city background of ajmer

8/10/2019 city background of ajmer

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CITY LEVEL BACK GROUND PAPER

ON

AJMER

FOR

THE URBAN INDIA REFORMS FACILITY (UIRF)

AT

INSTITUTE OF DEVELOPMENT STUDY

TATA INSTITUTE OF SOCIAL SCIENCES

PREPARED BY

INSTITUTE OF DEVELOPMENT STUDY, JAIPUR

Prof. K N Joshi, IDS, Jaipur

Dr Sunita Pachouri, Associate Professor, Govt. College Ajmer

Dr Monika Kannan, Assistant Professor, Sophia Girls College, Ajmer


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TABLE OF CONTENTS

CHAPTER I BACKGROUND TO AJMER Page No.

1.1 Geographical Attributes

1.1.1 Historical Significance

1.1.2 Regional setting

1.1.3 Climate

1.1.4 Population attributes

1.2 Economic History and Current Economic Activity including Industrial

/trading Activity

1.2.1 Spatial and Economic Growth1.2.2 Land use

1.2.3 Occupational Pattern

1.3 Traffic and Transport

1.3.1 Linkages

1.3.2 Transport System

1.4 Tourism and Heritage Conservation

1.4.1 Heritage Potential

1.4.2 Tourist Points of Ajmer

1.4.3 Tourist Arrivals

1.4.4 Tourism Infrastructure

1.4.5 Accommodation available in Ajmer

CHAPTER II URBAN PROBLEMS AND THEIR DIAGNOSIS IN AJMER

2.1 Major issues of urban problems and their diagnosis

2.2 Water Supply

2.3 Issues related to housing

2.4 Issues related to transport

2.5 Issues related to tourist department

2.6 Encroachment problems in the city


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CHAPTER III ASSESSMENT AND MANAGEMENT OF URBAN PLANNING

3.1 The mission in Ajmer

3.2 Ajmer City Development Plan An Appraisal

3.3 Housing Demand Estimation

3.4 City Investment Plan (CIP)

CHAPTER IV JAWAHARLAL NEHRU NATIONAL URBAN RENEWAL

MISSION AND ITS EXECUTION

4.1 Introduction to JNNURM

4.2 Objectives of the Research

4.3 Ajmer Municipal Council

4.4 Urban Improvement Trust, Ajmer

4.5 PHED Ajmer

CHAPTER V PROJECT/REFORMS: THEIR EXECUTION AND ASSESSMENT

5.1 Urbanization, Urban Planning and the CDP

5.2 Features of a City Development Plan

5.3 Rationale for Selection of Ajmer and Pushkar as a Single Urban

Agglomeration

CHAPTER VI CONCLUSION


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List of Figure

Page No.

1. Showing Population growth in Ajmer District 7

2. Showing Population density in different wards 9

3. Showing population of different major cities in Rajasthan 12

4. Month wise tourist Travel-Foreign 30

5. Month wise tourist Travel-Domestic 31

6. Showing Total Tourist Arrivals in Ajmer 36

7. Showing structure of UIT 103

8. Showing Structure of PHED 104

9. Showing Financial structure of PHED 105

10. Showing the major issues in Ajmer Pushkar region 122

11. Showing major problems in Pushkar 124

12. Showing the ideal network for development 126

List of Tables

Page No.

1. Showing growth of population in Ajmer 8

2. Classification of census houses 15

3. Classification of census houses by number of rooms 15

4. Occupational distribution, Census 2001 19

5. Details of Registered Industrial Units with the District Industry Centre 20

6. List of Heritage monuments in Ajmer 23

7. Showing Accommodations available in Ajmer 36

8. Water Demand Ajmer Municipal Council 45

9. Summary of Capital investment 61

10. Project funding under CIP (Rs Crore) 63

11. Projects planned for improvement 106


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List of Maps

Page No.

1. Map of Ajmer District 4

2. Land Use Map of Ajmer 13

3. Land Use Map for Ajmer, Master Plan 2001 18

4. Showing ground water potential in Ajmer 22

5. Showing transport network of Ajmer 26

6. Map showing Road map of Ajmer 28

7. Land Use Map of Ajmer 39


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CHAPTER I

BACKGROUND TO AJMER

1.1 Geographical a tt ributes

Introduction

The historic city of Ajmer is situated in the geographic centre of Rajasthan and lies about

135 kms south-west of the state capital, Jaipur. It stretches f rom 2625 North to

2629North and 7437 East to 7440 East.The strategic position of this city has been

the key to its long and rather turbulent history. In its long history of about 1400 years

Ajmer has witnessed many changes which have been significant in shaping the urban

morphology of the city. The City is strategically located between important tourist route

of the state, i.e. Jaipur- Jodhpur and Jaipur-Udaipur. Besides, traditionally Ajmer has

been an important education centre in the region. Mayo College (1875), Sophia School

(1919), Government College(1836) are premier institutes in the city imparting knowledge

since the last century.

Ajmer is vividly situated in the junction of two valleys- one formed be the Taragarh and

Madar Hills and the other by the Madar Hill and Bhutia Dungar. Habitation of the city is

found in atleast 6 valleys.

These are-

Between the Taragarh Hill and Madar Hill, the main settlement

Between the Taragarh Hill and Madar Hill and the Nag Pahar

Between the Nag Pahar and Madar Hill

Between the Mahabir Hill and Madar Hill

Between the Madar Hill and Bhutia Dugar which takes the name Sulia Dungar far

in the north east.

1.1.1 Historical Significance

Ajmer was founded by Ajaipal Chauhan, in 7th century and derives its name from Ajay

Meru the invincible hill, at the foot of which the present city stands. Ajaipal also built

India s first hill fort at Taragah. Ajmer was a Chauhan stronghold till 1194. The only

remains of the Chauhan dynasty are the fort and the beautiful Anasagar Lake built in

1150 by Anaji. It was during the regime of Prithviraj Chauhan, in 1194, that Muhammad


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of Ghori invaded India. Ajmer remained under the Sultanate till 1326. Thereafter, it

became a bone of contention between the Sultans of Delhi, the Ranas of Mewar, the

Rathores of Marwar and the Sultans of Gujarat. Peace was restored with the accession of

Akbar to the Mughal throne in 1556. He made Ajmer a full fledged province and the base

for his operations in Rajputana.

Map:1 Map of Ajmer District

Source: Maps of India


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He fortified the city, but only parts of the 4045-yard (3735-m) long wall remain. In 1659

a battle was fought in Ajmer between the Mughal princes, Aurangzeb and Dara Sukoh,

during which Taragarh was significantly damaged. In the first half of the 18th century,

Ajmer was affected by the political chaos in Delhi and the Scindia rulers of Gwalior took

over the city. In 1755, the situation became more complex with the involvement of the

Marathas. In 1818, finally the Marathas ceded Ajmer to Sir David Ochterlony and, as part

of the British Empire; it remained under the care of successive superintendents. During

British rule, the city became the regional headquarters of the British government for

controlling the princely states of Rajputana and Malwa. Post independence, with the

reorganization of the princely states, Ajmer became a part of Rajasthan.

1.1.2 Regional Setting

Ajmer is situated in the cradle of the Aravalli mountain ranges in the centre of Rajasthan

State, surrounded by three hills of Aravalli Ranges i.e. Nag hills, Madar hills & Taragarh

hills at an average of 486.0 metres above MSL. The natural topography has resulted in

creation of a number of water bodies which form an integral part of the city today.

Anasagar, which forms the focal point of the city, was created during the rule of Anaji

(after whom the lake was named) by building a dam across the Bandi river. Anasagar

acted as the natural boundary in the north-west direction and the city historically grew

towards the southern direction, downstream the lake created by the dam.

The city has excellent connectivity, both road and rail, within the State and beyond. The

city locational significance, as a sub-regional centre for trade and commerce, can be

understood by the fact that it serves as an intersection point for three National Highways

(NH 8, NH 79 and NH 89) . NH 8 connect ing Delh i - Mumbai bifurcates the city,

northeast to southwest. NH 79 and NH 89 originate from Ajmer, and connect to Bhilwara

and Bikaner repectively. The city is served by a By-pass Road along NH 8, to facilitate

movement of heavy traffic. Other major roads include state highway roads, connecting to

Ararka and Pushkar. The city serves as an important railway junction along the recently

upgraded Delhi-Ahmedabad Broad Gauge Line. Apart from this, the city has served as

base for a major Railway Workshop, which houses activities like manufacturing, repairs

and modification of railway coaches.


