Police and Fire Station : As many as 11 police stations and 13 police posts

functioned in Jammu in 1996-97 against 19 police stations and 23 police posts in

Jammu district. There is one fire station functioning from Jammu to cater the
need of Jammu and other rural/urban areas of the district.

5.11.8 Physical Infrastructure :

Water Supply : The water requirement as formulated by the PHE Department

for Greater Jammu in April, 1999 was of the order of 63 million gallon per day
(mgd), at the rate of 50 gallons per capita per day. 60 mgd of water was
required for domestic use and 3 mgd for industrial and other miscellaneous uses.
Against this total demand, the water supply to the Greater Jammu was only 42
mgd which was only 2/3rd of the total requirement to the city. Thus the city
faced shortfall of 21 mgd of water per day in April 1999. At present, the source
of water supply to Greater Jammu is ground water tapped through tubewells and
surface water pumped from Tawi river. Tubewells are the main source of water
supply which constitute 75% of the total water supply. The remaining 25% water
supply is met from surface water.

As on April, 1999, there were 125 tubewells in Jammu, of which 115 were
functional and 10 tubewells were sick and under revival by PHED. Total water
supply from tubewells was 31.46 mgd. 10 tubewells were in the final stage of
completion and expected to commission by June 1999 for augmenting the water
supply by another 2.74 mgd. The surface water supply of 10.54 mgd is being
tapped from Tawi River at two lift stations at Sitlee (9.0 mgd) and Dounthly (1.54
mgd). The capacity of Sitlee lift station has recently been increased from 3.6
mgd to 9.0 mgd with the installation of second filtration plant of 5.4 mgd
capacity. The work on the third filtration plant of the capacity of 5.4 mgd was in
progress at Sitlee. The break up of total water supply from different sources,
daily requirement of water and shortfall is given table 5.14.

46
Table 5.14

Daily Supply, daily requirement and shortfall in Water Supply in

Greater Jammu
State of Water Supply Ground Surface Total
water Water Water
(Mgd) (Mgd) Supply
(Mgd)
Water supply as on April 31.46 10.54 42.00
1999
Addition expected by June 2.75 5.40 8.15
1999
Total 34.20 15.94 50.14
(68.20%) (31.80%) (100.00%)

Total Requirement - - 63.00

Shortfall - - 12.86

Source: PHED, Jammu.

Besides shortage of water supply, there are various other problems.

1. Faulty distribution system: Water distribution system in the old city is age
old with faulty mains and leakage.
2. Less storage capacity.
3. Elevated reservoirs
4. Age old conventional water plants especially at Dhauntly and Sitlee.
5. Low supply of surface water from Tawi river resulted in tapping ground
water by tube-wells which is adversely affecting ground water level.
6. Tubewell boring in area falling under Kandi belt is not feasible.
7. As such, acute water shortage in some zones, identified as under:
(a) Old City area
(b) Bhagwati Nagar, Mohinder Nagar, Talab Tillo, Indra Colony, Patel
Nagar, Canal Road area.
(c) Sarwal, Reheri, Ambphalla, Shaktinagar, New plots, Shiv Nagar,
Subash Nagar, Muthi etc.

Sanitation and Sewerage Facilities : Due to topography, Jammu has natural

advantage of sanitation. Surface drains in old city are generally connected with
Nallahs through deep drains constructred by UEED.. These deep drains run
alongside and/or under the existing lanes and roads of the city and drain off into
adjoining Nallahs into the Tawi. Similarly, surface drainage for unorganised and
unplanned residential pockets of the city are drained off either into ditches or
Nallahs directly. In most parts of old Jammu, dry latrine system is in vogue. In
extended areas however, houses have septic tanks and soakage pits. UEED

47
 has taken up the project for development of organised and scientific sewerage
system for phase-II of Division 'A' of Jammu. Sewerage system in Division C is
in the next priority. The other parts of the city will be covered later on in a
phased manner.

Power Supply : Jammu has 1 M.W. Hydel Generation Station at Rabir Canal.
However, city is getting power supply from Salal Hydro Power Project and
Panjab State Electricity Board and Northern Grid. There were 77842 total
consumer connections in 1994-95 of which 71.43% were domestic, 24.06%
commercial, 2.89% industrial and rest 1.62% institutional. Consumption of
electricity in the city for the year 1994-95 has been recorded as follow:

Domestic - 92.01 Mkwt

Commercial - 27.37 Mkwt
Industrial - 188.57 Mkwt
Public Health - 13.66 Mkwt
________________________________
Total Consumption 605.82 Mkwt

5.11.9 Transport :

Railways : A detailed study Report on transport system in Jammu prepared by

RITES in 1990 gave recommendations for the improvement of transport system
infrastructure in Jammu. However, no action had been initiated for their
implementation. The traffic volume has been increasing without any matching
increase in traffic infrastructure. The traffic and transportation problems of
Jammu city, therefore, are aggravating. Since RITES Report contains
comprehensive data based on primary surveys on various aspects of transport
problems in Jammu, the same are used alongwith secondary data collected from
various governmental and non-governmental agencies to study the present traffic
and transportation problems in Jammu.

Jammu is the northern most rail head. More than 12 long distance
passenger trains start/terminate here. Jammu serves as the major centre for
carriage of goods and passengers both military and civilian. AT present, 46 km.
broad gauge railway line runs through Jammu district of which 16 km. long
railway track passes through Jammu urban agglomeration. There is a
Warehouse and Storage Depot., located near the railway station, where food
grains, sugar and petroleum products like petrol, diesel, kerosene oil, etc.; are
stored by F.C.I., Hindustan Petroleum & Indian Oil. All these imported goods
are forwarded through trucks/tankers to other parts of the state. All military
equipment and ration, etc.; are also transported to Jammu by railway. Army
has its own railway yard at Bari-Brahaman for unloading. Export of commodities,
mainly fruits, timber and fuel are towards the Pathankot. Out flow of goods is
very heavy towards Valley and Poonch & Rajouri. Military carriage bound for
Valley moves from Army railway yard at Bari Brahman through bye pass without
touching the main part of the city, but traffic of goods and passengers for civilian
as well as military bound for Rajouri, Aknoor and Poonch has to pass through
the only city bridge on River Tawi.

48
Airways: Jammu is connected by air with Delhi, Srinagar and Leh on daily basis
through Indian airlines and private air lines. Airways, however, handle a very
small fraction of traffic to and from Jammu.

