land development:
Conversion of raw land into con struct ion ready housing,
commercial, or industrial building sites.
Land development process involves improvements that haveindefinite l i fe, such as draining, dredging, excavating, filling,
grading, paving, etc.
Definition of "Undeveloped Land"?
Undeveloped land is usu al ly an area that lacks th e
infrastructu re, services and bui ld in gsthat are often
characterized as urban development.
Often, undeveloped land is improved in the sense that bui ld ings
and infrastructu re have altered its w i ld s tate.
More rigorous definitions of undeveloped land may exclude
working farms, ranges and forests, and inc lude only w i ldernesspreserves and natural areas.
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"Undeveloped plots" will mean where roads water supply
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Undeveloped plots will mean where roads, water supply,
street l igh ting , drainage, sewerage, and o ther conveniences ,
have no t been made available.
It will be necessary that the investor provides th isinfrastructu re and ob tains the complet ion cert i f icate from the
con cerned local body/service agency before he would be
allowed to dispose of the plots.
Tips on Selling Undeveloped Land?
Undeveloped land is more dif f icul t to appraise than
develop ed land, often more difficult to sell and almost always
more difficult to finance.
To maximize the profits, you wi l l have to br ing someth ing to
the table before you list the property.Short of developing the land yourself, begin the legwork for
development and o ffer to help with f inanc ing.
AR 1316 HUMAN SETTLEMENT AND PLANNING
For the purpose of these guidelines undeveloped plots will
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For the purpose of these guidelines, undeveloped plots will
mean where roads, water supply, street l igh t ing, drainage,
sewerage, and other conv eniences, as applicable under
prescribed regulations, have not been made available.
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App roved and Unapproved:
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App roved and Unapproved:What are the problems I would face if I buy Un-approved plots?
The banks would not sanct ion loan for cons truct ion. The
building that you would construct will be an un-approved buildingand it may be at any time be locked and sealed/ demolished by
this department.
What for DTCP approval is required?
It is important to note that DTCP appro val for a layout is for
development of the land and not for b uying or sel ling the
land. Development means any construction activity on the land
like building a house.
What are the typical requirements in getting DTCP approval?
DTCP guidelines for a layout among others, typically include 30feet wide roads between plots and a prescribed area for 'Open
space reservation'.
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App roved and Unapproved:
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App roved and Unapproved:Is DTCP approval required for a panchayat area?
Yes. DTCP layout is required for both urban and rural Layout.
Panchayat approval alone is not sufficient. However for Layoutsmeasuring less than 5 acres in urban areas and those measuring
less than 10 acres in rural areas, the power of approval is
delegated to Local Planning Authority (LPA). Please note that LPA
approval is different from the local body approval or the panchayat
approval.
What if you buy a plot in a non-DTCP approved Layout?
Any construction on the plot would be illegal and liable for
demolition by DTCP. Banks may deny loans for building houses in
such a plot.
How to verify if a layout is DTCP approved?
Any DTCP layout will have a seal, hand signature with an approval
number. Currently, there is no provision to verify the approval
online. Verification can be done by visiting the nearest DTCP office
with reference to the approval number.AR 1316 HUMAN SETTLEMENT AND PLANNING
"Serviced Plot" Some Points To Watch
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Serviced Plot Some Points To Watch
It include,
Constructing accesses;
Laying service such as electricity, gas, telecoms, water,
sewerage, fire main, surface water drainage;
Completing landscaping (which may be important to create the
required amenity for the land being developed and purchased);
Removing spoil heaps or otherwise levelling the site;
Completing decontamination or archaeological works possibly including those required by the planning authority in
respect of an outline planning permission for a larger area;
Diverting existing services which may require
diversion/removal/relocationin order to permit development.
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Costs of Servicing a Plot
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Costs of Servicing a Plot
The cost of installing services is reflected by location and the difficulty
of installation to the building plot.
Mains gas is cheap but LPG is a slightly more expensive alternative if
gas is required for heating or cooking.Electricity is available via the National Grid or an independent source
such as wind or solar power. Renewable energy supplies tend to be
expensive though - and not entirely reliable, though grants are in place to
make this more viable. Getting connected to the National Grid can be
expensive, so local suppliers may be able to offer a more competitive rate.
Allowing a budget of a few thousand may mean the plot is not so viable.If the plot does not have access to mains water, it will have to come
from a separate supply. Sinking a bore is an expensive option and will
again add thousands to the cost of servicing the building plot.
Soakaways can be installed cheaply but tests to measure the
absorption rate of your soil will need to be carried out. If water does not
soak away quickly, a full drainage system will be required.
Generally building plots do not have the benefit of mains drainage so a
septic tank provides the cheapest and easiest option. The tank will
need to be 11 metres from your house so ensure space is available.
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Important definitions:
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Important definitions:
Unauthorised Construction- means the erection or re-
erection, addition or alternations which is not approved orsanctioned by the Authority.
Service Road A road/lane provided at the front, rear or side
of a plot for service purpose.
Permission or Permit-A valid permission or authorization in
writing by the competent Authority to carryout development or a
work regulated by the Bye-Laws.
Approved-As approved/sanctioned by the Authority underthese Bye-Laws.