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1.1.3 Climate

The city has moderate climate, with daily temperatures ranging from 26.90C to 39.40C

during May, and 7.60C to 22.50C during January, the coldest month. The average rainfall

is about 50cm and average humidity is 57%. The rainfall in the region is very erratic. The

city recorded maximum rainfall of 1200.4 mm in 1975 leading to severe floods.

1.1.4 Population Attributes

Population Growth

The population of Ajmer was 4.85 Lakh as per 2001 census growing at a decadal growth

rate of 20% as compared to the 1991 population. The present population of Ajmer is

estimated at around 5.4 Lakh (at the rate of 2% annual growth). As shown in Table 3,

over the last six decades the population of the city has grown more than three folds from

1.47 Lakh in 1941 to 4.85 Lakh in 2001. This population growth of Ajmer could largely

be attributed to: Post independence high migration which resulted in a 33% increase in

population. Establishment of a Regional College, a Medical College and Hindustan

Machine Tools Factory in 1960s which accelerated city growth Change in municipal

jurisdiction before the 1981 and 1991 Census. In 1981 the Ajmer Municipal jurisdiction

was increased to include the nearby villages but in 1987 the municipal boundary was

changed to the present area of 55 sq.km (District Gazetteer 2001).

Ajmer ranks fifth among the cities in Rajasthan in population terms with a population of

4.85 Lakh (as per Census 2001) while Jaipur, the state capital is the largest urban centre,

accounting for 17% of the state s urban population. Indicated below is a comparison of

population across five major cities of the State, based on Census 2001.


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Figure:1 Showing Population growth in Ajmer District

Analysis

Apart from the resident population, the city has a high floating population (avg. 1.25

Lakh/month, i.e. approximately 4000 tourists/day). Being the District and the Division

Head Quarter, the numerous administrative functions result in regular floating population

from the entire district. During Urs, daily tourist traffic goes upto 30,000. Besides this the

residential schools like Mayo College, Sophia school and engineering and medical

colleges also generate transit population into the city. In absence of any major trigger for

migration, population growth in the city has been at a moderate rate. Should the economy

pick up in the city, Ajmer will witness significant inward migration pressure.

Density

Ajmer is a low density city with a highly dense inner core, with population density of

over 50,000 persons/sq.km. The Anasagar zone consisting of Anasagar area, Vaishali

Nagar and Chaurasiyawas have the lowest density of less than 2,000 persons/sq.km.

While the gross average density of the city is 5,750 persons/sq.km. In 1991 there were 45

wards in Ajmer; however the wards were increased to 55 in 1995 and the population of 45

wards was redistributed into 55 wards. The ward-wise density is shown in the graph


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below. Figure below, indicates the skewed distribution of population, across 55 wards of

Ajmer, as per Census 2001 ( Economic Geography of Rajasthan: Nathuramka) .

Table:1 Showing growth of population in Ajmer

It is noticed that the most densely populated wards are in the Inner City (Ward no. 15, 16,

17, 19, 20, 22, 29, 30, 32), especially around the Dargah Area Wardwise analysis,

indicates a skewed distribution of population, with more than 50 % of the wards having

low or moderate density, mainly attributed to the physical constraints of growth in Ajmer.

In areas of concentration, it is noticed that the population density is as high as 100,000

persons/sq.km, which is one of the reasons for environmental degradation and poor

quality of life, in these areas.

Figure:2 Showing Population density in different wards


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Literacy

Ajmer has a literacy rate of 73.4% against the State average of 63.6%, which can be

attributed to the City s seat as an important education centre with a number of schools and

colleges. Male literacy is 79% while female literacy levels are lower at 67%. There are

around 350 primary and secondary schools in Ajmer. For higher education there is the

renowned Government College, Maharishi Dayanand University, Medical College,

Regional Institute of Technology, Engineering College and Polytechnic. These institutes

act as regional centers catering to students from the entire district as well as the State. The

census data reveals that although literacy levels are high, only 28% of the literate males

complete secondary education, while the corresponding figure for females is only 24%.

This indicates a high drop out rate at secondary school level. In spite of the presence of a

number of institutes for higher studies, the census data reveals that only 1.6% of the male

population is technically qualified while only 1% female population pursues technical or

post graduate courses.

Social composition

The Schedule Caste population comprises of 22% of the population while the share of

Schedule Tribe population is only 1.7% of the t otal population of Ajmer as per

2001Census results.

1.2 ECONOMIC HISTORY AND CURRENT ECONOMIC ACTIVITY

Introduction

Ajmer has evolved around a religious core synonymous with the city. In its present form

the city constitutes of an organic inner city which is distinct in its character from the

peripheral area which has developed in the last two centuries. This chapter discusses the

historical growth of the city and present land management scenario. The future demands

in terms of urban growth and housing are also discussed in this section.

1.2.1 Spatial and Economic Growth

Till the 18th century the town grew organically around the Dargah of Khwaja

Mouinuddin Chisti, south of Anasagar. After 1818 the city came under the British Empire

and subsequently Ajmer Municipal Council was established in 1869. The inception of

colonial era marked the birth of two distinct cities - the new colonial city and the

indigenous city. Setting up of new institutions like schools (Mayo College and Sophia


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school), colleges, law courts, hospitals, military and railway establishments in Indo-

Sarsenic style redefined the spatial structure in the new expansion areas of the old city

that served both native and European population. Subsequent growth took place around

the old city.

The railway workshop in Ajmer is amongst the oldest workshops in India, established in

1876 by the Rajputana-Malwa State Railway.

Figure :3 Showing population of different major cities in Rajasthan

1.2.2 Land Use

The spatial growth of the city is guided by Master Plan prepared by the Town and

Country Planning Organisation. The first Master Plan of the city for the period of 1971-

1991 was notified in 1976, which was further extended to 2001. Subsequently a Revised

Master Plan for the period 2001 to 2023 was prepared which was sanctioned in April

2005. This Sanctioned Master Plan is the guiding plan for spatial development of Ajmer

till 2023.


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Map :2 Land Use Map of Ajmer

Source: ADA

Existing Situation

As per the existing land use plan the total urbanized area is 13,444 acres (53.8 sq.km) of

which 11,482 acres (45.9 sq.km) is the developed area, i.e. 85% of the total urban area is

developed so far. 5% of the total area is government reserved land under CRPF and

Defence force. The remaining 10% comprises of open spaces and water bodies. Of the

total developed area the largest land is under residential use (45%) followed by transport

(18%) and public and semi public use (12%). The table below compares the land use

pattern in 2001 with that proposed in 2023 as per the Ajmer Master Plan 2023. Ajmers

urban development is typical of any old historic town in the country with a high density

historic urban core and a vast low density urban sprawl. Prominent occurrence of mixed

land uses, in the inner city is a key feature. The pattern of growth is a ring and radial

pattern with a central nucleus.


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Residential

The residential development is currently spread over 24 sq. kms. High density of

residential development is found in the inner city area around the Dargah. The densities

are low in the peripheral areas developed the UIT, Ajmer. While the UIT colonies are

well planned with a regular street pattern, well shaped plots and spaces for public use, the

old areas are devoid of public spaces and a regular street pattern. Proposed master plan

earmarks additional 38 sq.kms for residential development, primarily along Beawar Road

and along Jaipur Road, which needs to be developed and supplemented through sustained

capital investment in laying of infrastructure, over the vast area.

Table:2

Table:3

Commercial

While the residential developments over the last few decades have been spreading

outwards, the commercial activities are still concentrated in and around the inner city in

the form of traditional bazaars e.g. Naya Bazaar, Dargah bazaar. The retail trade is

concentrated along Kutchery road, Station Road, Prithviraj Road. Most of the wholesale


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business and warehousing activities still continue in the inner city. These activities

demand substantial space in the prime areas and attract heavy vehicles thus adding to the

problem of congestion.

The Master plan has proposed to shift these wholesale activities out of the inner city

towards Jaipur Road and Beawar Road. Beawar Road seems an appropriate location for

Wholesale activities because of good connectivity (NH-8) and the presence of the newly

developed Transport Nagar in the area. In view of the high density and congestion,

existing in the City, the proposed area earmarked under commercial is confined to

sustainable levels only. Majority of areas proposed are in newly developing areas and

along the Transport Corridors.

