Thrissur Municipal Corporation - Ward Study

Ward Study

Thrissur, Kerala

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PART 1

-

SECONDARY DATA

PART 2

-

PRIMARY SURVEY & ANALYSIS

PART 3

-

FUTURE PROJECTION & ASSESSMENT

PART 4

-

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PART 1 – Secondary Data 1. City Introduction 2. Ward 34 – Introduction 3. Occupational Structure 4. Land-use 5. Housing & Slum 6. Transportation 7. Physical Infrastructure 8. Social Infrastructure

1. INTRODUCTION 1.3 CITY DEVELOPMENT PHASES

1.1 LOCATION

Malappuram Palakkad Thrissur District

Thrissur City

Coimbatore Ernakulam Idukki

Kerala

Thrissur - city in the Southern Indian state of Kerala

Thrissur - a district in the Mid Kerala

Thrissur - a city in the Thrissur District

Developmental Phase : (a) until 1810

(b)1810-1900

Developmental Phase : (c) 1900-1950

(d) 1950-2010

1.2 ABOUT THRISSUR • Thrissur, also known by its former name Trichur, is a city and the headquarters

of

the

Thrissur

district in Kerala, India. a) •

It

is

the

third

largest

urban

Sakthan Thampuran developed the traditional town. Forests were cleared to welcome new

agglomeration in Kerala after Kochi

merchants. Forts and palaces were created around the town. Five roads were constructed

and Calicut urban areas and the 21st largest in India.

Until 1810 :

which linked religious, trade and administration centers with central core. b)

1810-1900: City administration was taken over by the Diwan. Road and water network were improved.

• Thrissur was once the capital of

the Kingdom of Cochin.

Chirasor tanks were constructed to support agriculture. c)

1900-1950 : Significant growth and change happened in the city due to the establishment of railway line.

• Thrissur is known as "cultural capital of Kerala" the because of its cultural, spiritual and

Commercial developments remained concentrated towards Swaraj round. Roads were

religious leanings throughout history. One of its main cultural events is the Thrissur

widened. Residential settlements got dispersed to the periphery. Various educational and

Pooram, which attracts quite a number of tourists and travellers.

cultural institutions were established. d)

• The city developed along road networks in ring and radial pattern originating from the road surrounding the 65 acre central hillock (Swaraj Round).

1950-2010: Road networks were improved thereby decentralizing the traffic. Roads were interconnected with branch roads. Commercial activities spread from the core across the region.

1.4 CITY PROFILE Railway line To Shornur (North Kerala)

To Shornur & Palakkad

Railway line To Guruvayur (North Kerala)

Thrissur City

As per Census 2011

City Area

101.42 sq.km

Population

3,15,957

Population Density

3,115 person/sq.km

Population Growth

- 4.2%

Literacy

95.5%

Sex Ratio

1,092

NH 47

To Kozhikode

Demographics

To Kandassankadavu

Total Population

3,15,957

Male Population

1,52,296 (48.2%)

Female Population

1,63,661 (51.8%)

To Ernakulam

Total Child Population By-pass Road To Ernakulam

To Kodungallur

Legends National Highway By-pass Road

Child Sex Ratio

26,389 (8.35%) 950

Scheduled Caste

24,210 (7.66%)

Scheduled Tribe

605 (0.19%)

Major City Roads

0

1

2

3km

Source : Self Generated ,with ref from Thrissur Municipal Corporation

Railway Network

Old NH To Ernakulam

Railway line To Ernakulam (South Kerala)

State

Kerala

District

Thrissur

Urban Local Body

Thrissur Municipal Corporation

Location

10.32°N 76.15°E

Elevation

20m to 100m above MSL

3,159mm

Relative Humidity

Generally over 70%

Avg. Temp. Summer Months

Avg. Temp Winter Months

74,848

Avg. household size

4.27

Slum Population

0.30%

Literacy

Climate Avg. Annual Rainfall

Total no. of Households

Total Literate Population

3,01,739 (95.5%)

Male Literate Population

1,47,727 (97%)

Female Literate Population

1,54,823 (94.6%)

Workers’ Profile 1,13,105

Max.

Min.

36°C

27°C

Max.

Min.

31°C

20°C

Total Working Population

Male 81,514 (72%)

Marginal Workers

Female 31,591(28%)

8,621 (7%) Source : Thrissur Municipal Corporation

2. WARD 34 – THRISSUR MUNICIPAL CORPORATION 2.1 WARD LOCATION

2.2 WARD BOUNDARIES

Railway line To Shornur (North Kerala)

Ward 35 Ward 19

Railway line To Guruvayur (North Kerala)

Ward 38

Ward 34

34

(1.055 sq.km) Ward 33 Legends Railway Network

Ward 39

Selected Ward -34

0

1

2

3km

Railway line To Ernakulam (South Kerala)

Ward 40

Ward 31 0km

500 m

Ward - 34 Ward Detail

•

It is the third most populous ward in Thrissur Sub-district .

•

It has a mix of residential, commercial, institutional and public facilities.

As per Census 2011

Ward Area

1.055 sq.km

Population

7,449

Ward Density

7,060.66 Source : Thrissur Municipal Corporation

1km

2.3 WARD CONTEXT AND LANDMARKS

MAJOR CITY LEVEL LANDMARKS

CITY LEVEL LANDMARKS IN THE WARD

3

1

2

4 1.Vadakunnathan Temple

5

12.Thrissur Railway Station entrance

7.K.S.R.T.C. Bus Stand

9.Shakthan Bus Stand

6 7

12

8

9

10 12

Legends

2.ParmekavTemple

11

Road Network

0km

8.Shakthan Exhibition Ground

10.Veliyanoor Temple

Railway Network

1km

13

1.

2.

3.

4.

5.

6.

7.

8.

9.

10.

11.

12.

13.

14.

15.

Vadakunnathan Temple Parmekav Temple Thiruvambadi Temple Municipal Corporation City Police Station City Fire Station K.S.R.T.C. Bus Stand Shaktan Ground Shaktan Bus Stand Veliyanoor Temple Kokkalai Veterinary Hospital Thrissur Railway Station Entrance Metropolitan Hospital Elite Mission Hospital Kurkenchery Temple

3.ThiruvambadiTemple

11.Kokkalai Veterinary Hospital

13.Metropolitan Hospital

14 12

0km

14.Elite Mission Hospital 4.Municipal Corporation

500 m

15

1km

15.Kurkenchery Temple

2.4 ROAD NETWORK

2.5 BASE MAP

Legends Arterial Roads Collector Streets

Ward 35

Legends

To Swaraj Round

Railway Network

To Municipal Stand

City Centre

Ward 35

Water body

Local Streets

Drain

Railway Network

Built Up Road Network

To Shakthan Stand

Ward 19

Ward 19

Ward 33

Ward 38

Ward 33

Ward 38

Ward 39

Ward 39 Ward 32

Ward 32

To Ernakula m

Ward 40

•

To Kodungallur

Ward 31

Ward 40

Ward 31

The ward has very good connectivity to the City as well as the adjacent districts.