Roads: Road network is life line of the economy of Jammu. Jammu city is
divided into two parts by the River Tawi. There is only one bridge across the
River connecting the two parts with Jewel Chowk on one side and Vikram Chowk
on the other. Inadequacy of connections between two parts has led to the
development of more or less independent road system on either side of the River
Tawi. The existing road network of Jammu is basically of radical pattern. Five
roads namely Srinagar Road (NH-1A), Pathankot Road (NH-1A), Akhnoor Road
(SH), R.S. Pura Road (SH) and Ambgrota Road, are converging to the city from
different directions. A bypass for NH-1A connecting Pathankot Road with
Srinagar Road for through traffic over a bridge has been constructed on the River
Tawi far away from the old city. The traffic on other four roads, however, has to
pass through the single bridge on the River Tawi in the central area. The old
part of Jammu, being a historical city has network of narrow roads. In the newly
developed areas, the road network does not follow any specific pattern. The
roads in Jammu as in other existing cities and towns, have come up from time to
time as adhoc solutions to piecemeal traffic problems. In Jammu, wherever a
road link or a new road is developed, the ribbon development in the shape of
shops, workshops, housing, etc.; have come up. Due to topography, and ribbon
development, road geometrics is poor. Though the Master Plan 1994
proposed to cover 15.6% of the total geographical area under road network due
to many constrains the whole proposal could not be implemented. At present
the total length of road network is 149.74 km.

Condition of Existing Road Network

a.) Narrow Width : Roads of Jammu are narrow as is evident from the
distribution of roads by carriage way width given in table 5.15.

49
 Table 5.15

Distribution of Roads by Carriage way Width in Jammu

Sl.No. Carriage Way Width Length Percentage to
(in Kms) total road
length
1. 2 lanes or less than 2 lanes 122.48 81.80
2. 3 lanes 15.78 10.54
3. 4 lanes (without central
verge)
4. 4 lanes (with central verge) 9.11 6.08
Total 140.74 100.00

Source: RITES Report, 1993.

As the table shows, only 7.66% (11.48 km. of total road network in Jammu
is with 4 lanes, of which only 6.08% (9.11 km. is with central verge. About 82%
of total road network is with two or less than two lanes and remaining 10.54%
(15.78 km. is with 3 lanes. This shows that the road net work largely does not
have requisite width for plying large buses. Apart from this, the existing roads
are not maintained as parts of roads are washed away during rains.

b) Lack of Footpaths on Roads: Large number of pedestrians have to walk on

the carrriage way alongside the moving vehicles as no footpath or walkways are
provided along the roads. Position of availability of footpath facilities along the
roads in Jammu is given in Table.

Table - 5.16

Availability of footpaths in Jammu

Sl.No. Existence of foothpath Length of Percentage

roads
(in kms.)
1. Foothpath on one side 6.40 4.27
of road
2. Foothpath on both side 11.06 7.39
of road
3. No. foothpath 132.28 88.34
Total 149.74 100.00
Source: RITES Report, 1993

50
 It can be seen from table above that more than 88% of the road network in
Jammu is without any footpath. Footpath on only one side (left side of BC Road
along Bus stand) is provided. The footpath along the road in Talab-Tillo has been
removed recently in the process of widening of this road. Footpath on both
sides of roads is provided in some spots in old city which include Gumat Chowk
to Swami Vivekananda Chowk; Dogra Chowk via Vinayak Bazar to Gumat
Chowk; and Raghunath Mandir to City Chowk covering Raghunath Bazar. In
old city, pedestrians face lot of difficulty as private vehicles are parked on the
road which leave little space for carriageway and cause congestion. In absence
of adequate footpaths along the roads, the pedestrians are exposed to risks.
This severely effects the road capacity.

c). Encroachment on Roads: As per RITES Reports out of a total of 6100

commercial establishments, 4300 were along roads and 1800 along lanes and
by-lanes in 1988. In recent years, commercial establishments such as
restaurants, hotels, dhabas, petrol pumps and vehicle repair activities,
workshops, etc.; have been opened along the roads which not only reduced the
road capacity due to encroachment but make road expansion difficult.

d). Topography: Inherently the road network in Jammu is of a radial pattern

necessitating convergence of traffic into and through the central area. There is
only one bridge across River Tawi for city traffic. This causes heavy traffic on
the bridge and convergence of traffic on its both ends. The orbital corridors are
inadequate, hence result in high intensity of traffic on radial routes. This
inadequacy has resulted in poor accessibility to the developing parts of the city.
Moreover, the geometrics of roads and junctions are poor which results in low
journey speeds.

Traffic and Transportation Problems:

(i) Growth of Vehicles: In case of Jammu, the marked increase of

population and number of vehicles on one side and fast urbanisation on
the other, have resulted in rapid growth in traffic volume in recent years.
There has not been matching increase in traffic infrastructure. This has
aggravated the traffic and transportation problems of Jammu city.
Moreover, topographical factors have added to city problems. Growth of
various types of vehicles in Jammu is given in table 5.1.7.

The analysis of modewise growth of registered vehicles shows that

the personalised mode of transport i.e. two wheelers and Jeeps/cars,
have been growing tremendously with the annual increase of 18%. The
public transport vehicles (buses & mini buses) registered annual growth of
7.55% and taxies and auto rickshaws showed annual growth of 13.80%.
In Old City, to facilitate transportation of goods, light carriage vehicles
(LCV) i.e. three wheelers and four wheelers, have been added to the fleet
and their number is also increasing. With high growth rate of
personalised motor vehilces, the share of public transport has fallen. The
modal split in favour of public transport which was more than 60% in 1991
has fallen to about 43% in 1998-99. The absence of effective public
transport system has resulted in more traffic congestion on roads.

51
Table 5.17

No. of Registered Vehicles in Jammu

Sl.No. Type of Vehicles 1990-91 1994-95 1998-99

1. Trucks 8871 10770 13585
2. Buses 3162 3610 4202

3. Mini Buses 1580 2111 3477

4. Taxi 1114 1123 1798
5. Three Wheeles 1990 2886 5203
6. Jeeps 3520 4004 5408
7. Cars 7224 10692 19051
8. Two wheelers 40853 64745 1,00,634
9. Tractors 2395 3303 4368
10. Trailors - 30 44
11. Others 733 1997* 3754*
Total 71467 105271 161552

Source: R.T.O., Jammu.

*Include 242 light carriage vehilces (LCV) for 1990-91; 431 for 1994-95 and 1902 for 1998-99

52
(ii) Traffic Volume : Old city being the main business centre, movement of
people to/from this area to the adjoining localities/villages has increased
tremendously. Maximum movement of passengers by roads is from R.S.
Pura, Kathua and surrounding villages/places like Bishnah, Gadigarh,
Ismailpur, Chatha, Ganjasso, Janipur, Nagrota, Domana, etc.; falling
within the radius of 10-25 km. from CBD. Buses and trucks move on the
main corridors, whereas, rehras are mostly plying to/from Gajansoo,
Marh, Ghomanasa, Miransahib and R.S. Pura to fetch vegetables and
return to their rural destinations in the evening. The roads in the areas of
Talab Tillo, Gajansoo, Marh, Gole Gujral, Domana, Muthi, etc.; are not so
wide to take these slow moving vehicles and thus face lot of traffic
congestion. Tawi bridge is the most loaded road section with peak hour
traffic of more than 6600 pcus. Among the roads in the hierarchy, traffic
movement is quite heavy on B.C. Road, Vinayak Road, Shalimar Road,
Canal Road, Palace Road, Airport Road, Transport Nagar (RUB) and
Amphalla Road. B.C. Road, Canal Road, Vinayak Road, Shalimar Road
and Palace Road are the most busy roads which carry more than 2500
passenger car units in peak hours. On these roads maximum number of
trips are carried by mini-buses. Other roads viz. Airport Road, Transport