Industrial

The area under industria l use is 2.3 sq. km. As mentioned in the previous section

industrial activity in the town is very limited. HMT is the only major industrial unit in

Ajmer. Apart

Recreation

There seems to be an acute dearth of recreation spaces in Ajmer. Anasagar Lake and the

Baradari is the most prominent recreation centre of the town which also attracts large

number of tourists. Presently Patel Maidan is the only stadium in the city where district

level tournaments are held. With a view to promote tourism and improve ambient

environment in the City, the proposed area earmarked under recreational use has been

substantially increase. This is to be utilized to develop city level open spaces and green

areas, playground and water bodies.

Transport

Land under transport constitutes the second largest use. The high portion of land use

under transport is because of the railway establishments and National Highway 8 and the

newly built NH-8 bye-pass, passing through the city outskirts. Indian Railways is the

largest land owner in the city. Two railway lines, broad gauge and meter gauge lines pass

through Ajmer. Railway Board has railway workshops spread over hundreds of acres of

land in the centre of the city, which account for high percentage of land under transport

use.


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Map:3 Land Use Map for Ajmer, Master Plan 2001

(Source: Ajmer Dev. Authority)


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Local Economic Base

The working population of Ajmer comprises 28% of the total population of the city, of

which 90% population constitutes main workers whereas the rest 10% fall under marginal

workers category.

1.2.3 Occupational Pattern

Traditionally, Ajmer has been an important commercial, administrative, transportation

and education centre of the region. With the presence of the famous Dargah of the Sufi

saint Khwaja Mouinuddin Chisti in the city and close proximity to Pushkar (the religious

town); tourism is also a major contributor to the city s economy. Ajmer being the District

and Division Head Quarter, houses many of the State and Central Government

administrative offices and district level education institutions. Ajmer being the District

and Division Head Quarter, houses many of the State and Central Government

administrative offices and district level education institutions. The number of offices and

the number of people employed are given in the following table:

Table:4 Occupational distribution, Census 2001

Occupation Category No. of workers %

Primary sector 9,330 7.0

Industry 33,384

24.

9

Trade & Commerce 28,311

21.

2

Construction 8,246 6.2

Transport, Storage & Communication14,938

11.

2

Others39,648

29.

6

Total 133,857 100


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Table 5 :Details of Registered Industrial Units with the District Industry Centre

(DIe)

Industrialization started in Ajmer with the establishment of the Railway workshop way

back in 1876. The Railway Board is the largest employer with approximate 10,000 people

employed in its manufacturing and repair workshops. The Railway workshop and HMT

factory are the only major large scale industrial units in the city. However production

activity is very limited and mainly repair works are undertaken. Ajmer is also a large

market for metal scrap, receiving steel scrap from across the state. Availability of metal

has resulted in growth of a number of small scale industries such as foundries & iron

works.

These foundries are mainly engaged in manufacture of machine tools used for cutting

marble and granite. Emergence of marble industry in Kishangarh has boosted this

segment. Some of the units also supply tools for granite industries in Karnataka. RIICO,

the apex organization in State engaged in fostering the growth of industrialization has

developed two industrial estates (for small scale industries) at Parbatpura and Makhupura.

SNo. Type of Industry No. of Units rce

5 Scientific Equipment & MachineParts 18 345

6 PiasticWorks& Utensiis 7 43

7 CementProducts 4 70

8 Stones & Minerai Grinding Works 19 212

9 Refrigeration& Dairy 5 474

10 Eiectronic Goods 5 238

11 Chemicais & Products 9 68

12 Paan Masaia & Gutkha 3 52

13 Press, News Print & News Papers 4 16914 Paper Products 6 60

15 Printing & Pubiications 4 26

16 Sewing Machines 2 39

17 Automobiie Parts 7 650

18 Furniture Works 6 650

19 CottonWaste & SizingWorks 4 34

20 Gas Piant I 18

Total 165 6,401


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There are 165 Registered Industrial Units with the District Industry Centre (refer to Table

1.4 for details) providing employment to around 6,500 individuals, one third of which is

engaged in bidi manufacture. Bidi and gota manufacturing constitute a significant part of

the informal household industry. Local crafts such as bangles and silver jewelry also

employ a large number of women. Ajmer also acts as a wholesale commercial centre for

the surrounding towns and villages. There are also a large number of poultry farms in and

around Ajmer. The moderate climate of Ajmer is conducive to poultry farming and it

supplies poultry products to the other cities in the state.

With the presence of Dargah in the city and the proximity of the city to Pushkar, tourism

is also a key economic driver. Tourism related services provide employment to a

considerable percentage of the population in the formal and informal sector - hotels,

restaurants, tour operators, transport operators, retail trade.


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Map4: Showing ground water potential in Ajmer

Analysis

Key issues indicated below are based on discussions with municipal and state government

officials in Ajmer, key local stakeholder, and observations during field visits to the City.The city of Ajmer has had a long history and enjoyed political and economic prominence

in the region. Ajmer needs to redefine its identity in the current economic context and

build its positioning in its area of relative competence. The city profile indicates that

although it had a strong industrial base during the colonial era it has declined over the last

few decades with no new large or medium scale industries being set up in Ajmer. The two


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industrial estates set up by RIICO house only small scale units. Ajmer has been restricted

to being a commercial and administrative centre for the district,

which is too limited in its potential to promote rapid economic growth. A key concern

many stakeholders expressed is that the younger generation prefers to migrate out of the

city after completing their education as job prospects are deemed better elsewhere. With a

large number of Government employees working in the city, there are concerns that the

city will gradually turn into a pensioners city. Although tourism in Ajmer has tremendous

potential, little has been done to leverage the tourist inflow into Rajasthan and therefore

the tourism levels in Ajmer are very low as compared to other major cities of the State.

1.3 TRAFFIC AND TRANSPORT

Introduction

Transport infrastructure plays a critical role in the growth and development of the city and

the surrounding hinterland. It is one of the most important infrastructure facilities in any

city. Besides providing regional connectivity to the city for movement of people and

goods/ commodities to and from the city, it also guides the spatial growth of the city by

connecting the peripheral areas to the city centre which is generally the economic hub.

Table 6:

1.3.1 Linkages

The city is well connected by road and rail to other major cities in the state. Ajmer is an

important railway junction on the Delhi-Ahmedabad section of the Western Railway.

There are three National Highways which are touching Ajmer, namely, NH 8 (from Delhi

to Mumbai), NH 79 (from Ajmer to Indore) and NH 89 (from Ajmer to Bikaner). Out of

this, major portion of NH 8 and NH 79, are part of the Golden Quadrilateral component


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of the National Highway Development Project which is a time bound programme, and has

been commissioned in 2005. (Based on Primary data by researcher).

Besides these national linkages there are many state highways and Major District Roads

linking Ajmer to other centers in the region. Ajmer being an important pilgrimage

destination attracts heavy road and rail traffic during festive seasons. Thus there are

occasional peak demands on the transport network. Ajmer and Pushkar are connected by

two roads, one passing through Nosar Ghati and the other passing through MDS

University - Janana Hospital - Makarwali - Hokara.The second route is part of NH 89,

however the geometrics of the roads needs to be improved.

Road Network

The urban structure of Ajmer reflects a radial form which has resulted because of

restrictions imposed by the surrounding hills. The road network map given below shows

the 8 radial roads emerging from the city, of which the major traffic corridors are Jaipur

Road in the north-east, Beawar road and Naseerabad Road in the south and Pushkar Road

in north-west direction. Of these roads only Jaipur Road, Beawar Road are four-laned.

Most of the internal city roads are single lane or intermediate lane reflecting improper

planning of road network.

The transport network clearly shows absence of road hierarchy leading to traffic

problems. The common problems faced on the main transport corridors within the city are

frequent interference of on-street parking, encroachment by informal sector, uncontrolled

stoppage of intermediate public transport vehicles for long duration on the carriageway,

and insufficient facilities for pedestrians. All of these together have aggravated the traffic

problems in the city Geography of Rajasthan: L.R Bhalla).

Railways

The broad gauge and meter gauge rail lines passing through the city result in a number of

railway level crossings which are major bottlenecks for traffic movement. The road

network map reveals that there is only one north-south corridor, which carries almost the

entire city traffic between Gandhi Bhawan and Martindale Bridge; all the other accesses

are restricted by level crossings. However, the ROB at CRPF crossing which is under

construction would help in reducing the traffic load on Station Road. The Ajmer city By-


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pass (NH-8 By-pass) is effective in carrying the entire National highway commercial

traffic, from outside the city. All the three agencies - Municipal Council, UIT and PWD

are engaged in construction and maintenance of city roads.