0km

500m

1km

4. LAND USE 4.1 LAND USE MAP (2011)

4.2 EXISTING LAND USE MAP (2021)

WARD 34

WARD 34

Residential Commercial Industrial Public & Semi-Public Transport & Communication Dry Agriculture

Existing Land-use (2011)

Existing Land-use (2021)

Agriculture Water Bodies

1%

1% Vacant Plot

5%

5%

3%

1% 1%

10% 8%

35%

8%

35%

12%

12%

1% 27%

34%

1%

Residential(35%) Land-Use Distribution Commercial(27%) Residential Industrial (1%) Commercial Public & semi public(12%) Industrial Transport & Comm. (8%)

Residential(35%) 2011 2021 Commercial(27%) 35% 35% Industrial (1%) 27%

34%

Public & semi public(12%) 1% Transport & Comm. 1% (8%)

Public(1.5%) & Semipublic Agriculture

12% (1.5%) 12% Agriculture

Dry Agriculture(5%) Transportation & Comm.

Dry Agriculture(5%) 8% 8%

WaterAgriculture Bodies (0.5%) Vacant Plot (10%) Dry Agriculture

Water 1.5% Bodies (0.5%) 1.5% Vacant Plot (10%) 5%

5%

Water Bodies

0.5%

0.5%

Vacant Plot

10%

3%

Source : Thrissur Municipal Corporation

0km

500m

1km

Remark

:

The percentage of vacant plot has reduced over the years and got converted into commercial use. (7%)

5. HOUSING AND SLUM 5.1 HOUSING

5.2 SLUM

Building Ownership

Substandard Housing

Building Ownership – Ward 34

0.40%

Building Ownership - TMC

3.00% 0.60%

TMC

2.59% 1.44% 0.44%

0.30%

Slum Population (2011)

9,479 persons

Slum Population (2001)

0.50%

Source of Drinking Water

Public Tap

Method Sanitary Waste Disposal

96.00%

Septic Tank/ Pit latrine

Street Light Provided

95.51%

Yes Source : Thrissur Municipal Corporation

Own (96%)

Lease (0.4%)

Own (95.51%)

Rented (3%)

Others (0.6%)

Rented (2.59%)

Lease (0.44%) Others (1.44)

Thrissur Municipal Corporation

•

The infrastructural facilities are not bad.

•

The ward has approximately same ratio of residential and commercial areas.

•

The major problem faced is shortage of drinking water.

•

Hence the residential concentration is moderately low, in the core areas of the

•

As per the definition of slum, one cannot identify the colonies as slum area.

Corporation due to the dominance of commercial sector.

•

They are places where the low income group are clustered.

Ward 34

Classification of Houses (Based on type of building)

• Ward 34

There are no slums, but cluster of LIG category.

TMC

0.55% 0.05%

2.59% 0.32%

Homelessness

12.00% 36.92%

Homeless Homeless % 87.40%

Pucca

Moderate

Kutcha (0.55%)

Pucca

Moderate

City

0

275

0%

0.09%

Source : Thrissur Municipal Corporation

60.42%

Hut (0.05%)

Ward

Kutcha

Hut

Remark

:

•

Houses in good condition (Ward 34)

:

99.4%

The housing quality of the ward can be considered as good, due to the

•

Houses in good condition (TMC)

:

97.0%

provision of infrastructure and the condition of the houses etc.

Source : Thrissur Municipal Corporation

6. TRANSPORTATION 6.1 CITY AND CONNECTIVITY ❑ The Road Network Malappuram

Thrissur district is bounded on the north by Malappuram and Palakkad Districts, south by Idukki and Ernakulam districts, east by Palakkad

Most important mode of transportation - connecting almost all important nodes.

Palakkad Thrissur District

Coimbatore

Thrissur city is well connected with almost all the major towns and cities of the

Ernakulam Idukki

state The district has comparatively good connectivity due to:

district and Coimbatore district of Tamil Nadu and

•

National Highways (NH-47, NH- 17) :

124.56km length

west by Lakshadweep sea.

•

Twenty State Highways

:

374.03km

•

District roads

: 1249.06kms

❑ Thrissur town to Airport • Cochin International Airport

-

55km

• Kozhikode Airport

-

80km

• Kannur International Airport

-

212km

• Trivandrum International Airport -

279km

RAILWAY NH 47 NH 17

Linkage of airports in Kerala

❑ Thrissur railway station

o

K.S.R.T.C Kerala

State

Road

Transport

Corporation

•

Important railway station as centrally located.

operates bus services to Thrissur from all

•

Connects South India to rest of India through

important cities in Kerala and also inter-state

Trivandrum

buses are available to reach Thrissur from

-

Chennai

and

Trivandrum-

Madurai, Chennai, Coimbatore etc

Mangalore routes.

•

The network pattern of the railways in the

o

district is primarily in the form of two corridors: •

• Shakthan Bus Stand – Connects Thrissur

Double lane broad gauge running from

to all towns in the district and also in the

Ernakulam to Shornur (ie. South-North),

other districts of Kerala – Ernakulam ,

parallel to NH-47 •

Kottayam, Idukki, Kozhikode, Palakkad,

East-West Broad gauge (Single Line) connecting Poonkunnam to world famous temple town Guruvayoor.

Private Bus Stand

Kannur etc Linkage of railways in Kerala

• Vadake Stand (North Stand) – Connects the local areas in and around the city.

PART 2 – Primary Survey & Analysis 9.

Commercial Survey

10. Residential Survey 11. Transportation Survey

Veliyanoor

BUILT USE Ward 34, consists of a variety of land-use, mainly being residential ,

VARIATION IN EACH LOCALITY

41

72

3 6 2

commercial and transport & communication. A Primary Survey was

55

conducted, to assess the ward, through the perception of it users, and to understand the facts in person.

AIM

:

Kokkalai

Assessment of the ward on various aspects and

18

7

compare it with the Secondary data obtained.

19 89

14

OBJECTIVE

: 86

•

To understand the typology of the ward

•

To analyze the infrastructure availability of the ward

•

To assess the content of the users

•

To identify the major issues in the ward

Metro 13

METHODOLOGY

Veliyanoor Area

9

Kokkalai Area

132

Commercial

Metro Area

(Survey a fair percentage of all types of shops in the ward)

Kurkenchery Area

INFERENCE

Kurkenchery 2

•

9 12

most number of commercials

44

Primary Survey Residential (Survey a fair percentage of all types of residences in the ward)

•

Transportation

Veliyanoor and Kokkalai area has the

Kurkenchery had most number of residentials

435 •

(Study the network of ward, perform traffic volume study of road in the ward)

Veliyanoor has most number of vacant and unused buildings.

•

Kokkalai has more industrial activity than the other areas.

0km

500m

1km

9. COMMERCIAL SURVEY Number of Shops

9.1 OVERVIEW

28%

26%

Land Use

Ownership of Shops

14%

23% 39%

Veliyanoor Area Kokkalai Area

15%

Metro Area

31%

47%

77%

Kurkenchery Area Residential

Veliyanoor

Kokkalai

Metro

Kurkenchery

Own

Rental

Leased

mixed

commercial

Mixed-Use

Majority of the commercials are owned or rental , and are commercial

Water Body Vacant

Total number of shops

Presence of Godowns

:

198

participating in the survey

:

68

Percentage of shops

:

35%

Catering Area

Home Delivery Availability

Total number of shops

16%

26%

32%

participating

68% Number of shops

Total

Participating

Veliyanoor Area

55

18

Kokkalai Area

86

21

Metro Area

13

10

Kurkenchery Area

44

19

Informal Commercials

0km

500m

1km

74%

84% Yes

No

Neighbourhood

Thrissur City

Yes

No

Most of the commercials are for the local people and the pandemic has increased the home delivery service, which was available in few shops only.