53
Nagar, Amphalla Road and Pathankot Road are also facing heavy traffic
with peak hour traffic between 1500-2000 pcus. Number of trips carried by
personalised modes of transport are quite high at almost all locations.
Share of peak hour trips to daily trips by personalised vehicles was 12%
on average. High volume of traffic and poor geometrics of roads create
major traffic bottlenecks at congested intersectional points. The
intersection carrying heavy volume of traffic (more than 3000 pus in peak
hours) are Jewel Chowk, Vikram Chowk, Dogra Chowk, Rehari Chowk on
B.C. Road, Canal Chowk, Subash Chowk, City Chowk, Gummat Chowk,
K.C. Chowk, Rameshwar Temple Chowk, Satwari and Asia Hotel
Junctions. Situation at these junctions is worsening day by day and there
is an urgent need to take immediate improvement measures. Outer
cordon classified traffic volume counts carried by the NATPAC in 1988
indicated that on a typical day 14,830 passenger vehicles penetrated the
outer corden transporting 1.80 lakh passengers. The number has now
doubled.

(iii) Public Transport : There are five predominant modes of public

transport in Jammu, i.e. mini-buses; matador - 407 TATA; buses;
taxies and auto-rickshaws.

Mini-buses: The mini buses with carrying capacity of less

than 10 passengers ply within the city. Their starting points
are Panjteerthi and Parade. They cater the following routes

From Panjteerthi to
- Gandhinagar, Shaktinagar
- Stadium
- Gangyal
- Bakshinagar
- Bhori-Talab Tillo
- Railway Station via Nanak Nagar
- Railway Station via University

From Parade to
- Janipura
- Patoli, Paloura via Subashnagar
- Top Shakharian via Subashnagar
- Sarwal
- Bahu.

Matadors-407 Tata: Matadors with carrying capacity of

twenty passengers, ply in the city outside the old city area.
These matadors go through B.C. Road and cater the
following routes:

From K.C. Chowk to

- Nagrota
- Bantalab via Ambphalla
- Kot Via Ambphalla

54
 From Jewel Chowk to
- Narwal
- Channi Himmat
- Sunjwan
- Chowadi
- Domana/Mishri Wala

Between Janipura Housing Colony viz New Plots, Ambphalla, B.C.

Road to
- Bari Brahman
- Ismailpur
- Bishnah
- R.S. Pura/Meeran Sahib
- Bahu
- Chatta

Buses: Government Road Transport Corporation is not providing

any city service. Private and Government buses ply only on inter-
city/inter-state long routes.

Taxis: Taxis ply mostly on NH-1A, to carry passengers

/tourists/pilgrims to Valley/Vaishnudevi.

Auto-Rickshaws: Auto-rickshaws ply within the city to carry local

passengers from one locality to other.

Amongst the different modes, cars/taxis had the maximum share

(32.5%), whereas, the para-transit has the lowest (2.5%)
contribution. Inter-city bus traffic volume is significantly high on
Pathankot-Srinagar Road, due to movement of tourists and
pilgrims. On an average, inter city traffic has grown at the rate of
4.2% per annum. Mode-wise composition of traffic varies from
location to location. Major radial roads and roads through central
area have a large number of mini-buses. Mini-buses play a
significant role in intra-city passenger transportation as it caters to
around 78% of the total passenger travel demand. At many
locations in the city auto-rickshaws and taxis cater only 2% of total
intra city demand. Average occupancy of vehicles for the city as a
whole for the entire day is quite high, but it varies from locations to
location. Occupancy rate of mini-buses is the highest but it is
comparatively quite low for buses. It reflects that mini-bus system
capacity is saturated. Moreover, mode of personalised vehicle
transport has become a necessity because of inadequate public
transport facility and long distances between CBD and new
developed colonies. There is, thus, an immediate requirement to
improve public transport system in the city which is also vital to
check the rapid growth of personalised vehicles.

55
 Military Traffic : Due to its proximity to international boundary,
the city of Jammu is very important from strategic view point. A
large volume of military/para military traffic consisting of trucks,
buses and jeeps passes through Jammu or originate/terminate in
Jammu. Traffic volume of military/para military is the highest on
Pathankot-Srinagar Road, followed by Akhnoor Road, R.S. Pura
Road, Ambgrota Road and Gajansoo Road. The traffic has grown
fast during recent years. In the absence of adequate byepass in
the city, this traffic uses city roads and is often found to be moving
through the city in convoys. There is, therefore, an urgent need to
construct byepasses for through traffic towards Rajouri, Poonch
and Akhnoor.

Speed and Delays: Withpoor geometrics congested intersections

and heavy traffic on roads, vehicles can hardly afford journey
speed higher than 10-15 km. on city roads. Average journey
speed is less than 15 km. p.h on 34 per cent of the road network.
Only 12% of roads network offers an average journey speed of 40
kmph or more. Journey speed in the Central Area of the city is
below 10-12 kmph in peak hour. Outside the Central Area journey
speeds are generally between 15-30 kmph. High volume of traffic
at junctions, indiscriminate stopping of mini buses on the carriage
way and on street parking of buses are major reasons of delay.
The delays are observed at some important junctions like Jewel
Chowk, Shalimar Chowk, Kacchi Chawni, B.C. Road in front of
General Bus Stand, Canal Road, Asia Hotel crossing.

Pedestrian Traffic : The central area roads experience a heavy

volume of pedestrian traffic. Raghunath Bazar, Raj Tilak Road
and Purani Mandi Road carry more than 4000-5000 pedestrians in
peak hour. In the absence of adequate footpaths on the roads,
pedestrians use carriageways. Shalimar Chowk, Jewel Chowk,
K.C. Chowk and Vikram Chowk junctions experience high volume
of parallel as well as cross pedestrian traffic.

(iii) Parking : Parking is a major problem for personalised vehicles as

well as public transport. Parking is done mostly on street, thus
encroaching the limited carriageways in the central area. In
Raghunath Bazar area and its environs, problem is particularly
acute. No specific parking place is earmarked for mini-buses.
Mini-buses are mostly parked on road side at Vikram Chowk or at
any other space available on roads/lanes or open spaces.
Similar, problem is faced by buses and trucks. The unauthorised
and undesirable parking of vehicles in the residential areas, on
narrow streets and intersections within the CBD and other parts of
the city causes congestion and hampers free flow of traffic.

(iv) Location of Bus Stand : The existing Bus stand is located in the
highly congested area of Jewel Chowk. Though fly-over built on
Jewel Chowk has provided direct access to old city, the road is
still blocked at many locations. Non-scheduled movement of

56
 buses and mini-buses further create difficulty for the passengers.
Though the number of buses/min-buses are constantly increasing
in the city, the internal services are going downward.

(v) Lack of Traffic Management : Poor traffic and transportation

system in Jammu is the manifestations of poor urban development
management and lack of professional approach to management of
traffic and transportation in Jammu.

(vi) Road Accidents : Lack of traffic control, congested roads and

increasing number of vehicles has resulted in high rate of
accidents on roads in Jammu.