UIT maintains the roads within the schemes developed by it, PWD maintains state

highways and national highways, and the Municipal Council maintains the internal city

roads. Ajmer city comprises of 455 km of roads of which, only 57 percent are Surfaced

Roads. Apart from this, 11 percent of roads are WBM and 32 percent constitutes earthen

roads. The Highway Roads (NH and SH Roads) maintained by PWD in Ajmer is about

96.7 km of which 5% (4.6km) is intermediate lane width, 6% (5.7km) is 4-Lane divided

carriageway (NH -8) and the remaining 89% (86.4km) is 2 lane.

Inner city Roads

As in other walled cities of the country, the road network in the inner city area of Ajmer,

is quite inefficient and inadequate for the present day traffic, with little or no scope for

widening. The traffic in this area is characterized by - very high degree of pedestrian

traffic attributable to the Dargah complex and its precincts; presence of commercial

activities including informal establishments that encroach upon the road network; and

absence of organized parking spaces. Currently, there are some traffic management

measures in place, such as restriction on movement of vehicles on the road leading to the

Dargah Sharif. However, due to lack of strict enforcement, it fails to give relief to the

inner city traffic situation.


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Map 4: Showing transport network of Ajmer

1.3.2 Transport System

Inter-City Publ ic Transpor t: Rajasthan State Road Transport Corporation (RSRTC)

operates a fleet of 222 buses with 873 arrivals into and departures from Ajmer. RSRTC

buses mainly serve long distance inter-city trips and medium distance shuttle services

from the bus terminus near the Collectorate on Jaipur Road. There are 3 major routes and

2 minor routes on which the buses operate. The distribution of RSRTC bus trips fromAjmer terminal are:

34% towards Jaipur along NH-8

20% towards Beawar along NH-8

18% towards Naseerabad along NH-89

28% towards Bikaner via Pushkar along NH-89 and other nearby areas.


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Private buses also make long distance inter-city trips from different locations in the city.

Presently they operate from Ghooghra Ghati for Jaipur side and from Ramganj for

Udaipur side. The long distance private buses do not have any authorized off-street

terminals so they are seen to occupy carriageways at Ramganj area causing problems to

traffic movement. There is also another terminal for private buses near Baradari, for

making trips to the nearby villages.

Intermediate Public Transport (private vehicles) from different parts of the city.

Intermediate Public Transport vehicles in Ajmer comprise:

150 mini buses

600 Tempos / mini doors

3,500 auto rickshaws

Mini buses and tempos operate on a fixed route and fixed fare basis for short distance

trips within Ajmer, while auto rickshaws operate on free route patt ern without any fixed

rate. Mini buses and tempos do not have proper terminal facilities or amenities for

passengers. The city also lacks designated stops for public transport operation.


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Map:5 Map showing Road map of Ajmer

Source: Maps of India

1.4 TOURISM AND HERITAGE CONSERVATION

Introduction

Ajmer has been for time immemorial, a great centre of pilgrimage for more than one faith

Hinduism, Jainism and Islam, a feature that gives this city its unique character. The city is

a genuine amalgam of rich Hindu, Jain and Islamic architecture and heritage. The great

Sufi saint Khwaja Moin-ud-din-Chisti of Persia, was buried here, and his Dargah is

equally sacred for the followers of Islam, as well as Hinduism. The city caters to the

religious pursuit for one of the most important religious events registered across the

nation - the Urs , celebrated in the month of August at the Dargah. It is celebrated over a

period of 6 days, when the influx of domestic pilgrims peaks to approximately 4 lakh per

day. Although, the city administration makes special arrangements for provision of


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services during the period, given the strength of gathering the services and amenities are

restrained to a breaking point causing inconvenience to the pilgrims and tourists. The

picturesque setting of this city, surrounded by Aravalli hills offers a distinctive character

to the city. This study focuses on built heritage and natural heritage of Ajmer. Situation

assessment draws on information provided by INTACH and ASI, with focus on heritage

and tourism potential, institutional set-up and policy framework, conservation efforts and

identification of key issues.

Figure :4

1.4.1 Heritage Potential

The inventory of heritage monuments in Ajmer includes religious buildings, civic

buildings and natural features. Based on field visits and discussions with officials, it is

understood that most of the religious monuments are maintained in fair condition by

trusts or committee. Of these, few monuments have high architectural and tourism

significance, although they are not adequately provided with infrastructure and facilities

like proper approach road with pavements, public convenience facility, parking areas etc.

The listing of heritage buildings for Ajmer, presented below, is based on 2 categories

depending on the nature of use of the buildings.


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Figure :5

1.4.2 Tourist Points of Ajmer

These sites include architectural and natural heritage sites, as elaborated below.

The Dargah

The Dargah is the tomb of a Sufi saint, Khwaja Moinud-din-Chisti, who came to Ajmer

from Persia in 1192. Construction of the shrine was completed by Humayun

Adhai-Din-Ka Jhonpara

One of the finest examples of Indo-Islamic architecture, this mosque was a Sanskrit

college in the 12th century

Akbar s Fort

It is the most important Mughal building from a historical perspective

Nasiyan (Jain Temple)

The Red temple near Mahaveer Circle is a Jain temple built in the 19th century.

Anasagar Lake and Bharadari Pavilion

This lake was built by Anaji during 1135-1150 AD. This lake is located towards the north

of Ajmer city.

Foysagar Lake

Foysagar Lake is a picturesque artificial lake, around 5km south-west of Ana Sagar


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Taragarh Fort

Built in the 7th century by Ajaipal Chauhan, the fort gives birds eye view of the city.

When viewed from the valley down below at night the fortress on the crest of the hill

looks like a star adorned.

Shah Jahan's Mosque

This mosque is the most beautiful of all the structures, in the Dargah precinct. It is made

of white marble, delicately carved with trellis-work.

1.4.3 Tourist Arrivals

Tourism is an important segment of the Indian economy, contributing about 5.3% of the

country s GDP. The tourism sector is a large industry comprising wide array of operators

from hotels to local transport players. Thus the tourism industry makes a significant

impact on the local economy of the region and generates large employment opportunities.

Rajasthan continues to be one of the most favourite tourism destinations in India. The

State has experienced a record arrival of more than 11.3 lakh foreign tourists and 187 lakh

domestic tourists during 2005, signifying a 17% rise in domestic tourists and 16%

increase in foreign tourists as against 2004 figures. Out of the total tourists visiting

Rajasthan, Mount Abu, Udaipur, Jaipur and Pushkar attract the maximum number of

tourists both domestic and foreign. Maximum numbers of tourists visit Udaipur, followed

by Jaipur, Pushkar and Jaisalmer. In 2005, Ajmer attracted only 8% of the total domestic

tourists coming to Rajasthan while the city s share of foreign tourists was only 1%.

Over the last five years there has been a steady increase in the domestic arrivals in the

city, except for 2003 when there was a drop in both domestic and foreign tourists. The

year 2005 recorded a 34 % increase in tourist arrivals as against 16% the previous year.

But the number of foreign tourists has decreased sharply from 54,040 in 2001 to only

15,139 in 2005. The unique feature of tourism in Ajmer is the large number of day

tourists who stop over at Ajmer enroute from Jaipur moving towards Jodhpur or Udaipur,

which are more popular destinations. The nature of tourism in Ajmer is mainly religious

tourism. The Dargah attracts large number of tourists all round the year, but the tourist

flow peaks during the Urs (fair), typically occurring in the month of August every year.

The monthly flow of tourists reveals interesting trends. Domestic tourist arrivals of about


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100,000 a month, barring the summer months of May, June and July, provide a clear base

load for the tourism industry in Ajmer. This base load translates to arrivals of about 3,500

persons per day. However, in the month of the Urs, tourist arrivals peak at about 400,000.

Foreign tourist arrivals are more dependent on favorability of the climate, and therefore

are high in the November to March period, barring the month of August for the Urs.

1.4.4 Tourism Infrastructure

Ajmer is well connected to Jaipur and other cities in the state and to the national capital

by rail and road. The nearest airport is at Jaipur which is 132km away. The

accommodation facilities available in the city are inadequate, considering the large

number of tourists visiting the city. There is only one star hotel in Ajmer. The table below

reveals that the accommodation capacity in Ajmer is tuned to cater to the base load of

tourist inflow.