Old Commercials

New Commercials

LIST OF SHOPS Types of Shops

Veliyanoor

Kokkalai

Metro

Kurkenchery

Total

Electrical Shops

8

-

-

-

8

Hardware Stores

10

17

-

2

29

Digital Retail Stores

5

4

1

3

13

Restaurants and Lodge

Electronics Shops

3

-

-

-

3

Sanitary fittings,

Restaurants

4

-

2

2

8

Furniture and Steel etc

Lodges

7

-

-

-

7

Cafes

-

-

-

3

3

Bicycle Shops

3

-

2

2

7

Courier

2

4

1

3

10

Sanitary Fittings

-

5

-

-

5

Furniture Stores

-

4

-

2

6

Medical Shops

-

13

3

8

24

Pet shops

-

5

-

-

5

Solar Fittings

-

2

-

1

3

Agri Stores

-

2

1

2

5

Super Markets

1

2

-

3

6

Bar

-

-

1

-

1

Workshops

3

5

1

9

18

Automobile Centre

-

15

-

3

18

Informal Shops

9

8

1

1

19

Total

55

86

13

44

198

Medical and Pet Shops

Medical Stores Veliyanoor Area Kokkalai Area Womens’ Nighties

Metro Area Kurkenchery Area

Ward has a variety of commercial shops, and each shop has its own identity and range of customers.

Types of Shops 9%

1) Restaurants and Lodges are strategically placed opposite K.S.R.T.C Bus stand and the Railway Station Entrance to tap customers

26%

54%

2) Sanitary Fittings &Furniture near Railway Station for easy access 3%

8%

3) Medical Stores clustered near the hospitals.

Retail Shops

Whole Sale Shops

General Business

Service Sector

Informal Shops

4) Street stretch of womens’ nighties – run by homemakers.

The nighty stretch near Kurkenchery

Service timings of the shops

40%

30.00%

30%

20.00%

20%

3%

20%

10.00%

23.00%

40.00%

0.00%

50

5k-10k

10k-20k

41

40

10%

30 16

20

8

10 1 to 5

>20k

5 to 10 Pre Pandemic

Majority of shops close by 7pm, especially in Veliyanoor and Kokkalai, due to social issues.

21% Complexes

Individual units

Majority of the shops are individually set up.

And require individual facilities.

Plot area of the shops

more than 15

Post Pandemic

Age-group of the Staffs

<5 cents

83%

Majority of the staff are males.

Travel preferences of the staffs

No. of floors

2%

26%

Female

52% 18-25

25-35

35-45

45-60

60+

<10 cents

Most of the shops have plot areas less than 3cents, majorly being individual.

14%

21%

15%

Male <1 cent

10%

17%

3%

The working staffs range from 18-35, indicating their major participation in the economy.

Commonly used Public transportation

3% 9%

26%

9%

30%

37%

15% 6%

2

2%

90.00% 80.00% 70.00% 60.00% 50.00% 40.00% 30.00% 20.00% 10.00% 0.00%

Built Age 18%

10 to 15

Gender of the Staffs

79.50%

79%

90% 80% 70% 60% 50% 40% 30% 20% 10% 0%

5

4

The number of staff in the shops have been reduced increasingly post pandemic.

Also, this has led to shops having 1-5 staff majorly or manage with the help of family members.

14.70%

Typology of the shop

5.80%

The rent per monthly majorly varies between Rs 5000 to Rs 10000.

8

0

0% 1k-5k

56

60

30%

50%

23%

50.00%

Number of Staff

17%

60%

54%

60.00%

50%

Rent per month

38% 32%

57%

51%

0-10 yrs

10-20 yrs

25-50 yrs

50-75 yrs

75-100 yrs

100+ yrs

Majority of the commercial buildings have been built in the past 20 years.

G

G+1

23%

1% G+2

>G+2

Majority of the shops are single or double storied, except the complexes.

Walk 2 Wheeler Public Transport

Bicycle 4 Wheeler

Public transport and 2 wheelers are mostly preferred, majorly due to the age group of the working sector.

Private Buses

K.S.R.T.C Buses

Auto

Train

Trains are less preferred as majority staff reside in & around Thrissur City which is connected by busses.

10. RESIDENTIAL SURVEY Total number of houses

10.1 OVERVIEW

:

728

Number of Residences

Total number of houses participating in the survey :

74

Percentage of shops

10%

:

21.50%

19.00%

participating

Veliyanoor Area Kokkalai Area

27.00%

Metro Area

No. of residences

Total

Participating

Veliyanoor Area

72

24

Kokkalai Area

89

20

Metro Area

132

16

Kurkenchery Area

435

14

Total

728

74

32.50%

Kurkenchery Area Residential Mixed-Use Water Body

Veliyanoor

Kokkalai

Metro

Kurkenchery

Vacant

Kutcha House

Population

Pucca House

Child Population (0-6yrs)

Primary Survey (10% participation)

Secondary Data (As per 2011)

Total

283

7,449

Male

130

2,653

Female

114

2,734

Total

39

1,583

Male

16

839

Female

23

744

Category

Sex Ratio Child Sex Ratio Avg. Household Size

877

1,085

1,437

900

3.82

04

• 3.8% of the total ward population has participated in the primary survey.

• 2.5% of the total child population has participated in the primary survey Apartments

• Total sex ratio in primary survey is lower than secondary data.

• Child sex ratio in primary survey is higher than secondary data.

0km

500m

1km

10.2 PRIMARY HOUSEHOLD SURVEY DATA

60.00%

70.00%

Prim. Survey

Sec. Data

13.00%

17.00%

0.00% 2

3

4

5

6

7

>7

88% 93%

The avg. household size is 3.82 as compared to the value of 4 (from sec. data)

Majority of the population are <50 year old.

• The majority of surveyed population belonged to the general category.

0% 0%

2.00% 0%

10.50% 7%

60%

20%

10.00% 1

2

>2

Caste Distribution

80%

40%

20.00%

0.00% 1

100%

3.00%

Christian

30.00% 0%

Muslim

10.00%

40.00% 6.00%

Hindu

20.00%

• i.e 80% as compare to 54% (as per secondary data).

0%

50.00%

30.00% 11.00%

20%

6.70%

40%

• The majority of surveyed population were Hindus.

60.00%

0.00%

40%

40.00%

13.30% 6%

60%

80.00%

0%

54%

80%

50.00%

90.00%

No. of married couple in the residence

19.40%

80%

Religious Distribution 100%

50.00%

No. of residents

80.60%

Age – Sex Distribution

ST

OBC

0% General

SC

Prim. Survey

Family Type

Residences with disabled persons

13%

23%

Sec. Data

Occupational Structure

95.10%

90.17%

20.00%

• The Work Force Participation rate is approximately similar in both the cases.

• The maximum population is involved in tertiary sector.

10.00%

9.40%

2.45%

0%

3.20%

30.00%

1.75%

No

It is claimed that the area is not very disable friendly, by those experiencing.

0.00% <5k

<15k

<30k

<50k

<1L

<2L

Majority of the population belong to the MIG category.

Domestic Help 7%

1.20%

23%

40.00%

0%

7.38%

Other sources of income 43.30%

1.70%

Yes

Only 0.4% of the surveyed population have disability

50.00%

16.10%

34.79%

19.40%

33.56%

No

Avg. monthly expenditure

24%

2,592

3.20%

% of Tertiary. Workers

95

8%

% of Sec. Workers

7,449

Yes

The Ward consists of mostly nuclear family.

27.60%

% of Prim. Workers

283

Nuclear

13.30%

WFPR

Secondary Data (As per 2011)

12.90%

Working Pop.