Table 5.18

Road Accidents in Jammu

Year Accidents in Jammu

Fatal Non-Fatal Total %age
increase
1989 31 550 581 -
1990 56 928 984 68

Source: RITES Report Vol.I

Besides the increase in the accident rate, the causalities have been growing by
fast as shown in table 5.19.

Table 5.19

Casualties of Road Accidents

Year Casualities
Persons killed Persons Injured
1989 36 437
1990 65 924

Source : RITES Report Vol.I

57
 In majority of the accidents, vehicles involved are two-wheelers, mini-buses and
trucks as indicated in table below:

Table 5.20

Vehicles involved in Road Accidents - 1990

Type of vehicle Number of Accidents

involved
Fatal Non-fatal Total
Cars/jeeps/vans 1 117 118
Scooter/Motor cycle 4 190 194
Auto-Rickshaw 1 52 53
Mini Bus 9 139 148
Trucks 15 263 278
Bus 26 167 193
Source: RITES Report Vol.I

Apart from growing traffic and inadequacy of road network, these accidents
statistics also indicate lack of traffic education.

5.12 Problems of the Old City

Old city is spread over an area of 404 ha. It is density built up and dominated by
temples, commercial activities and government offices. It extends from right bank of
River Tawi to B.C. Road on the west, Jewel Chowk on the south and Ram Nagar Rakh
on North. After partition of the country in 1947 the town was extended towards its
western side for rehabilitating refugees at Sarwal, New plots, Rehari and Bakshinagar.

Old city caters to wholesale and retail business from Kanak Mandi, Lakhdata
Bazar, Rajinder Bazar and Raghunath Bazar. Activities are increasing due to increase
in pilgrims visiting Vaishno Devi. This has lately affected the residential areas of Link
Road, Purani Mandi, Raj Tilak Road, Arya Smaj Lane upto Fatu-Chogan and further
extending to Pacca-Danga, where most residential houses have been converted into
shops. Similarly, the residential houses along Gumm at Chowk, Chand Nagar,
Gurudwara Sunder Singh Road, Raghunath Bazar, Ragunath Pura, Shalimar Area, etc.,
have mostly been converted into lodges and hotels.Certain philanthropic institutions
have also converted socio-religious uses into commercial uses. The net result of such
commercialisation and change of landuse has adversely affected the traffic movement
in the Core City. Even the pedestrian movement has been adversely affected due to
increase in number of motor vehicles both in private and commercial sector and their
parking on narrow roads. Secretariat alongwith other Government offices, J & K
Assembly, High Court, District Courts, educational institutions, banks, hospital,
community halls, bus stand, automobile repair shops, lodges and hotels, etc., are all
concentrated in this area.

58
 Increasing activities in old city has resulted in mushrooming of unauthorised
housing colonies at Krishnagar, Rajinder Nagar, Mohinder Nagar, Bhagwati Nagar,
Shakti Nagar, Talab Tilo, etc. With the influx of migration from Valley and rehabilitation
of migrants in the camps of Muthi Phase-I to Purkhoo; Mishriwala, Ban Talab, Barnai,
Chackchangarwan, Paloura, Pataoli, Subhash Nagar, Bhawani Nagar, etc.; came up
because the migrants from neighbouring districts of Doda, Udhampur, Rajouri-Poonch
and Kashmir Valley built their houses unauthorisedly leading to a deterioration in the
quality of the built environment.

As the old city accommodates most of the centralised activities generating huge
traffic, the narrow roads of this designated area are choking and resulting in chaotic
conditions. There are no organised parking lots and land is not available to provide
parking. The JDA has provided car parking lots in Kachichawani, City Chowk, Shalimar
Chowk, etc., these are generally used by the residents of those areas. Parking of cars
on road in Raghunath Bazar is taking up more than half the road width from the temple
complex upto City Chowk, which makes movement of even pedestrians difficult.
Similarly, other city roads like Ambphalla - Janipura Road, Jewel-Talab Tillo Road,
Canal - Bakshinagar Road face always traffic jams due to way side parking.

The problems of old city area may be summarised as under:

- Continuous population growth resulting in high residential density.

- Mix of commercial and residential uses which reduced functional
efficiency.
- Low area under roads in CBD which is only 4%.
- Poor circulation pattern with excessive congestion due to ribboning of
commercial activities along the roads and lanes.
- Lack of desired open spaces and parks.
- Inadequate parking.
- Existing wholesale market at Kanak Mandi.
- Existence of the Old Sectt. New Sectt., Assembly Hall, Telephone
Exchange in Rani Talab which generates heavy traffic.
- General Bus Stand within the city core and mushrooming of a large
number of repair/workshops at the northern end of General Bus Stand
and along B.C. Road causing traffic congestion.
- Heavy tourists/pedestrian traffic in Raghunath Bazar, Raj Tilak Road,
Purani Mandi, Moti Bazar, Link Road, etc.
- Increasing pressure of personalised modes auto rickshaws etc. and
parking of personalised modes on the city roads.
- Existence of the Central Jail, Government Press, State Motor Garages,
City Police Station.

A special strategy is required for revitalisation of this area under the Master Plan
for which a detailed scheme needs to be prepared by JDA.

59
JAMMU : 2021 6

6.1 Population

Projection of population is of utmost importance in any planning exercise. Future

population, however, cannot be projected with certainity as death rate, birth rate and
migratory pattern cannot be ascertained accurately. Demographers have developed a
number of methods for forecasting the population. The methods are based on the
assumption that trend of growth in a given area will continue to operate in approximately
the same way, as it has operated in the past. The projections presented here are
derived from various methods to arrive at a fairly reliable population of Jammu.

6.1.1. Population Growth : Jammu was a very small town in 1901. Over a period of
time, it has developed in structure and size. The increase in its size can be judged from
the decadal growth of population from 1901 to 1981 as given in the Table 6.1

Table 6.1

Census Population of Jammu City

Year of Census Population Decadal Growth Rate

1901 36,130 -
1911 31,726 (-) 12.29
1921 31,506 (-) 0.69
1931 42,794 (+) 35.83
1941 58,847 32.51
1951 83,551 41.98
1961 1,08,257 29.56
1971 1,64,207 51.68
1981 2,23,361 36.02
1991 5,88,412* 163.43
1994 7,27,940 -

Source: District Census Handbook, Jammu District, 1981.

* Estimated as 1991 census was not conducted in J & K.
1994 figures are based on Household Survey.

60
 The above table demonstrated that the growth rate for the first two decades
(viz. 1901-11 and 1911-21) was negative. From 1931 growth rate is positive but the
trend is fluctuating from highest growth rate of 51.68% during 1961-71 to lowest 29.56%
in its preceeding decade i.e. 1951-61. After the adoption of J & K Town Planning Act,
1963 steps were initiated for planned urban development of Jammu. As such, the
process of development accelerated resulting in the highest growth rate of population in
Jammu during the decade 1961-71. The highest decadal growth rate of 163.43% is
anticipated in 1991 mainly due to mass migration from the valley.