1.4.5 Accommodation available in Ajmer

Arrangements made for Urs

Most of the pilgrims who visit the Dargah during the festival period are very poor and

cannot afford to pay for accommodation. These pilgrims are accommodated free of cost at

Vishram Sthalis (resting camps) located at Anasagar bank, near Transport Nagar on

Beawar Road and at Kayad near MDS University. These are temporary camps with basic

water and mobile toilets provided by UIT and Municipal Council of Ajmer. The sanitary

conditions at these vishram sthalis are very poor. Rajasthan State Road Transport

Corporation arranges for additional 125 buses to bring pilgrims from various cities.


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Table :6 List of Heritage monuments in Ajmer


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Figure: 6 Showing Total Tourist Arrivals in Ajmer

Table: 7 Showing Accommodations available in Ajmer


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CHAPTER II

URBAN PROBLEMS AND THEIR DIAGNOSIS IN AJMER

2.1 MAJOR ISSUES O F URBAN PROBLEMS AND THEIR DIAGNOSIS IN

AJMER

The Issues indicated below are based on Discussions with Officials and Key Stakeholder,

and observation during Field Visits to the City.

Growth constraints

The natural topography, formed by the hills surrounding the city have acted as barriers for

uniform growth of the city. This constraint has been further compounded by the rail

network passing right across the city, resulting in a number of level crossings, which

cause traffic bottle necks.

Encroachment

In the absence of availability of land in the vicinity of the city, UIT, Ajmer developed

colonies by reclaiming northern part of Anasagar Lake thus paving way for further

development/encroachment upon the lake. Presently there are two brick kilns operating in

the reclaimed land in Anasagar Lake, besides residential colonies such as Vaishali Nagar.

Lack of implementation of Development Controls

Haphazard growth in the city clearly shows lack of implementation of development

controls. New multi-storey buildings are being constructed in the inner city area further

adding to the congestion of the inner city. In some of the commercial complexes built

recently no parking provisions have been made, resulting in on-street accumulation of

vehicles.

Congestion in the inner city-As per the researcher the inner city is characterized by narrow lanes and 3-4 storey high

buildings with mixed land use. In most of the houses along the bazaars the ground floor is

converted into a shop while the floors above are retained for residential use. This has

resulted in overcrowding of the inner city and causing further stress on age old

infrastructure networks. Excessive commercialization in the old city attracts high volume


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of vehicular traffic and in the absence of designated parking spaces; vehicles are parked

on the streets, which reduces the width of the narrow streets. Encroachments on the

streets by the shopkeepers are also a common phenomenon which compounds the traffic

congestion.

Lack of hierarchy of commercial spaces-

Commercial activity in the city is in the form of traditional bazaars. Both wholesale and

retail commercial activities co-exist within the ci ty core. Recently some wholesale

activity has been shifted to Beawar Road and other wholesale markets and warehouses

have been proposed along Jaipur Road and Beawar Road as a measure to decongest the

core. Still large part of the wholesale trade continues

from the inner city.


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Map:6 Land Use Map of Ajmer

(Courtesy Ajmer Dev. Authority)


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Lack of recreation spaces

The land use map clearly shows acute shortage of recreation and sports facilities. The

existing land under recreation use is only 1% of the total area. Patel Maidan is the only

recreational space for public use. It has a cricket stadium and a swimming pool where

district level competitions are held. Located in the centre of the city near the bus stand, it

also serves as a place for public meetings and rallies. The local public and stakeholders

have discontentment in this aspect.

Ownership of Water bodies

As per the Revenue laws the lake is a khatirdari land, whereby the farmers are given the

rights to cultivate in the lake area in the absence of water, while the land submerged in

water is under the Municipal Council. Subsequently the land exchanged multiple

ownerships and it was transformed from cultivation to residential or other use, ultimately

resulting in encroachment of the lake.

Inadequate road network

In spite of large area under circulation (approximately 20 percent of the developed area),

the internal road network in the city is inadequate. Most of the roads in the city centre

pass through Railways property and are therefore not available for public use. Station

road is the only corridor for north-south movement of traffic. The details of road network

in the city are discussed in the next segment on Roads and Transport.


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Researcher studying the Major Urban Problems of the City

Low density development

Most of the development outside the city core comprises of low density low rise buildings

leading to urban sprawl thus increasing the distribution network of the urban services.(As

per UIT Ajmer Reports)


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Encroachment on environmentally fragile areas

Lack of access to planned spaces for the urban poor has resulted in encroachment on hill

slopes, especially on Taragah hill and water bodies. The encroachment on hills especially

along the course of natural drains leads to pollution and choking of the drains and often

leads to change in the course of the drain which affects the inflow into the lake.

Poor Quality of life in the Inner City area

City growth is a dynamic and continuous process. Due to rapid growth of industrialization

and consequent urbanization, towns face multifarious physio-socio-economic and

infrastructure problems. The usual process of city development begins from a core where

people congregate to give the characteristics of urban form to an area. This core can be a

market place or it could be a historic core, as in case of Ajmer. As the city grows, this

core transforms itself into an inner city. Such inner cities, in time to come, become

misfits, because of changing scales and functions and are unable to provide modern

standards of living befitting healthy urban development. While the city expands and

spreads to the suburbs adding to the intermediary and peripheral zones that are supported

by faster means of communication, the inner city becomes more and more congested

because of its centrality and has a tendency to slide back economically and physically

because of overuse and obsolescent economic activities.

During the colonial era while new colonies were planned, provision of facilities in the old

city however could not keep pace with physical growth and population growth. The

colonial urban fabric departed substant ially in morphological structure, building

typologies and architectural character, from the native settlement around Dargah Sharif

which was distinct in community structure and morphology. The construction activity for

development of the Colonial part of the town, led to in-migration of work force which

settled in the native part of town. This resulted in increased functions like wholesale

markets, retail bazaars, warehousing and other services, which are continued to this date.

The inner city has undergone maximum misuse and transformation in the absence of

building regulations which has resulted in extreme congestion in the urban core,

dilapidated buildings, mixed land use, increasing residential and non residential densities,

lack of open spaces, buildings devoid of proper light and ventilation, defective circulation

system and traffic bottlenecks, sluggish drainage and poor sanitation, inadequate public


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amenities and utility services thereby deteriorating the healthy living environment in the

core especially the area around the Dargah. The Inner city of Ajmer is in urgent need of

renewal and any delay in this regard would only aggravate the situation.( Reports AMC)

2.2 WATER SUPPLY

Adequacy assessment of water supply, in the earlier section indicates - inadequate service

levels for tourists and pilgrims; inadequate coverage in the newly developing areas; and

inability to ensure supply on continual basis. This present scenario is likely to deteriorate

further given the future growth of the City. Total water demand and net surplus or deficit

for the ULB is estimated for Base year (2006) and for the future (2021) on a standard

water consumption rate of 155 lpcd, and is tabulated below.

Table 8: Water Demand Ajmer Municipal Council

Year

EstimatedYear

Estimated

Population in

Lakhs

Water

Demand

(MLD)

Availability

(MLD)

Surplus/Deficit

(MLD)

2006 5.37 83 85 2

2011 5.93 92 85 7

2016 6.52 101 85 16

2021 7.18 111 85 26

Considering the current deficits and the future requirements for water supply, a set of

strategies and projects are suggested in the subsequent sections.

Sector Vision and Strategy

Sector Vision

To assure adequate and equitable Water Supply to the City daily for reasonable hours.

Development Objectives

The Sector Objectives are as listed below

i) To provide at least 4 hours of water supply daily at a rate of 155 lpcd;

ii) To achieve universal coverage, through Service Connections by 2008;

iii) To make arrangements for additional storage and provision of water supply for Urs

and Other major festivals;


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iv) To achieving equitable spatial growth through planned provision of Supply in Newly

Developing Areas.

v) To encourage Water Conservation and Re-charge measures, through rain water

Harvesting

vi) Tariff on water supply should necessarily cover all operational and maintenance

charges, and should attempt to address debt servicing and capital investments.

Strategies

The recommended approach is to increase the supply levels in terms of coverage, to

achieve an average gross supply of 155 lpcd and to cater to 100 percent of the population.

Assuming that distribution network is extended to more than 95 percent of the Roads

within ULB area, given very high influx of floating population within the ULB, all the

residents and pilgrims will then be in a position to receive the required supply. Strategies

to address the current issues and future requirements, and are elaborated below.

(i) It is noticed that there are inadequate number of service reservoirs in the city. The

strategy is to augment the water storage capacity by constructing new OSHRs/ GLSRs at

various locations, for more equitable supply of water.