Primary Survey (10% participation)

87%

99.60%

Joint

0.00%

Total Pop.

Is the area disable friendly?

0.40%

• i.e 88% as compare to 93% (as per secondary data).

77%

Category

Majority of the residences have single married couple.

0.40%

45%

48%

Full Time

Hourly Basis

0.80% House Rent Advertisements

Parents Part time jobs

No

>2L

Part-time Jobs and House Rents are the major secondary sources of income.

The residences either have domestic help on hourly basis, or no help at all.

10.3 HOUSING DETAILS

80.00%

0.00%

0.00% Own

Rental

Good

Leased

Satisfactory

40.00%

0.00% 0.10%

20.00%

0.00%

40.00%

0.40% 0.44%

20.00%

2.50%

12.10% 3% 2.59%

40.00%

60.00% 12.50% 2% 2.90%

60.00%

60.00%

20.00% 0.00%

Poor

Pucca

• Thrissur Corporation and the ward have owned houses in majority.

• The majority of surveyed residences are owned.

• The percentage of rental houses in primary survey > secondary data.

TMC

3.20% 0.05% 0.32%

TMC

80.00%

Ward -Sec. Data

6.50% 0.55% 2.59%

100.00%

37.00%

Ward - Sec. Data

Prim. Survey

97%

120.00%

3.20% 2%

TMC

80.00%

100.00%

Prim. Survey

60.42%

Ward -Sec. Data

120.00%

Housing Typology

Built Condition 87.10%

Prim. Survey

98% 97.00%

Ownership 87.50%

100.00%

96% 95.51%

120.00%

85.40%

Source : Thrissur Municipal Corporation (Secondary Data)

Semi-Pucca

Kutcha

Hut

• The majority of surveyed residences are considered good.

• The majority of surveyed residences are pucca.

• Residences of various types had been surveyed.

• Residences of various types &economic background had been surveyed.

Poor Residence

Low-rise Residence

Satisfactory Residence

Contemporary Residence

Semi-pucca Residence

On-going Construction

0m

Traditional Residence

500m Own Rental Leased

0m

500m Good Satisfactory Poor

0m

500m Pucca Semi-pucca Kutcha Hut

Traditional Residence

Built Use

Built Typology

Built Age

No. of Floors

3% 10%

6%

13%

11%

13%

10%

7%

10%

43%

16% 52%

90% Mixed

1-10yrs

10-25yrs

25-50yrs

Private Plotted

50-75yrs

75-100yrs

>100yrs

Substandard Living

Low-rise Apartment

Most of the houses are used for residential purpose only.

Ground

Rent per month

Residential Type

29% 3BHK

9.70%

10% 5% 0%

>3BHK

1BHK, 2BHK and 3BHK are the most common typology.

0m

500m

The majority (65%) of surveyed houses have been built in the last 25 years.

0m

500m

The majority of residences are private plotted and have had organic development.

6.50%

32.30% 2BHK

15%

3.20%

29% 1BHK

20%

40.00% 35.00% 30.00% 25.00% 20.00% 15.00% 10.00% 5.00% 0.00%

29%

Plot area of the residence

35% 25%

35.50%

Very few residences have area more than 1000sq.ft, MIG being avg economic background.

The monthly rents mostly fall under the Rs 5,000 to Rs10,000 category.

30%

9.70%

0.00%

19.40%

75-100yrs >100yrs

25.80%

Private Plotted Substandard Houses Low-rise Apartments

25.80%

10.00%

0%

28.60%

20.00%

1-10yrs 10-25yrs 25-50yrs 50-75yrs

40.00% 35.00% 30.00% 25.00% 20.00% 15.00% 10.00% 5.00% 0.00%

9.70%

57.20% 14.30%

30.00%

>G+2

Area of the residence

60.00% 40.00%

G+2

The majority of residences are single or double storied, indicating individual houses.

70.00% 50.00%

G+1

35.50%

Residential

39%

77%

Most of the residences have plots of <10cents, indicating the high value of land , in the city core.

b) HEALTHCARE INFRASTRUCTURE HEALTHACRE FACILITIES Population served by 1 unit (as per URDPFI)

No. in the ward

Population of the ward

15,000

9

7,449

Dispensary Nursing home, Mother-child welfare Centre

45,00 - 1,00,000 (25-30 beds)

1

Multi Specialty Hospital

1,00,000 (200 beds)

3

5 lakh

1

Veterinary Hospital

Mode of travel

Proximity of Educational Facility

7,449

Remark

Sufficient

Dispensary /Clinic

0% 0%

19%

7,449

MCH

Sufficient

wheeler, 4 wheeler, bus

18%

Sufficient

Sufficient

• Preferred Means of travel : Walk, 2

95%

85% 0% 0%

31%

51%

94% 32%

29%

1 74%

Pharmacy

• Majorly within the ward 17%

• Preferred Means of travel : Auto, Walk, 2

15%

wheeler, 4 wheeler, Taxi, Bus • Majorly within the ward

32%

• Preferred Means of travel : Walk, Auto,

18%

88% 8% 0%

wheeler, 4 wheeler, Taxi, Bus

12%

15%

57%

• Preferred Means of travel : Auto, Walk, 2

18%

18% 9%

42% Hospital

• Within the ward

17% 10%

15% 7,449

• Within the ward

16% 23%

78%

2 wheeler, 4 wheeler, bus

17% 14%

20%

40%

3

60%

80%

Inference

100%

Within 200m2 Within 500m2 Within 1km >1km

2

Elite Hospital , Kurkenchery Services available in pandemic times Testing Centre

47.80%

On-call consultation

78.30%

Ambulance service

65.20%

Home delivery by…

Home consultancy…

0.00%

2

78% 17.40%

50.00%

Issues Lack of specialists in hospital Home delivery by pharmacy lack of on-call ambulance

100.00%

Remark :

0%

0.00%

• 63.60%

mostly at walking distance.

100.00%

Legends

2

1 2 3

Ayurvedic Hosp.

• All important healthcare facilities are present within the ward.

Allopathy Hosp.

• Although EWS category use the District Hospital for consultation and pharmacy due to the free or

Veterinary Hospital

cheaper treatments available.

• Home Delivery was provided for bill more than a fixed amount and delivery fee was also charged.

0m

500 m

• Hence the EWS and LIG category had faced difficulty.

available within the ward and

27.30%

50.00%

All Healthcare facilities are

•

Healthcare facilities for the economically challenged is

present in the adjacent ward, where free or low-cost treatments are available.

c) SOCIO- CULTURAL AND RECREATIONAL INFRASTRUCTURE Population served by 1 unit (as per URDPFI)

No. in the ward

15,000

01

Community Halls Library

Sufficient

00

7,449

1 (Ward 35)

1,00,000

02

7,449

Sufficient

15,000

04

7,449

Sufficient

Community

1,00,000

01

7,449

Sufficient

District

5,00,000

01

7,449

1 (Ward 35)

Gymnasium

Exhibition Ground

20%

25% 7,449

10,00,000

Religious centres

01

7,449

06

7,449

54%

58%

0

32%

Library

100%

85%

9% 15%

35% 64% 85%

Religious Centres

Sports Centre

20%

21%

45%

• Outside the ward • Preferred Mode of travel : 4 wheeler, 2 wheeler, Bus

10% 15%

65%

Gymnasium

18%

75%

4%

54%

0% 2

Exhibition Ground

• Preferred Mode of travel : walk, Bicycle,

• Within the ward • Preferred Mode of travel : walk, Bicycle, 2 wheeler, 4 wheeler • Within ward 34 and also Ward 35