6.1.2. Population Projection :

(i) Projections By Statistical Methods : It is desirable to project population for

the target year on the basis of census figures as these are statistically considered to be
accurate. Considering 1901 census figures as base, the projections of population for
Jammu city for the years 1991, 2001, 2011 and 2021 have been made by applying
standard statistical techniques. Multiple correlation (R-2) among decadal population
from 1901 to 2021 for each method was also calculated to arrive at the accuracy of
projected population and selecting the curve that best fits the past data. The
projected populations for 1991, 2001, 2011 and 2021 calculated by each method
alongwith R-2 is given in Table 6.2:

Table 6.2

Projected Population of Jammu

Statistical Projected population

Methods
1991 2001 2011 2021 R2
(a) Straight line 1,98,428 2,20,771 2.43.115 2,65,469 0.91
(b)Parbolic 22,40,919 34,88,236 49,59,383 66,52,847 0.49
curve
(c) Semi-log 2,43,200 3,16,520 4,06,400 5,25,800 0.97
curve
(d) Modified 7,51,397 15,63,880 33,19,684 70,69,379 0.98
Exponential
curve

Empirically, the best fit curves for population projection are derived for
methods (c) Semi-log curve and (d) Modified Exponential curve. R-2 is closer to 1. But
logic does not support their growth pattern because projections under Modified
Exponential Method upto 2021 are too high and those for semi log are too low.
Moreover, projections do not support the population growth pattern of Jammu for past
decades.

61
 Obviously, fitting of these trend curves to the past data is based on an
assumption that the past trend in respect of area under city limits covered for each
respective census year continue to be the same in past as well as in future. In fact,
this assumption does not hold good in case of Jammu. Extended urban areas were
carved out from time to time to meet with the growing demand of increasing population.
These new areas were notified at different times extending city area limits. Projections
of population for Jammu, therefore, need to be correlated with the expanding area limits
of the city during each census year.

(ii) Projections by Maching Expanding Area Population Method : Activities in

Jammu were earlier confined to old city. With economic growth and onslaught of
urbanisation in sixties, many more economic activities sprang up consequently
attracting rapid growth. As such the city began to expand in size and shape. To
ensure physical expansion of the city in a planned manner, Jammu Development
Authority prepared the first Master Plan for the city in 1974 for a period of 20 years. In
this Master Plan, JDA assessed the population for Jammu city on the basis of 1961 and
1971 census by including the population of those areas/villages which had been
engulfed by urban sprawl. Jammu experienced rapid urban development during
seventies and thereafter. It is pertinent to include the population of all those villages
and urban extensions which have been covered under urban development and become
part of Jammu till 1994. To arrive at some appropriate figures of population for Jammu
U.A. at present, a comparative study of the population for census 1961, 1971 and 1981
has been made by taking Mohallas/villages areas notified under Jammu Master Plan
1994 and new village areas which are now being included in the new Jammu Master
Plan 2021. The population figures for localities/areas/villages for 1981, 1971 and 1961
census are shown in the following table:

Table 6.3

Population for Areas/Localities/Villages under Jammu U.A.

for 1961, 1971 and 1981

Sl.No. Area/Villages Census Years

1961 1971 1981
1. City (1971 limits under JMP- 1,27,289 2,03,979 2,62,026
1994)
2. Local Area villages 31,688 36,970 49,858
3. Bari Brahmana 5,925 9,147 17,541
4. SMR 2,455 3,255 5,155
Total 1,67,358 2,53,351 3,34,580
% decadal growth of 1961 - 51.38 32.17
census
Source: District Census Handbook, Jammu District, 1981.

62
 There has been decadal growth rate of 51.38% between 1961-71, while it
declined to 32.17% during the next decade (1971-81) as shown in above table. Census
for 1991 was not conducted in J&K State. From household survey conducted by JDA
in 1994 the population has been estimated as 7,27,940. It shows that in 14 years
(1981-94) the population of Jammu has registered an increase of 117.57%.

It is understood that between 1981-94 the expotential growth of population can

be attributed to some extraneous factors. The major factor was migration to Jammu due
to political disturbances in the Valley.

(iii) Estimation of Natural Growth of Residential Population :By Annual Growth

Rate, Extrapolations by Geometric Rate of Increase.

Suppose, Rate of Increase = R

P1=Population (comparable)1981 = 3,34,580
Po=Population(comparable) 1971 = 2,53,351

Applying formula for geometric progression

p1 = p0 (1+R)10
100
3,34,580 = 2,53,351 (1+R)10
100
R = 2.6%

Taking Annual Growth Rate of 2.6%, the projected population for Jammu UA is given in
the table 6.4.

Table 6.4

Projected Population by Annual Growth Rate

Decadal Year Projected Population

1981 3,34,580
1991 4,32,487
2001 5,59,045
2011 7,22,637
2021 9,34,101

Considering the ground situation, population of 9.10 lakh for 2021 AD is quite low
because the population estimated from Household Survey conducted by JDA in 1994
works out to 7,27,940. The annual growth rate (2.6%), moreover, does not correspond
to the decadal growth rate of population in Jammu since independence.

63
 Also records have shown the decadal growth rate on higher side since
independence, generally in case of J&K State and particularly for Jammu urban area. It
needs to be mentioned that that 1974-94 Master Plan adopted a growth rate of 47.22%
decadal growth for purpose of projection.

Projection of population for Jammu has been made and published by various
Government agencies. The estimates of these reports has also been considered. It
has been suggested by various Government Departments that the decadal growth rate
of 47.22% taken by JDA in Master Plan 1994 can safely be adopted for the population
projection. The recent report of UP Jal Nigam for Urban Environment Engineering
Department, Jammu, on Sewerage Project for Jammu has also based its estimate on
this decadal growth rate and estimated population of Jammu for 2021 was worked out
as 12.98 lakh. Two other studies namely RITES & NEERI projected population of
Jammu as 18.34 lakh and 14.34 lakh respectively.

Following this, decadal growth of population of Jammu has been taken as

47.22% and population for Jammu as 3,34,580 for 1981. Thus the projected residential
population for Jammu is given in Table 6.5.

Table 6.5

Population Projection by decadal growth rate

Census Year Population

1981 3,34,580
1991 4,92,569
2001 7,25,160
2011 10,67,581
2021 15,71,693

Projection of population by natural growth has been attempted by different

methods. Population projection based on statistical methods has its own limitations.
The projections made by comparing 1971 and 1981 limits of Jammu and calculating
annual growth rate of population on the basis of population of localities for respective
years is no doubt a sound proposition in itself. But projection of population by applying
such annual growth rate is also not desirable. The city limits are expanding very fast,
as numerous new organised and unorganised residential colonies have mushroomed
during the decade 1981-1991 and later. Hence annual growth rate of population arrived
at, may not remain constant due to changes in total area in future decades. In view of
these limitations, the projections made on the basis of natural decadal growth of
population may hold good on the assumption that the socio-political factors as well as
other determining factors remain constant. Based on normal growth, the population for
2021 for Jammu can be taken as 15.72 lakh. These projected figures, at least, reflect
the minimum population likely to be attained.