(ii) Capacity augmentation for supply of water to vishram sthali s, other tourist locations

and for festival occasions, through creation of dedicated infrastructure. It is targeted to

provide water supply during Urs, to the Ziyareen (Pilgrims) at various vishram sthali s,

through creation of a service reservoir and Public Stand-posts at these locations.

(iii) Improvement in water distribution system by controlling leakages, and installing bulk

domestic water meters, to achieve significant reduction in Unaccounted for Water

(UFW). To achieve sustainable levels of supply by scientific designing of water

distribution network using hydraulic models, establishing hydraulically independent

District Metering Areas (DMAs), and improving customer connections.

(iv) To carry out a detailed inspection or study of major transmission mains, to identify

options to replace or rehabilitate the affected stretch of pipe. Providing water supply to

newly developed/ developing areas and areas that are devoid of municipal water supply

network.

(v) Rehabilitation of the tanks and notifying as mandatory Rainwater Harvesting Scheme


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(RHS) for every new development, in order to improve the ground water table. (vi) To

increase coverage through individual service connections, and rationalize water tariff to

meet Operations and Maintenance (O&M) expenses.

(vii) The total demand at source in Year 2021 is estimated at 111 MLD indicating a

deficit of approximately 26 MLD. Long Term Project for source augmentation (from

alternate source) has to be pursued, beyond 2011 to meet the deficit in 2021. This will

require financial assistance from government/ financial institutions. Although, there is no

information on Non-Revenue Water (NRW) in Ajmer, experiences in other cities of same

size-class have indicated approximately 50-60 percent NRW. The aim is to reduce NRW

upto 20-30%. For this it is recommended to adopt a Water Management Plan, conduct a

leak detection study and to carry out rehabilitation program of the water supply network

based on the outcome of the study. Other Strategic recommendations include,

(i) Operation and Management Plan - Adoption of an Operation and Management Plan

and Schedule for PHED, including options of using the private sector for O&M (e.g.

management contract).

(ii) Asset Management Plan - To regularly assess the condition of assets and their

performance, it is recommended that an asset management plan be formulated for water

supply assets

(iii) Tariff Revision Schedule It is apparent that additional capital investments on system

up-gradation are inevitable. Tariff structure should be reviewed, to rationalize burden of

the cost in proportion to consumption and / or ability to pay.

(iv) Performance Monitoring. To monitor certain key indicators to assess the performance

of the system and to ensure sustainability of operations.

(v) Institutional Strengthening and Capacity Building To recruit trained engineering

personnel for management of waterworks and to keep them technically updated, through

periodic training.

2.3 ISSUES RELATED TO HOUSING

Housing stock available as per Census 2001 is 113,121 units, of which approximately 9

percent stock is vacant. The total houses under residential use are 81,396 units (including

only residence and residence cum other use), while the total number of households in

Ajmer as per 2001 Census are 82,249. This indicates a household per house ratio of 1.02.

Also, the average household size is as high as 5.90. Distribution of Houses of the total

housing stock, indicates that apart for the regular residential use, there is a high percent


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(approximately 15 percent) of units being put to commercial use (shops and offices).

Other uses have a minor proportion. The vacancy rate in the City is approximately 9

percent of the total number of census houses.

2.4 ISSUES RELATED TO TRANSPORT (as per the researcher)

Constraints for traffic movement in the city

Inadequate Surfaced Roads. The City has approximately 195 kms of unsurfaced

Roads (43 percent of total road length), mainly along the Internal City Roads thus

resulting in delay, increase in travel time and increase in vehicle operating cost.

Absence of road hierarchy, non-uniform carriageway of the major traffic carrying

corridors, heterogeneous traffic constituting cars, two wheelers, auto rickshaws,

animal carriages are the main causes of congestion in the city. Rapid urbanization

and increase in vehicles have resulted in the city road networks exceeding their

carrying capacity, in turn resulting in to low operating speeds, road safety hazards

and environmental pollution.

Encroachments on streets by shop owners and vendors further reduce the width

and capacity of carriageway. Improper utilization of the available road network

and insufficient enforcement measures has further deteriorated the situation.

The key constraint for traffic movement along major arterial road network is the

absence of an alternative road network. Presently there is only one north-south

corridor, which carries almost the entire city traffic between Gandhi Bhawan and

Martindale Bridge.

The rail network running across the city acts as a major constraint on free flow of

traffic because it intersects the road network at a number of locations resulting in

regular traffic congestion during peak hours. Another prominent feature of the

circulation network in the city is the absence of pedestrian facilities in the city

even along major roads.

At places where footpaths are designed they are encroached upon shopkeepers and

road side vendors, forcing the pedestrian to use the road. This creates pedestrian-

vehicular conflict zones in almost all stretches of major arterial and sub-arterial

roads, and reduces the carrying capacity of roads.


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Vehicular parking is a major issue in the city, especially as the city attracts very

high floating population. Vehicular traffic in the city has increased multifold in

the last few years, which has resulted in on-street parking along major roads,

particularly along Kutchery road, Prithviraj Chauhan road, Station Road, Kaiser

Ganj area etc. Most of these areas were developed during the colonial era and at

present have become highly congested with no space available for creating

parking facilities. This has resulted in loss of carriageway, which further slows

down traffic movement and leads to congestion.

Many of the new commercial complexes that have come up in the city do not have

adequate parking provision leading to spilling over of the vehicles onto the road.

Parking is a major issue in the Dargah area, which attracts large number of visitors

throughout the year. This problem is further aggravated during festive seasons

when Lakh of pilgrims / tourists visit the city. To exploit the situation, the local

residents in this area have converted the ground floor of their premises into paid

parking lots.

Absence of Public transport system in the city has resulted in unorganized

operations of Intermediate Public Transport vehicles. As the capacity of each of

the IPT unit is smaller, a larger number of vehicles are required to transport the

same number of persons. While detailed traffic studies and origin-destination

surveys need to be conducted, it can be said with fair degree of certainity that the

city needs a higher capacity transport system.

Unrestricted licensing for IPT vehicles, coupled with poor regulation and

enforcement of licensing terms (routes, frequency, etc.) has also contributed to

this problem. Absence of passenger amenities and organized terminal

facilities/designated stops is some of the major constraints for IPT operations. The

mini-buses and tempos are often found parked / taking halts along the arterial

roads disrupting the traffic flow.

Road Junctions are ill-designed with absence of proper road geometrics and

footpaths, thus leading to traffic congestion. Ineffective traffic control and

management measure Most of the roads in the city are used for haphazard on-

street parking. Besides, lack of awareness among road users has further

aggravated the problem.


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2.5 ISSUES REALTED TO TOURIST DEPARTMENT

Constraints for Tourism management

Two major deterrents for heritage conservation, are,

(i) Absence of institutionalized financing arrangements for heritage conservation -

conservation traditionally has not been a national priority, as it gets little or no funding in

annual budgets. Hence, funding is available on ad-hoc and intermittent basis; and

(ii) The Rent Control Act has been another deterrent factor restraining the owners from

maintaining their old houses in the traditional precincts i.e . the Galees and Mohallas,

since it does not provide any incentives for preservation of old houses. As a result, the

piecemeal works of restoration carried out in the old structures have further deteriorated

the aesthetic value of the heritage buildings.

(iii) In the city s Master Plan, the inner city or the core areas and their historicity are not

considered as part of the development process and no finances are earmarked for their

preservation Department of Culture provides 14 schemes of financial assistance to

promote and sustain cultural activities, by provide monetary help to individuals, groups

and voluntary organizations, although none provide direct support to conservation of built

heritage.

(iv)The profile of tourists visiting Ajmer presents significant challenges. A large number

of poor tourists visiting the city during a short period (about 2 weeks during the Urs),

depend significantly on civic agencies to provide for their needs and have poor paying

capacity. On one hand the city needs to accommodate the needs of this segment, while on

the other the city needs to attract more number of high paying tourists to provide an

impetus to its local economy and thereby indirectly improve the revenue base of its civic

agencies. (Rajsthan Patrika Publications July 2010.)

(v)In spite of presence of historic monuments from different eras, the city has failed to

leverage its historical past to attract tourists. There is clearly a lack of promoting heritage

tourism in Ajmer. Because of paucity of funds a number of monuments lie in derelict

condition, e.g. Adhai din ka Jhonpara, Taragarh Fort. There is inadequate information

about the historical sights the city has to offer. Classic example is of Akbar s fort which

lies behind the Municipal Council Office, which is hardly visited by tourists.