25% 45%

Open Grounds

• Within the ward

2 wheeler, 4 wheeler 25%

1

Playground Gymnasium

wheeler, Auto

Sufficient

10%

Community hall

45%

85%

1 1

• Within the ward

• Preferred Mode of travel : 4 wheeler, 2

65%

Community Hall

Sports Complex Legends

Inference

Remark

15,000

Sports Complex

Open Grounds

Population of the ward

Mode of travel

Proximity of Educational Facility

• Preferred Mode of travel : 2 wheeler,

85%

10% 100%

75% 10%

4 wheeler, Bus

6 30% 45% 50%

Exhibition Ground

78%

1

50%

65% 87%

Religious Centre

3

3 4

20%

Within 200m2

1

40%

60%

Within 500m2

80%

100%

Within 1km

65%

• Within ward

• Preferred Mode of travel : 2 wheeler, 4 wheeler, Bus, Auto

85%

40%

100% 100% 0%

35% 95%

10%

2

4

85%

• Mostly within ward 34

24%

120% >1km

2 1 5

0m

500 m

Community Hall, Kurkenchery

Sports Complex, Kurkenchery

Open Ground, Kurkenchery

Exhibition Ground, Shakthan

11. TRANSPORTATION SURVEY 1. Kuruppam Rd.

To Municipal Stand

11.1 OVERVIEW

None of the Roads have the required minimum width as per IRC. • Arterial Roads – 50-80 m • Collector Roads - 12-30m

EXISTING ROAD SCENARIO 2. Veliyanoor Ring Rd.

Type

No. of lane

R.O.W (m)

Carriage Way (m)

Arterial

01

-

-

1,901m

• Veliyanoor Area

Arterial

01

10m

08m

385m

• Kokkalai Area

Arterial

01

12m

10m

470m

• Metro Area

Arterial

01

20m

17m

279m

Widened (2010)

• Thankamani Area

Arterial

01

10m

08m

657m

Old Construction

• Kurkenchery Area

Arterial

01

24m

22m

110m

Widened(2012)

2. Veliyanoor ring rd.

Collector

02

20m

18m

526m

Mid 20th Century

3. TB Rd.

Collector

01

10m

08m

676m

Mid 20th Century

4. Balya Hospital Rd.

Collector

02

12m

10m

130m

Mid 20th Century

5. Saw Mill Rd.

Collector

01

06m

05m

443m

Mid 20th Century

6. Kanamkulangara Rd.

Collector

01

08m

07m

119m

Mid 20th Century

7. Kanjirangadi Rd.

Collector

01

06m

05m

580m

Mid 20th Century

8. SN Rd.

Collector

01

06m

05m

413m

Mid 20th Century

9. Chiyyaram Rd.

Collector

01

16m

14m

67m

Mid 20th Century

Name of the Road 1. Kuruppam road (SH)

3.TB Rd.

4. Balya Hospital Rd.

5. Saw Mill Road

6. Kannamkulangara Road

Length (m)

1. Kuruppam Road

5.Saw Mill Road

Residential Lanes

1. Metro Area

7. Kanjirangadi Rd.

9. Chiyyaram Rd.

Legends Arterial Roads

8. SN Rd.

Collector Streets Local Streets Railway Network

1. Kuruppam Rd.

Source : Thrissur Municipal Corporation

0km

500m

1km

Remark

Old Construction (1850 – 1900s)

11.6 ROAD SECTIONS Section 03 – Kuruppam Rd – Thankamani & Veliyanoor Area

Section 06 – Veliyanoor Ring Road

• Mid Century Rd. • Major Connection between 2 bus stands and districts.

• Difficult to turn Large buses in the junction.

20th

Commercial

From Swaraj Round 1m

Commercial/ Residential

1m

18m

From Thrissur City 1m

1m

Commercial/ Residential

• Mid 19th C Road.

• Designed for 1 or 2 buses a day.

• Road widening proposals not sanctioned due to the age-old construction adjacent to the road.

8m

20m

10m

Section 02 – Kuruppam Rd – Thankamani

Section 05 – Collector Road (Sawmill Rd.)

• Major Residential Road connection access lanes.

• Not a Public Bus route.

• No space for on-street parking, although practiced.

Commercial/ Residential

Commercial/ Residential 0.75m

0.75m

4.5m

Commercial/ Residential 6m

1m

1m

8m

Commercial/ Residential

• Mid 19th C Road.

• Designed for 1 or 2 buses a day, hence the present over use leads to severe block and time lag.

• The new commercials have ample set-back, providing better enclosure.

10m

Section 04 – Kuruppam Rd – Metro

Commercial

From Shakthan Stand

From Thrissur City 1m

1m

18m

• Mid 19th C Road,but widened in 2010, to reduce traffic blocks.

• Has 20m width accommodating the traffic better than the other stretches.

• No space for on-street parking, although practiced.

Section 01 – Kuruppam Rd – Kurkenchery

• Mid 19th C Road.

• Widened in 2012,as Kurkenchery was a major catering junction, for commerce and connectivity from Ernakulam.

Commercial

20m

Kurkenchery Temple 1m

1m

22m 24m

Mobility Inferences

2

3

4

3

1

6

• The Major arterial Road being constructed in 1900s, is narrower when compared to the transport it caters.

5

• Absence of dedicated bicycle tracks; and since Covid pandemic, use of bicycles has increased in the ward.

• Lack of pedestrian crossing facilities, especially for the differently-abled.

• Absence of footpath wider than 1.2m along the road network.

(The existing ones are 90cm -1m which is the covered drains) 0m

500m

PART 3 – Future Projection & Assessment 12. Population Projection 13. Future Assessment

12. POPULATION PROJECTION C) Incremental Increase Method

A) Arithmetic Method

Pn

=

Po + r n

Pn

=

population of the nth year

Po

=

population of the base year

r

=

annual increase in population

n

=

number of years

Population (Pn)

Year

Increase in Pop. (Pn – Po)

Pn = Po + (Avg. increase + Avg. incremental increase x no. of decades)

r = (Pn –Po)/10

1991

3,485

2001

5,387

1,902

2011

7,449

Pn

=

population of the nth year

Po

=

population of the base year

Population (Pn)

Year

Increase in Pop. (Pn – Po)

Incremental Inc. (Pn1-Po1) - (Pn2-Po2)

1991

3,485

190.2

2001

5,387

1,902

2,062

206.2

2011

7,449

2,062

160

Total

3,964

396.4

Total

3,964

160

Average

1,982

198.2

Average

1,982

160

2021

P2021

7,449 + (198.2 x 10)

=

9,431

2021

P2021

7,449 + (1,982 + 160 x 1)

=

9,591

2031

P2031 = 9,431 + (198.2 x 10)

=

11,413

2031

P2031 = 7,449 + (1,982 + 160 x 2)

=

9,751

2041

P2041 = 11,413 + (198.2 x 10) =

13,395

2041

P2041 = 7,449 + (1,982 + 160 x 3)

=

9,911

=

B) Geometric Increase Method

Pn

=

Po x r

Year

Population (Pn)

=

D) Decreasing Rate of Growth Method Pn

=

population of the nth year

Po

=

population of the base year

r

=

common ratio

Increase in Pop. (Pn – Po)

Pn = (Po + net % increase) Year

r = (Pn1/Pn2)

Population (Pn)

Increase in Pop. (Pn – Po)

Percentage Increase

Increase in %

1991

3,485

2001

5,387

1,902

54.6

2011

7,449

2,062

38.3

-16.3

1991

3,485

2001

5,387

1,902

1.54

2011

7,449

2,062

1.38

Total

3,964

92.90

-16.3

Total

3,964

2.92

Average

1,982

46.45

-16.3

Average

1,982

1.46

Net % increase in Population

Pn = (Po + net % increase)

2021

P2021

7,449 x 1.46

=

10,876

2021

46.45 - 16.3 = 30.15

7,449 + (30.15 x 7,449/100) = 9,695

2031

P2031 = 10,876 x 1.46

=

15,879

2031

30.15 - 16.3 = 13.85

9,695 + (13.85 x 9,695/100) = 11,038

2041

P2041 = 15,879 x 1.46

=

23,184

2041

13.85 - 16.3 = -2.45

11,038 +(-2.45 x 11,038/100) = 10,768

=

13. FUTURE ASSESSMENT a) PERSPECTIVE POPULATION FOR THE YEAR 2021 AND 2031 Growth Rate of Population

A.