64
(iv) Impact of Extraneous Factors : Besides natural growth of population,
Jammu faced some important extraneous factors which cannot be ignored. These
factors are: in-migration from valley, In-migration of labour, darbar movement and
inflow of tourists, yatris, etc.

The impact of each factor on total population is discussed as under:

Migration from Valley : Due to political disburances in the Kashmir Valley,

large scale of migration took place during the year 1989 and thereafter. The
migration was at peak during the year 1990 and early part of 1991. The first
abode of these migrant families was Jammu. Most of them remained in Jammu
and others further migrated to other parts of the country.

The statistics of the migrant families as provided by the Relief Commissioner

(Refugees), Jammu as on April, 1999 is given below:

(a) Migrants families registered at Jammu = 29,074

(b) " " " at Delhi = 19,338
(c) " " with other states = 2,743
Total = 51,151

After interviews with migrant families and Relief Commissioner, it was revealed that
of the total registered families, most of them had Jammu as their first abode. Their out
migration started subsequently. About 1500 families, at present, are lodged in camps at
Muthi and Roop Nagar. Most of the remaining families have their own houses in
Jammu at present.

Based on statistics provided by the Relief Commissioner (Refugees), Jammu, the

number of the migrant families and their population in Jammu for 1991, 1994 and
projected for future decades is given in table 6.6.

Table 6.6

Migration from Valley

Year No. of families Population

1991 50,000 2,75,000
1994 38,500 1,92,500
2001 32,000 1,60,000
2011 32,000 1,60,000
2021 32,000 1,60,00

65
Interviews with migrants revealed that there is little possibility of return of Hindu
families to Valley, even if normalicy is restored in the near future. At present,
Muslim families are also migrating to Jammu and many of them have constructed
their residential houses in Jammu. Even if peace is completely restored in
Valley, the migrants may like to keep their second residential house in Jammu.
In view of these ground realities, the number of migrant families have taken as
constant i.e. 32,000 for future decades.

In Migration of Labour : Jammu will emerge as a booming industrial and

trade centre in next few decades. Workers will naturally migrate to Jammu in
search of employment from hinterland as well as from other areas. The
migration of workers and their families will add to the population and will have
direct impact on its economy and infrastructure. But data on migration from
cities is not available. Hence it seems rather difficult to assess precisely the
extent of net migration during any decade. A crude method, therefore, has to be
used to estimate the rate of net inmigration to Jammu by taking birth rate and
death rate of Jammu during the decade 1981-91. As the migration rate is
resultant of decadal population growth rate and natural growth rate, decadal
migration rate for Jammu for the decade 1981-91 is calculated as under:

(a) Av. Birth rate for 1981-91 decade = 23.8%

(b) Av. Death rate for 1981-91 decade = 6.2%

Natural growth rate (a-b) = 17.6%

(d) Population growth rate in 1981-91 =47.22%

(e) Net migration rate (MR)during decade=47.22-17.60

(d-c) =29.62%

Migration for decade = P81xMR = 3,34,580x29.62=99,103

(1981-91)
P81 = population for 1981 census.

Obviously, due to rise in educational and health standards and rise in the
standard of living of people, the death rate as well as birth rate are likely to fall
considerable by 2021. Natural growth rate for urban population calculated by
CSO for India in 1995 is 16.1% which is presumed to remain stable upto 2021.

Assuming the decadal growth of population as 47.22% for Jammu and natural
growth rate as 16.1% for decades 1991-2001, 2001-2011 and 2011-2021, the
net migration rate will = 31.12% per decade.

In migration of labourers to Jammu is estimated in table 6.7.

66
Table 6.7

Labour Migration to Jammu

Period Decadal Labour Migration Annual Labour Migration

(in No.) (in Nos.)
(based on DGR of 31.12%) (based on AGR of 3.12%)
1981-1991 99,106 9,910
1991-2001 1,53,288 15,329
2001-2011 2,25,670 22,567
2011-2021 3,32,223 33,222

Darbar Movement : At present 8000 employees move with Darbar. Interviews

with employees at Jammu revealed that 1/3rd of these employees belong to
Jammu province and rest 2/3rd come from Valley. The families of Jammu
based employees reside in Jammu city or rural areas of Jammu Province. As
such the valley based employees. Approx. 28,000 population is added to
Jammu's population during six months of winter. This estimation will hold good in
future also. In addition to population of Darbar Movement, floating population is
attracted to Jammu.

Floating Population : The total floating population including tourists and yatris
of Vaishnodevi and other religious places has been 66,000 per day at peak
period in 1981. Assuming 20% increase per decade, the floating population for
2021 works out to 1.36 lakh.

Estimate of Population of Jammu by 2021 :

Adding population growth due to extraneous factors to the residential population,

the total population for Jammu by 2021 is worked out as under:

Resident population = 15,71,693

A. Kashmiri migrants = 1,60,000
B. Labour in-migration = 33,222
C. Darbar Move = 28,000
(seasonal)
D. Inflow of pilgrims = 1,36,000
per day

Total population = 19,28,915

67
6.2 Employment :

Work force participation rate for the past two decades since 1971 as per census
and Household Survey conducted in 1994 for Jammu was as under:

Table 6.8

Work Force Participation Rate

Year Workforce Participation Rate (WFPR)

(in %)
1971 26.40
1981 27.40
1994* 28.82

Rapid pace of urbanisation in Jammu will certainly generate employment in

various sectors of economy. Industrial sector is picking up. Inflow of tourists to Vaishno
Devi has increased tremendously in recent years. This trend would grow in the near
future with development of transport and telecommunication facilities. The participation
rate for 2021 may be of the order of 33%. Total work force would be 6.14 lakhs
including floating worker population who will continue to come to Jammu to work, but
may not reside in the city.

68
 The work force in different sectors of economy has been assigned as follows:

Table 6.9

Anticipated Occupational distribution of Work force in Jammu, 2021

Sector of Economy No. of Workers Percentage

(in lakh)
A. Primary Sector

Agriculture & Allied 0.12 2.0

Activities
Sub-Total (A) 0.12 2.0
B. Secondary Sector

1. Manufacturing 1.28 22.0

2. Household Industry 0.06 1.0
3. Construction 0.29 5.0
Sub-Total (B) 1.63 28.0
C. Tertiary Sector

1. Services 1.04 18.0

2. Trade & Commerce 1.86 32.0
3. Transport & 1.16 20.0
Communication
Sub-Total (C) 4.06 70.0
Total (A+B+C) 5.81 -
Floating Workers 0.33
Total Workers 6.14 100.00

There would be rise in construction activity. At present about 35,000 workers are
engaged in construction. Major number of construction workers are migrants from UP,
AP, Bihar, Orissa and Madhya Pradesh. In 2021, about 33000 workers will constitute
migratory work force, which would mostly be engaged in construction and allied
activities, besides, about equal number of local workers.