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(vi)The poor approach to the historical sights is also a deterrent in attracting tourists. The

approach road to Taragarh is a bridled path with steep slope. Parking facilities near

monuments are in poor condition and / or adequately provided for. The number of foreign

tourists has declined significantly. This can be partly attributed to the fact that the

package of tourism experience in Ajmer has not improved significantly in the past few

years, while other cities in Rajasthan have done very well in doing so. The various

destination of religious importance in Ajmer have not been tied together with other such

destinations. For example, a significant number of tourists visit Pushkar and bypass

Ajmer on their itinerary. The facilities provided to the pilgrims at vishram sthali s are

highly inadequate. The structures built many years ago have deteriorated due to poor

maintenance.

(vii)Traffic and transportation facilities near the Dargah are insufficient and extremely

chaotic. The narrow approach roads to the Dargah are incapable of handling Lakh of

pilgrims, often causing risk of stampedes.

2.6 Encroachment problems in the city

Growth constraints - The natural topography, formed by the hills surrounding the city

have acted as barriers for uniform growth of the city. This constraint has been further

compounded by the rail network passing right across the city, resulting in a number of

level crossings, which cause traffic bottle necks.

Encroachment - In the absence of availability of land in the vicinity of the city, UIT,

Ajmer developed colonies by reclaiming northern part of Ana agar Lake thus paving way

for further development/encroachment upon the lake. Presently there are two brick kilns


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operating in the reclaimed land in Ana agar Lake, besides residential colonies such as

Vaishali Nagar.

Lack of implementation of Development Controls - Haphazard growth in the city

clearly shows lack of implementation of development controls. New multi-storey

buildings are being constructed in the inner city area further adding to the congestion of

the inner city. In some of the commercial complexes built recently no parking provisions

have been made, resulting in on-street accumulation of vehicles.

Congestion in the inner city

The inner city is characterized by narrow lanes and 3-4 storey high buildings with mixed

land use. In most of the houses along the bazaars the ground floor is converted into a shop

while the floors above are retained for residential use. This has resulted in overcrowding

of the inner city and causing further stress on age old infrastructure networks. Excessivecommercialization in the old city attracts high volume of vehicular traffic and in the

absence of designated parking spaces; vehicles are parked on the streets, which reduces

the width of the narrow streets. Encroachments on the streets by the shopkeepers are also

a common phenomenon which compounds the traffic congestion.


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43

Lack of hierarchy of commercial spaces Commercial activity in the city is in the form

of traditional bazaars. Both wholesale and retail commercial activities co-exist within the

city core. Recently some wholesale activity has been shifted to Beawar Road and other

wholesale markets and warehouses have been proposed along Jaipur Road and Beawar

Road as a measure to decongest the core. Still large part of the wholesale trade continues

room the inner city.

Lack of recreation spaces - The land use map clearly shows acute shortage of recreation

and sports facilities. The existing land under recreation use is only 1% of the total area.

Patel Maidan is the only recreational space for public use. It has a cricket stadium and a

swimming pool where district level competitions are held. Located in the centre of the

city near the bus stand, it also serves as a place for public meetings and rallies.

Ownership of Water bodies - As per the Revenue laws the lake is a khatirdari land,

whereby the farmers are given the rights to cultivate in the lake area in the absence of

water, while the land submerged in water is under the Municipal Council. Subsequently

the land exchanged multiple ownerships and it was transformed from cultivation to

residential or other use, ultimately resulting in encroachment of the lake.

Inadequate road network - In spite of large area under circulation (approximately 20

percent of the developed area), the internal road network in the city is inadequate. Most of

the roads in the city centre pass through Railways property and are therefore not available

for public use. Station road is the only corridor for north-south movement of traffic. The

details of road network in the city are discussed in the next segment on Roads and

Transport.

Low density development - Most of the development outside the city core comprises of

low density low rise buildings leading to urban sprawl thus increasing the distribution

network of the urban services.

Encroachment on environmentally fragile areas - Lack of access to planned spaces for

the urban poor has resulted in encroachment on hill slopes, especially on Taragah hill and

water bodies. The encroachment on hills especially along the course of natural drains

leads to pollution and choking of the drains and often leads to change in the course of the

drain which affects the inflow into the lake.

Poor Quality of life in the Inner City area - City growth is a dynamic and continuous

process. Due to rapid growth of industrialization and consequent urbanization, towns face

multifarious physio-socio-economic and infrastructure problems. The usual process of

city development begins from a core where people congregate to give the characteristics


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44

of urban form to an area. This core can be a market place or it could be a historic core, as

in case of Ajmer. As the city grows, this core transforms itself into an inner city. Such

inner cities, in time to come, become misfits, because of changing scales and functions

and are unable to provide modern standards of living befitting healthy urban

development. While the city expands and spreads to the suburbs adding to the

intermediary and peripheral zones that are supported by faster means of communication,

the inner city becomes more and more congested because of its centrality and has a

tendency to slide back economically and physically because of overuse and obsolescent

economic activities. During the colonial era while new colonies were planned, provision

of facilities in the old city however could not keep pace with physical growth and

population growth. The colonial urban fabric departed substantially in morphological

structure, building typologies and architectural character, from the native settlement

around Dargah Sharif which was distinct in community structure and morphology. The

construction activity for development of the Colonial part of the town, led to in-migration

of work force which settled in the native part of town. This resulted in increased functions

like wholesale markets, retail bazaars, warehousing and other services, which are

continued to this date. The inner city has undergone maximum misuse and transformation

in the absence of building regulations which has resulted in extreme congestion in the

urban core, dilapidated buildings, mixed land use, increasing residential and non

residential densities, lack of open spaces, buildings devoid of pr op er light and

ventilation, defective circulation system and traffic bottlenecks, sluggish drainage and

poor sanitation, inadequate public amenities and utility services thereby deteriorating the

healthy living environment in the core especially the area around the Dargah. The Inner

city of Ajmer is in urgent need of renewal and any delay in this regard would only

aggravate the situation.


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CHAPTER III

ASSESSMENT AND MANAGEMENT OF URBAN PLANNING

3.1 THE MISSION IN AJMER

I. Ajmer An Urban Perspective

Ajmer city is a part of the Ajmer Cosmopolitan Area. The administrative body in the city

is the UIT and Ajmer Municipal Corporation (AMC). The AMC is both a service

provider and a facilitator and administers a municipal area of about 25 sq. km and a

population of approximately 12 lac7.

Ajmer is the 2nd largest city in Rajasthan and one of the inportant holy city in India. The

citys journey to its current status has been long. Once a place of retreat, the city has

several titles to its credit Heartland of Rajasthan, CRPF & military centre (Nasirabad),

Cultural & Religious Capital, Rajasthan Board of Secondary Education, Revenue Board,

Rajasthan Public Service Commission, Mayo College, Government College Ajmer,

Dayanand College are importantly located in Ajmer. The latest being the "Global

Education Hub". Ajmer has expanded physically, demographically and economically.

The main thrust of Ajmers economy is its Railways (manufacturing, automotive, Mining,

Marble and agro based industries). Amidst the mushrooming of Handicrafts, cultural

organisations and festivals keep the city culturally alive. The remnant wadas remind few

of its rich Rajputs, Moughals, Britishers heritages. Ajmer has experienced a demographic

explosion. Migration from virtually every corner of the country has significantly played

its part. This popular mlange has no doubt a cosmopolitan flavour, but has given Ajmer

its vibrancy.

However, behind its bold new face, Ajmer, like other big cities of India, is experiencing

the setbacks of urbanisation. Acute shortage of water reserviors, poor urban servicestandards, proliferating slums and shantytowns underline another reality of Ajmers

transformation. Growing dissatisfaction of the people and deteriorating service delivery

mechanisms is a sign of Ajmers struggling urban lifestyle. JNNURM has come as a big

opportunity to enhance the citys infrastructure image, quality of service and standard

of living.


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3.2 Ajmer City Development Plan An Appraisal

The City Development Plan (CDP) is a mandatory requirement of any city to access the

JNNURM assistance. Ajmers CDP is a comprehensive document identifying the

strengths, weaknesses, opportunities and threats to the city and strategies to achieve the

vision for the city through a list of projects and corresponding estimates of financial

requirements. A three phase approach was adopted in this process: defining vision

Strategies for the management of Urban Development

Review and Updation of the Master Plan -It is recommended to periodically

review and update the Master Plan to capture the urban dynamic, growth and

sprawl areas, at every 10 years interval. As a part of the update, it is recommended

to promote economic and commercial activity, and infrastructure in newly

developing areas, as a means to attract development and to achieve equitable

population distribution.