Population in 2021

Method Arithmetic Method

B.

Geometric Method

C. D.

9,431

Population in 2031

Population in 2041

11,413

13,395

10,876

15,879

23,184

Incremental Increase Method

9,591

9,751

9,911

Decreasing rate of Growth Method

9,695

11,038

10,768

Average

9,899

12,021

14,315

Rounded to

9,990

12,025

14,315

Population Growth Rate 54.6

60

Percentage

Sl. No .

38.3

40

34.1 20.35

19.04

20 0

1981-1991 1991-2001 2001-2011 2011-2021 2021-2031 2031-2041

Ward

54.6

38.3

34.1

20.35

19.04

The population growth of the ward has decreased from 54.57 % to 19.04% by 2031. The ward growth rate trend shows a decline.

• The population growth for the years 2021, 2031 and 2041 have been projected as per the average of the afore said methods.

•

Average Household Size

The population will be doubled by 2041, as compared to 2011.

Avg.Household size

b) DEMOGRAPHY

• The avg household size of the ward has reduced from 4.5 to 4 (in 2011)

Population of Ward 34 20,000 15,000 10,000 5,000 0 Ward

3,485

5,387

7,449

9,990

12,025

14,315

1991

2001

2011

2021

2031

2041

3,485

5,387

7,449

9,990

12,025

14,315

Ward TMC Kerala India

Population Density Person every 1 Sq.Km

6 5 4 3 2 1 0

Number

Population in numbers

Population Projection

• Avg. household size of ward – 3.8 • (as per primary survey) • Total population (2011) - 7,449 2001

2011

• Existing Housing stock - 1,592

4.5 5.19 5.3 5.31

4 4.6 4.73 4.8

• Present Dilapidated

Population Density 15,000 10,000 5,000 0 Ward

3,303

5,106

7,060

9,469

11,398

2001

2011

2021

2031

2041

3,303

5,106

7,060

9,469

11,398

13,568

- 0%

• % of Homeless

- 0%

HOUSING SHORTAGE CALCULATION

13,568

1991

• Structure

2011

2021

2031

2041

Population

7,449

9,990

12,025

14,315

Housing Stock Req. (considering 4.8 household size)

1,551

2,081

2,505

2,982

-41

An excess of 30% will be required.

Another 20% will be required.

Another 30% will be required.

As compared to the existing stock Remark

excess

Requirement increased residences in the coming decades, hence densification of ward • The population growth for the years 2021, 2031 and 2041 have been projected

has to be considered.

PART 4 – Proposals 14. Liveability Assessment of the Ward 15. Literature Study 16. Strategies for Enhancement of the Ward 17. Future Proposals

14. LIVABILITY ASSESSMENT OF WARD-34

Population Trend of Ward 34

Population Growth Rate of Ward 34

16,000

14,315

14,000

12,025

12,000 7,449

8,000 6,000 4,000

5,387 3,485

Population

38.3

40

decreasing.

34.1

30

20.35

20

• It is important to know the present living 19.04 conditions, to accommodate the future

10

2,000 0

increasing, the decadal growth rate is

50

9,990

10,000

• Although the population of the ward will be

54.6

60

Percentage

Population in numbers

14.1 NEED FOR LIVABILITY ASSESSMENT

1991

2001

2011

2021

2031

2041

3,485

5,387

7,449

9,990

12,025

14,315

0

population into the ward organically.

1981-1991 1991-2001 2001-2011 2011-2021 2021-2031 2031-2041

Ward

54.6

38.3

34.1

20.35

• Hence the need for livability assessment.

19.04

14.2 LIVEABILITY ASSESSMENT – USING THE LIVEABILITY INDEX

ABOUT THE METHOD

FRAMEWORK OF THE METHOD

THE PROCESS

Study and documentation of Liveability Standards in cities

• The Ministry of Urban Development has

Capture multiple datasets across the 79 Livability Standards through secondary sources& extensive field surveys on periodic basis.

developed a set of ‘Liveability Standards in Cities’ to generate a Liveability Index and rate cities.

Measuring & scoring progress against benchmarks

• They have been grouped under 15 thematic

Score the indicators based on the performance against prescribed indicators

categories, which in turn are part of the four pillars of comprehensive development of Computing ‘Category Indexes’ of liveability for cities

cities, namely institutional, social, economic and physical.

Computing ‘City Liveability Index’ for cities.

Apply the prescribed weights to Institutional, Social, Economic & Physical categories and calculate ‘City Liveable Index’

Apply the prescribed weights to the Core and Supporting Standards and calculate ‘Category Indexes’

14.3 MAJOR CRITERIAS FOR IMPROVEMENT IN FUTURE.

PILLAR SCORES Pillar Of Comprehensive Development

INSTITUTIONAL (25%)

SOCIAL (25%)

ECONOMIC (5%)

PHYSICAL (45%)

Category Index (Score on 100)

Avg. Value For Each Pillar

Ward Livability Score

a) Identity and Culture

• For the cultural activities taking place within the ward i.e Veliyanoor Temple festival

16.25

65

65

Governance Index

Weight Adjustment

(0.25x65)

and Kurkenchery Pooyam , no separate funding is there from the Government.

Identity & Culture

32

Education Index

86

Health Index

79

Safety & Security

45

• It is Collected and funded by private committees and locals.

15

60 (32 + 86 + 79 + 45)

(0.25x60)

b) Safety and Security • Traffic junctions along all roads with ROW equal to or more than 20 metres (minimum

Economic Index

2.75

55

55

width for collector roads IRC:86-1983)

(0.05x55)

61.45 Housing & Inclusiveness

100

Open Space Index

55

Mixeduse &Compactness

32

Energy Index

65

Mobility Index

27

Water Index

71

Waste Water Index

74

Solid Waste Index

54

Pollution Index

71

61

• No surveillance system in public places.

• Issues of crime can be observed in certain areas, which are also affecting the

commerce and economic activity of the place.

(100 + 55 + 32 + 65 +27 + 71 + 74 + 54 + 71 )

27.45 (0.45x61)

c) Mobility • The ward is well connected and has high frequency of public transport flow through its road, but the Major arterial Road being constructed in 1900s, is narrower when

compared to the transport it caters.

• Bangalore is considered as the most liveable city in India, as per 2020 ranking, by MoUD Liveability Score of Bangalore

-

66.70 (population million+)

Liveability Score of Shimla

-

60.90 (population less than million)

Average score

-

53.51

• Absence of dedicated bicycle tracks; and since Covid pandemic, use of bicycles has increased in the ward.