69
6.3 Issues & Imperatives for Development :

Detailed analysis of physical, socio-economic and environmental aspects of Jammu

reveal that the problems of the city are complex and mainly relate to the following:

1. Large population growth and in migration resulting in urban sprawl.

2. Lateral expansion towards the south-eastern corridor.
3. Increasing unplanned growth, mushrooming unauthorised settlements and
squatting.
4. Degeneration of the old city.
5. Rising land values.
6. Poor level of physical and social infrastructure including transportation.
7. Increasing traffic congestion, parking demand and vehicle ownership.
8. Rampant land use violations and encroachment.
9. Lack of coordination between JDA and other agencies causing aberations
in implementation.
10. Lack of finances with the development agency.
11. River becoming a dumping ground.

70
 The dynamics of development in Jammu have opened up avenues of
employment in industrial, commercial and service sectors which in turn induced rural
folk to migrate to the city. Inmigration to the city is directly proportionate to the
impoverished economy. Unless rural economy becomes strong enough to absorb
surplus population, the process of migration to the city will continue. This may even
take an alarming shape in the years to come. Genesis of Jammu's urban development
lies in unchecked migration to the city. Besides influx of migration from Valley due to
socio-political factors, subsistance agricultural economy, fragmentation of land holdings
and steep rise in population have pushed more and more people out of rural areas in
search of better employment opportunities in the city.

Jammu not only would acquire metropolitan status soon but it is also going to
become a nucleus centre. Tourists, pilgrims and darbar move are likely to intensify
because of extension of railway line to Udham Pur and Katra. At present, the town
limits cover an area of 130 sq.km. accommodating a population of 7.28 lakh with urban
sprawl over an area of 170 sq.km. accommodating another 2 lakh population.
Population projections reveal that Jammu would be required to accommodate 19.29
lakh population by 2021. In order to accommodate additional 11 lakh population, urban
extensions are proposed in the north-west and south-east.

The annual rate of labour migration to Jammu is estimated as 2.96% which is

expected to rise to 3.12% by 2021 in addition to about 1.75 lakh Kashmiri migrants.
Part of this inmigration to the city may be channelised into satellite townships in the
areas beyond the extended limits of Jammu, so as to bring relief to the mother city
and be a source of strength to the new settlements.

6.4 Regional Plan and City Region :

Jammu, therefore, needs a definite, vital and vibrant Regional Development Plan
for balanced development of the region with emphasis on employment generation,
population distribution, trade and commerce and enhanced agricultural productivity for
which the following measures may be adopted.

• Delineation of the region based on physical and economic linkages.

• Strict legal measures may be enforced to check conversion of agricultural

land to non-agricultural land used by colonisers.

• Action may be initiated to develop counter magnets by provision of

appropriate infrastructure, location of industrial units and markets
/distribution centres. In this context, new emerging settlements of
Samba, Vijaypur, Bishnah, Akhnoor, Katra and Udhampur etc. need
special attention.

71
6.5 Extension of Jammu Urban Area : 2021 :

Jammu Master Plan 1974-94 proposed the total area of Jammu as 10,464
hectares for Divisions A,B & C, out of which 5928 hectares were to be developed for
different uses to accommodate a popualtion of 5.25 lakh. The urbanisable limits
covered were in the north upto Ram Nagar Rakh, west upto left bank of Thather Khad,
south near village Gol, then crossing over Tawi river and meeting Bhalol Nallah near
Chatta, Hakal on right bank of Balol Nallah upto Chak taking south east direction upto
village Thanger on NH-1A byepass and passing through Narwal Bala to left bank of
River Tawi including areas of Rakh Bahu and Bahu. The extended area included 39
villages vide SRO 44 dated 2.2.1971, seven villages under SRO 130 dated 1.3.1978
and seven villages under SRO dated 10.8.1984. Population of Jammu is projected as
19.29 lakh by 2021. To accommodate this population, a two-progned strategy is
proposed:

i) To accommodate population with increased density limits declared under

earlier Master Plan (except core area of the old city), and

ii) Extension of the present urbanisable limits to the tune of 288 sq.km.

Jammu has constraints of expansion towards north and east due to forests. To
maintain ecological balance, these areas are required to be protected from onslaught of
urbanisation.

In view of these constraints, the area under Master Plan : 2021 has been
extended in north-west upto Kot-Balwal Khad meeting Akhnoor Road at village Purkhoo,
along left bank of Wade-Chow-Nallah upto village Chuhe-Chak (Tehsil Jammu) and
along right bank of Tawi all along upto Ranbir Canal Siphon, crossing left bank of Tawi
and along Beli-Charana to Nikki-Tawi meeting at village Barjala and then along right
bank of Bhalol Nallah via Gadi-Garh, Rohi upto Bandowelli Rakh; thereafter crossing
over Bhalol Nallah towards south along distributory no.9 upto village Suhaora and
meeting along Suhaora Minor upto Chuhe-Chak and along Bari-Brahman-Bishna-Palli
Road upto Brick Kiln and the area falling within 1000 meters parallel to NH-1A from
Tanda to Channi-Manhasa below NH-1A opposite Gurah-Salathian Road Junction.
Thereafter towards east along Gurah-Salathian Road upto Udh-Mandi and along right
bank of Gori-Khad upto forest line in the east; the forest line upto Bhatindi upper
(including villages Rajinder Pura, Suchani, Badhori, Ismailpur, Gura, Mahin Sarkar,
Damsal, Birpur, Ratnu-Chak, Rajpur-Koular, Kotli, Choaddi, Sunjawan, Narwal Balla,
Bhatindi Upper) and downwards crossing over to Rajiv Nagar Nallah near Bahu Khad
from Rajiv Nagar - Bahu Khad all along NH 1A byepass including part of uphill forest
Area including SMR Township covering Nagrota and revenue villages Bajalta,
Pargalata etc.

72
 Thus, the area will be 28,792 hectares with the following break up:-

1.Area under SRO 44 (Division A,B,C of Master Plan 10464 ha.

1974-94)

2.Area included in local Area vide SRO 130 dt. 1.3.78 684 ha.

3.Area included in Local Area vide SRO 388 dt. 10.8.84 1232 ha.
-------------------
(i) Sub-Total 12380 ha.
-------------------
4.Area extended on North-West of Akhnoor Road 1604 ha.

5.Area extended on South-West of Akhnoor Road 4308 ha.

6.Area extended on East of Sainik Colony NH1A Byepass 2464 ha.

i.e. Birpur, Ratnu Chak, Choaddi, Sunjwan, Bhatindi etc.

7.Area extended in Bain Bajalta, Pargalta etc. 908 ha.

8.Area extended from Bhalol Nallah to Gurah Salathian 7128 ha.

-----------------
(ii) Sub-Total 16412 ha.
-----------------
Grand Total (i) & (ii) 28792 ha.
(Refer Annexure-II).

6.6 Environment :

Creation of physical and social environment for improved quality of life is the
major objectives of the plan. Major attributes of environment in the city are:

(i) Ecology, nature conservation

(ii) Urban design
(iii) Conservation of urban heritage
(iv) Community life
(v) Conditions of health, safety and convenience.