Leverage Town Planning Schemes, as tool for equitable allocation of land use -It

is also recommended to use Zonal Plans or Town Planning Schemes, as tool for

planned development, and sustainable allocation of land use. It is recommended to

promote micro-level planning; to improve quality of life through planned

provision of services like roads, water supply and sewerage.

Special Development Control guidelines for Inner City Area and Dargah Area -

Although, the city has general building by-laws, it does not provide for specific

guidelines to control development in the Inner City and Dargah Area. It is

recommended to formulate Special Development Control Guidelines, with

emphasis discourage/restrict development in and around Dargah Area, to

discontinue non-confirming landuse activities, promotion of mixed landuse, urban

design guidelines and faade control for major streets, height restriction, disaster

management, etc. It is recommended to empower the Local Body with regulatory

and legal tools to implement the Guideline.

Public Participation and Consultation at Neighbourhood level -Period Campaign

for Community awareness and Participation through programs, shows and

activities recommended, like movie display, street plays, meeting and exhibitions.

It is recommended to involve the all stakeholder and organize community meeting

during process of preparation of Renewal Plan for the Inner City, to create social

benefits, avoid disputes and non-confirming land use.


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Promotion of ambient environment through afforestation, conservation and

improvement measures for lake and hills -It is recommended to encourage Plantation in

the catchment area, to arrest denudation of hills and community lands, and discourage

improper agronomic practice, mainly along drain beds. To improve collection of run-

Public Participation towards City Cleanliness

off water and allow discharge into lakes, it is recommended to remove encroachments

along channels, and provide for de-silting and widening measures. It is recommended to

check flow of Silt and Sullage into the lake, through provision of check dams in thehills, along drains and provision of covered drains in congested areas. To improve the

quality of water, it is recommended to provide for interception and diversion of sewage

flowing into the lake.

(viii) Creation of New Housing Stock -Apart from Urban Improvement Trust and

Rajasthan Housing Board, the two agencies traditionally involved for planning various

schemes and providing houses/plots for development, it is recommended to involve

private developers to meet the housing demand through leveraging land at subsidized

rates. It is recommended to identify and plan for provision of stock, so as to achieve

equitable urban growth.


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What is to be achieved?

JNNURM is a period-specific (seven years) mission. The CDP provides a strategy to

achieve objectives in the mission period to ultimately attain the long-term vision of the

city.

Undertaking and executing identified projects to upgrade urban infrastructure and

services to urban poor.

Encouraging public-private investments to create quality state-of-art infrastructure.

Increasing the investment capacity and sustenance of ADA through JNNURM

assistance along with associated reforms like revenue improvement and expenditure

control measures.

Sustained economic growth, increase in income levels and improved economic and

social conditions for the urban poor.

Service provision like housing on the basis of equity.

Leveraging sectoral capabilities for development and facilitating creation of an

information infrastructure service.

Maintaining the financial soundness of ADA.

AUIT converted in ADA.

3.3 Housing Demand Estimation

The housing profile of the city reflects a shortage in the housing supply. The housing

demand at the rate of 5.9 persons in a household is estimated at 91,410 units, for 2006 while

the present stock is only 81,396 units of which 1,323 houses are in a dilapidated state.

Hence it can be states that there are 80,073 liveable pucca houses in Ajmer for a population

of 485,575 persons. Therefore the clear gap emerging from this is of 11,337 units -for year

2006.

(x) Inner City Area Development Plan -It is recommended to prepare special zonal

plans and schemes, for addressing the renewal of Inner City area, and be made a part

of the Master Plan effort. It is recommended to formulate special guidelines and

development controls, to sustain environmental quality of the Area. Public Awareness

schemes and community meeting need to be promoted, to educated the communities of

social benefits and avoid dispute. Community education with public participation is

recommended for keeping neighbourhood .


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JNNURM will accelerate Ajmers development efforts to achieve its long term vision:

Ajmer as a liveable and sustainable city.

Ideal example of urban governance.

Infrastructure and services of international calibre.

Strong position in the countrys economic growth.

A knowledge and technology hub by creating strong linkages between Ajmers

industry and institutions.

The CDP indicates that the annual growth rate of Ajmer citys population is 3.64 percent

and decennial growth rate during 1991-2001 is 50.08 percent. 50 percent of this growth is

due to migration. Such a high growth rate of population is bound to overburden the urban

infrastructure and services like housing and transport. Besides these, the CDP also

reviews the municipal finances. The AMC revenue collection covers

much of its capital expenditure.

These objectives need a holistic approach. Apart from JNNURM and other financial

assistance, the approach should involve greater AMC-people-institution co-operation and

Private-Public Partnerships (PPPs). AMC should bring about better public finance and

resource management; modern, efficient and transparent governance and service delivery

mechanisms and be more responsive to the citizens. Urban planning should be sensitive to

the city needs. For this, the AMC should have updated information and

constantly monitor the projects.

With the approval of the City Development Plan (CDP) for Ajmer, a Memorandum of

Agreement (MoA) was signed. The MoA is a tripartite agreement between three parties:

Government of India through the Ministry of Urban Development (Part I), Government of

Rajasthan (Part II) and the Ajmer UIT (Part III) where in the Government of India

through the Ministry of Urban Development will release funds under JNNURM for

projects to be undertaken by the Ajmer Municipal Corporation against its commitment

(along with the commitment of the Government of Rajasthan) to implement the reform

agenda.


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Strategies for Development

a. Projects:

The projects have been identified in order to ensure optimal and efficient utilisation

of existing infrastructure system.

b. Reform Agenda

The CDP provides the status of reforms12 and a timeline for their implementat ion.

AMCs reform status (as of April 2008xiii):

1. Municipal Accounting

57 percent of the accounting reform agenda (for the year 2007-2008) has been achieved.

Deadline for full migration to double- entry accounting system has been extended from

2007-2008 to 2009.

2. E- Governance

All identified services have been covered under the e-governance application.

3. Property Tax Reform

In April 2008, AMCs property tax collection increased by 59.10 percent from that of

April 2007xiv. However, no deadline has been set for identifying the unassessed

properties and placing them along with the assessed properties in the GIS setup.

4. User Charges (UC)

Cost recovery on user charges for water supply and sewerage is 100 percent. UC reforms

regarding solid waste management and public transport are to be achieved all through the

mission period.

5. Internal Earmarking of funds for Urban Poor

A separate fund in the accounting system has been created for the urban poor. The

earmarking agenda over the mission period has not been defined.

6. Basic Services for Urban Poor

The CDP indicates that basic services are already provided to urban poor in both declared

and undeclared slums. Survey of poor households has been completed. Housing strategy

for poor has not been defined.

7. Optional Reforms

The bye-laws regarding recycled water, streamlining of approval process and rainwater

harvesting have been revised. PPP initiatives have been undertaken.


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3.4 City Investment Plan (CIP)

The City Investment Plan, an integral part of the CDP, identifies investment requirements

for the projects to be undertaken. Considering the short, medium and long term

infrastructure needs of Ajmer, the CIP identifies investment requirements up to the years

2011-12 and 2031. The total investment need identified till the year 2031 is

approximately Rs 6643 crore. 91% (approximately Rs 6072 crore) of this total investment

need is proposed till 2011-12. With cost escalation due to rise in physical contingencies,

utilities and enhanced specifications over the mission period, the total investment need

goes up to Rs 7550.84 crore. Ajmers critical road infrastructure and transport conditions

come to light with 35 percent of the total investments proposed in this sector. Urban poor

and slum improvement have been prioritised with 13 percent of total investments to be

allotted to it. Projects related to land use; slum improvement and others are to be achieved

till 2011-12 while projects in rest of the sectors can be planned till 2031.

Table 8: Summary of Capital investment

Investment till 2011-12Sector TotalInvestmen

t Need (upto 2031)

Base Cost Escalate

d Cost*

% Sector

wise ofTotal

%Investment

till 2011-12 against

Total=

Water Supply 488.5083 294.6322 395.28 5% 60%

Sewerage andSanitation

803.8942 669.3250 845.2665 11% 83%

Roads, Traffic

& Transport

2248.3310 2128.6810 2558.3985 35% 95%

Drains 715.1359 631.5172 822.6584 10% 88%

Street Lights 13.5108 10.8390 14.3390 0.2% 80%

Solid Was te

Manageme

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