• Lack of bicycle parking facilities.

• Absence of Passenger Information System

• The liveability index of the ward can hence be considered good, although there is a huge

scope for improvement for the future.

• Lack of pedestrian crossing facilities, especially for the differently-abled.

• Lack of parking spaces • Absence of footpath wider than 1.2m along the road network. (The existing ones are

The categories that need major improvement •

Identity and Culture Index

32

•

Safety & Security Index

45

•

Mobility Index

27

•

Solid Waste Index

54

90cm -1m which is the covered drains) d) Solid Waste Management • Although the collection of solid waste in the ward can be considered good, there is severe issue when it comes to the waste disposal and recovery of the same.

15. LITERATURE STUDY 15.1 COMPLETE STREETS - GOALS

A Typical Complete Street Section

For people of all ages and

Integrate connectivity

Connect people through

abilities

create safe & inviting places

everyday interaction

Involve local people to share

Foster healthy commerce

Integrate environmental

the responsibility

15.2 CASE STUDY

stewardship

Southeast Baltimore Complete Streets Plan - Southeast Baltimore, Maryland

ISSUES

REDESIGN STRATEGIES ADOPTED Street Typology

Multi-modalism – the balance between maintaining traffic flow while providing a safe inviting environment for all users

Neighborhood connector : designed for safe walking & comfortable transit.

Enhanced bicycle Facilities

Neighborhood Residential : designed for slow traffic speeds

Cycle tracks , bike friendly humps, traffic diverter to discourage traffic

Industrial

: designed for severe vehicular traffic.

Enhanced Pedestrian Facilities

Beautification – adding trees and vegetation to enhance the visual aesthetics of an area to encourage new investors.

Traffic calming measures may include lane and/or lane width reductions, speed limit reductions, bump outs, diverters, chicanes, speed tables, or speed cameras.

or active commercial centres b) Intersection and Streetscape improvements : includes upgraded

One Way to Two Way Street Conversions : Two way streets slow traffic, provide better retail and commercial environments, promote neighborhood livability and simpler navigation for drivers and bicyclists.

Traffic Calming – slow traffic speeds

a) Sidewalk widening : especially for streets with heavy pedestrian traffic

crosswalks, curbs, slow traffic for ped. comfort c) Outdoor Seating & Café Space : activate street space, support local businesses d) Shares Spaces : The street could be redesigned to become more of a

Complete streets improvements to be coordinated with the station areas in

plaza that dramatically increases the opportunities for outdoor dining,

order to link pedestrian, bicycle and bus facilities to new transit stations.

strolling, and gathering.

Agency Responsibility Shared Outdoor Space – utilize opportunities for pocket park on neighborhood streets

THE STREETSCAPE OF AN AREA IT IS IMPORTANT to consider the area in relation to the rest of the Community to assure the modifications will enhance the value of the area pragmatically to the entire community as a whole.

KEEPING THE UNIQUENESS OF EACH NEIGHBORHOOD while collectively creating an overall ‘sense of place’ was a key concern of the community.

Urban Greenway/Wayfinding linkage and connectivity throughout the area

HOLDING PUBLIC WORKSHOPS TO INCLUDE INPUT OF LOCAL RESIDENTS and business/property owners is an essential step in collecting key data towards forming a comprehensive plan to benefit the future development of the community.

TRAFFIC CALMING MEASURES are a great way to decrease the speed of traffic and enhance the safety standards.

Parking – better manage parking supply

CREATING A NETWORK of connecting trails and bike lanes throughout the community encourage pedestrians and cyclists to enjoy this mode of transportation and increases the use of these areas.

16. STRATEGIES FOR ENHANCEMENT OF WARD-34 Complete Streets components have a collective goal of expanding transportation options, improving safety, and making neighborhood streets “places” rather than simply a conduit for traffic.

PEDESTRIAN CROSSINGS

TRAFFIC CALMING

Following could be incorporated into pedestrian crossing improvement node :

•

Bump-outs – Widening the sidewalk and reducing roadway width at intersections.

•

The safety of all street users must be considered (Real& perceived) .

•

Mini Roundabouts – Small traffic circles, which slow traffic through uncontrolled

•

Pedestrian crossings must meet accessibility standards and guidelines.

•

Good crossings begin with appropriate speed.

•

In general, urban arterials should be designed to a maximum of 30 mph/35 mph.

vertical shift from the roadway. Often colored and textured to provide visual

•

Every crossing is different & should be designed to fit its unique environment.

cues for drivers.

DESIGN SPEED •

Establish a design speed that creates a safer and more comfortable environment for motorists, pedestrians, and bicyclists.

•

This approach increases access to adjacent land, thereby increasing its value, and therefore is appropriate for the surrounding context.

•

For complete streets, design speeds of 20 to 35 mph are desirable.

intersections.

•

Raised Crosswalks – Crosswalks which are flush with the sidewalk with a slight

ENHANCED PEDESTRIAN FACILITIES •

Sidewalk widening for streets with high pedestrian

•

Traffic Signals for automobile traffic to provide a protected walk for pedestrians

•

Pedestrian countdown timers that display how much time is left to cross the street

•

Additional lighting to create a sense of safety and encourage walking at night

•

Curb ramps to accommodate disabled populations

•

Landscaping which creates attractive pedestrian spaces and which can also serve

PLACEMAKING FOR STREETS

as a buffer between the roadway and pavement

In order to be places, streets must •

Augment and complement surrounding destinations

•

Reflect a community’s identity

ENHANCED TRANSIT FACILITIES

•

Invite physical activity by encouraging active transportation & recreation

•

•

Support social & economic connectivity

Curb extensions at bus stops which allow boarding of passengers without the bus

•

Pleasant and accessible for staying as for going

having to pull out of the travel lane. Also allows more space for shelters, bike racks,

•

Prioritize the slowest users over the fastest

greening and other amenities and easier access for the disabled.

•

Balance mobility and public space functions

•

Human-scaled streets are an inducement to healthy lifestyles & economic resilience.

Bus bump outs

Connecting transit stations to neighborhoods Way finding maps and signage at bus stops and rail stations can help orient travelers to the surrounding neighborhoods and help guide them to destinations

ENHANCED BICYCLE FACILITIES Bicycle facilities which are often included in complete street designs include: •

Traditional bike lanes: Striped adjacent to parking lanes and 5’ wide.

•

Cycle Tracks: Separated or protected bike lanes adjacent to the curb. Often

•

Enhanced passenger waiting facilities Investing in attractive street furniture and other amenities such as interesting shelters, seating, and public art can help to create a transit-friendly neighbourhood character.

accommodates bidirectional bike traffic if street is wide enough.

NEED FOR IMPLEMENTATION IN WARD -34 GREEN STREETS •

•

Many of the concepts already presented include vegetation, expansive tree

❑ These Strategies can be adopted for the overall betterment of the area, to provide a safe and secure neighborhood and streets.

plantings, and storm water quality benefits.

❑ Implementation of such strategies into the ward, will also act as a model for the rest of the city.

Green elements can also be installed separately from traffic calming and shared

❑ The ward consists of major arterial road (also State Highway) with high volume vehicular& pedestrian

space projects as a way to reduce cooling costs in the summer and beautify streets.

traffic and narrow width.

17. FUTURE PROPOSALS 17.1 EXISITING SCENARIO

17.2 PROPOSAL - NODE IMPROVEMENT

Exiting Node Network

Nr. K.S.R.T.C Stand

Proposed Node Network

A

B

Thankamani Area

• In order to enhance the existing mobility situation of the ward, the Arterial Road – Kuruppam Road passing through the ward, which is also a State Highway is to be reinterpreted.

