planning activities

8/12/2019 Planning Activities

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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.

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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.

13th HOURUNIT III PLANNING ACTIVITIES


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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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13 HOURUNIT - III PLANNING ACTIVITIES


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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13 HOURUNIT III PLANNING ACTIVITIES


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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OUUNIT III PLANNING ACTIVITIES





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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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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: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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UNIT - III PLANNING ACTIVITIES 15th HOUR


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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:


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:


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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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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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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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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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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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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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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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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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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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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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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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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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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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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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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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.


Land lot:


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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.


Land lot:


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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.


"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.


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.


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: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.


Costs of Servicing a Plot

UNIT - III PLANNING ACTIVITIES 15th

HOUR


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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.


Important definitions:

UNIT - III PLANNING ACTIVITIES 17th

HOUR


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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.

planning activities

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