• As Kuruppam Road has varying characteristics, at different stretch of neighborhood , the study and proposals have to be

C

done in parts.

• Veliyanoor Area

D

• Kokkalai Area • Metro Atra • Thankamani Area

E

• Kurkencheri Area 0m

500m

ISSUE ASSESSMENT – Kuruppam Road (Existing ROW) Road Infrastructure

F (10m)

(12m)

(20m)

(10m)

(24m)

Reduced Road Width Lack of parking facilities Unavailability of parking near commercials Lack of Road Safety Elements

0m

500m 1st Order Node

• With

the

concept

of

node

improvement and improving the connectivity between the nodes,

Pedestrian and Cyclists

and enhancing their relation ship

Non-bicycle friendly roads

with the built environment,

Non pedestrian-friendly roads

• NODE – A,B,C,D

Social & Economic Issues

efficient reduction in the social

Un-safe streets post 7pm

issues

Reduced number of customers post sunset

minimized.

Reduced customers, due to uncontrolled traffic

2nd Order Node

in

the

area

can

G

be

• NODE – E,F,G Will improve the quality and

Majority of the portions of the Arterial Road are to be intensively improved, except Kurkenchery Area

commerce at the intersection 0m

500m

17.3 PROPOSAL – CORRIDOR TRANSFORMATION A) ROAD WIDENING EXISTING ROAD SCENARIO Name of the Road

Type

No. of lane

Map indicating widening of the corridor.

PROPOSED R.O.W (m)

Length (m)

R.O.W (m)

Width Increase

Existing

A

Widening

15m

Arterial

01

-

1,901m

-

-

• Veliyanoor Area

Arterial

01

10m

385m

20m

10m

• Kokkalai Area

Arterial

01

12m

470m

22m

10m

• Metro Area

Arterial

01

15m

279m

22m

7m

B

• Thankamani Area

Arterial

01

10m

657m

24m

14m

20m

• Kurkenchery Area

Arterial

01

24m

110m

24m

-

2. Veliyanoor ring rd.

Collector

02

20m

526m

20m

-

3. TB Rd.

Collector

01

10m

676m

15m

5m

4. Balya Hospital Rd.

Collector

02

12m

130m

15m

3m

1. Kuruppam road (SH)

❑ A • It is a one-way street, hence doesn’t need much widening.

C 15m D 22m

• The Proposals are as per the Thrissur Master Plan 2031 • Development using concepts of complete street, for enhancement of the road and its users.

• Hence the widening can be done on one side only. (as shown in the map)

❑ B • It is a congested stretch with old residences alongside, with one temple towards the east of the stretch.

Veliyanoor Temple

E 15m

❑ D, F and G

F

• Road to be widened to have an ROW of 22m

22m

• Include improved pedestrian and bicycle facilities

• Hence the widening should be such that

• Improve road safety measures.

there is no disruption to the temple.

❑ C and E

G

❑ H

• Due to the improvement of the public

24m

• No need for further widening required.

transport circulation, part Cand D, do not

• Although the road sections have to be transformed to include enhanced

have 2way circulation of public buses .

• Hence ROW of 15m will be sufficient.

pedestrian facilities, improve road safety and commerce.

H 24m

Kurkenchery Junction.

0m

500m

Kuruppam Road ( 10m)

B) INCLUSION OF COMPLETE STREET CONCEPT

Residential Commercial Industrial

1

Public

✓ ✓ ✓ ✓ ✓ ✓

Transport & Comm.

Dry Agriculture Mixed Use Water Body Vacant

2

INCREASED ROAD WIDTH ADDITION OF ROAD SAFETY ELEMENTS BICYCLE FRIENDLY ROADS PEDESTRIAN FRIENDLY ROADS IMPROVEMENT OF STREET SAFETY INCREASED SOCIO-ECONOMIC CONNECTIVITY

1 2

Existing Kuruppam Road

Enhanced nodes and road network

(Picture clicked during times of Thrissur Pooram)

3

SECTION 1 : Kuruppam Rd – Veliyanoor (Beginning) & Balya Hosp.Rd

4 • •

Increased road width Inclusion of adequate space for riders and pedestrians

The improved interaction at the

15m

10m

social and commercial level, will

Commercial/ Residential

1.5m

8m

From Thrissur City

Commercial/ Residential

1m

1.5m

•

are one-way

Commercial/ Residential 1m

9m

Commercial/ Residential

No median required, because the roads

1.5m

•

500m

1.5m

0m

be beneficial all the more, when the commerce will boom in the

SECTION 2 : Kuruppam Rd – Veliyanoor & Metro

coming decades.

•

Also, Road widening has to be initiated to improve the safety and

• •

quality of the stretch.

It is a major road that supports

pedestrians

•

intercity public transportation.

Increased commercial interaction.

pedestrian , cyclists and public transport movement integration.

22m

1.5m

10m

Commercial/ Residential

1.5m

1m

8m

7.5m

Commercial/ Residential 1m

1m

Commercial/ Residential

quality of street will increase the

7.5m

Hence proper improvement of 1.5m

•

Inclusion of adequate space for riders and

1.5m

•

Increased road width

Commercial/ Residential

B) INCLUSION OF COMPLETE STREET CONCEPT Enhanced Node - A

Plan of Road

Commercial Industrial

1

Public Transport & Comm.

Dry Agriculture Mixed Use Water Body

Commercials

Residential

A

Signages Traffic lights and Streetlights

Commercials

Streetlights Widened Ped-Path (1.5m) Bicycle Track(1.5m)

Vacant

Street Furniture

Commercials

2

Vehicular Path

Divider

1

Bicycle parking Street Furniture

Commercials

3

Bicycle Track(1.5m) Widened Ped-Path (1.5m)

Commercials

2

Commercials

Vehicular Path

Raised Ped-Crossing (2m)

SECTION 3 : Kuruppam Rd – Thankamani

4 • •

pedestrians

10m

1.5m

1m

8m

1.5m

social and commercial level, will

Commercial/ Residential

Commercial/ Residential 1m

8.5m

Commercial/ Residential

Increased commercial interaction.

1m

The improved interaction at the

•

8.5m

500m

1.5m

•

Inclusion of adequate space for riders and

1.5m

0m

Increased road width

Commercial/ Residential

24 m

be beneficial all the more, when the commerce will boom in the coming decades.

•

SECTION 4 : Kuruppam Rd – Kurkenchery

Also, Road widening has to be initiated to improve the safety and quality of the stretch.

•

It is a major road that supports Inclusion of adequate space for riders

intercity public transportation.

Hence proper improvement of

pedestrian , cyclists and public transport movement integration.

24 m

24m

1.5m

1.5m

1m

8.5m

22m

1m

1m

Commercial

8.5m

Kurkenchery Temple

1.5m

Commercial

quality of street will increase the

1.5m

•

and pedestrians

Kurkenchery Temple

LEGENDS

B) INCLUSION OF COMPLETE STREET CONCEPT

Green Median Street Traffic Barrier SHAKTHAN BUS STAND

Mini Round-abouts Bus Stops ENHANCED OPEN PARKING FACILITIES

PLACEMAKING FOR STREETS

ENHANCED PASSENGER WAITING FACILITY

Shared Transit System Shared Bicycle/Parking

URBAN PARKS

ENHANCED ROUND ABOUTS

RAISED PED-CROSSING

0m

500m

THANKYOU