Conservation of Natural Features : Conservation of major natural features in a

settlement is of utmost importance to sustain the natural eco-system. Forests in the
north and north east edges of Jammu, Tawi River flowing through the city; orchards and
irrigated agricultural areas falling in the north-west of Akhnoor Road and south-west of
NH-1A towards R.S. Pura are the major natural features in Jammu. Conservation of
these enforcing strict measures will control urban sprawl to a large extent.

Jammu has more than 100 small and big dry khads which have flash floods
during rainy season. These seasonal nallahas should be channelised by making check
dams to harvest rain water in small ponds. This will not only help in raising the ground
water level but will also improve the ecology and make available some land for urban
uses.

73
 Through Ranbir canal, ice-cold water of Chenab River flows through the city
area. Along this canal, there are some patches of land, which can be developed into
beautiful parks and picnic spots. As a development policy, besides using canal water
for drinking purpose both sides of the canal may be developed for recreational use. If
River Tawi is channelised, Jammu can have a distinct image. Channelisation will also
free large areas for recreational use integrated with other development so that the River
becomes an integral part of the city both physically and visually.
Environmental Upgradation of Developed Areas : Jammu represents a mix of
medieval congested settlement, organised planned colonies developed by JDA and
unauthorised settlements with poor infrastructure. The environmental problems of these
settlements differ from each other but have common problems of poor physical and
transportation infrastructure. As such it is imperative to take up the existing residential
areas one by one for environmental improvement through
• Plantation and landscaping
• Improvement in infrastructure: physical and social, and provision of proper
access where lacking.
• Exploring the possibility of infrastructure management through local
residents or associations of the residents.
• Efficient public transport system need be made efficient.
• Intersection improvements.

6.7 Urban Villages :

Urban sprawl in Jammu is engulfing more and more villages in its fold. About
117 more villages will be added to urbanisable limits under the Master Plan : 2021.
These rural settlements are having a completely different character and are now getting
merged into the urban environment. These settlements should also get the modern
services and amenities and allow to cater for their cultural style. Development of
villages, therefore, should be made integral part of the development scheme of the area.
Education, health and recreational facilities and work areas around these settlements
should be developed for the benefit of the village population.

6.8 Conservation and Urban Regeneration :

Conservation and regeneration is required in case of the old city. The old city
has a historical past. Its feudal design is noticeable even today in Purani Mandi and
Mubark Mandi Complex. The old Secretariat (in Mubarak Mandi), Hari Singh Palace,
Library, Museum, Raghunath Temple, Ranbeshwar Temple, Panjvakather Temple and
many other temples and shrines in the city are very old and have heritage value. To
preserve this heritage, these historical places are required to be listed and conserved.

6.9 Proposals:
In order to effectively implement the proposals of the Master Plan for a population
of 19.29 lakh by the year 2021, new divisions are proposed in the north-west, between
River Tawi and Ambgrota Road; south-east on the east of NH1A and north above
Surinsar Road. Divisions E, F & G are proposed in the north-west whereas divisions D
& K are proposed in the south-east. Refer Figure 1. J division is proposed to cover all
the development on the eastern side of the existing byepass from Bahu Fort to Balol
Nallah covering Sunjwan, Bhatindi etc. A break up of the area of each new division and
assignment of population is reflected in Table below.

74
Fig.1

75
Table 6.10

Population and Area of New Divisions

Sl.No. Division Area (Ha.) Population (Lakh)

1. E 1604 1.0
2. F 1486 1.14
3. G 2822 1.88
4. H 1032 0.80
5. J 2322 2.27
6. D 3856 1.45
7. K 3305 0.83

6.9.1 Residential :

Housing is one of the basic needs of a family. For most families, it denotes life
time savings. Home ownership is both a symbol of prestige and social status and
fosters social cohesion. Housing also has spatial relationship to employment. In 1981,
Jammu had 29,867 dwelling units accommodating 38,837 households in 1981 which
showed a deficit of 8970 dwelling units. This deficit grew to 41,664 by 1994. For
Perspective 2021, a total of about 4.0 lakh dwelling units would be required. If migratory
trends continue, construction activity will pick up further and more land would tend to
come under unauthorised colonies. Surveys conducted as part of the Master Plan
exercise and studies by the J&K Housing Board have revealed that the people of
Jammu have a strong preference for large size plotted development. Analysis of
household surveys conducted in 1994 also reveals that almost 1/3rd of the population
was living in one room dwelling units with 7.8 persons average occupancy. This may
have been the reason for sprawl and development of unauthorised colonies. Taking this
aspect into account, adequate areas have been earmarked for development of
residential use. As such it is proposed to develop new residential areas in divisions E,
F & G on the north-west side and divisions H, D & K on the south-eastern side in
addition to accommodating population within the existing divisions for a total population
of 19.29 lakh. Three types of density patterns are proposed i.e. upto 150 ppha., 151-
200 ppha. and 201-300 ppha. Density proposed in divisions H, D & K is lower
compared to what has been proposed in the north-west so as to serve as an incentive
for prople to settle here in larger plots. Towards the north-western side, two density
patterns are proposed i.e. 151-200 ppha. and 201-300 ppha. with the lower density
pockets being located at the periphery of the urbanisable limits. 44.78% and 35.14% of
the total developable land has been earmarked for residential use on the north and
south of River Tawi respectively. Table 6.10 reflects the population and area assigned
to the new divisions in the Master Plan.

76
 The policy for development of new housing needs to lay emphasis on making
available developed land at afordable prices, amendments in prevailing laws so as to
involve private sector in its development, making available institutional finance
especially for the weaker sections, enforcement of building bye-laws and encouraging
housing co-operatives. A definite policy on slums will also have to be worked out
backed by action for relocating certain slum pockets and providing /upgrading basic
services in those pockets which cannot be relocated.

In over all terms the divisions in the north-west will accommodate a population of
7.8 lakh and the Divisions in the south-east will accommodate a population of 9.3 lakh.
Division A comprising of the old city east of BC Road and upto Janipur Nallah has been
designated as a Special Area for which a separate scheme shall be formulated by JDA
over a period of time. All the Divisions are planned as self contained entities with a
fairly sufficient level of containment in order to exercise control over work trips,
education trips and recreation trips.

6.9.2 Commercial :

At present Jammu has 37000 commercial establishments which works out to 34

shops per 1000 population. The major concentration of trade and commerce activity
occurs in the old city area and Gandhi Nagar. The number of commercial
establishments may increase by about 2.5% per annum and hotels and restaurants by
4.5% per annum which would not only provide additional employment for above 30000
workers but would also mean addition of 35000 additional shops,

In order to cater to this, a hierarchy of commercial centres is proposed starting

with two Sub CBDs to cater to 9-10 lakh population towards north and south of River
Tawi respectively followed by district centres, community centres and mixed use zones
along designated roads. An area of 120 ha. has been earmarked for warehousing
close to the railway line and NH1A for efficient servicing of this use. Neighbourhood
centres, convenience shopping, etc.; are to be taken up as part of the Division Plan
exercise. It is proposed to decentralise the old city aea by shifting major wholesale
and retail trade activities to the dvisions in the north-west and south-east.

6.9.3 Industry

An analysis of past trends reveals that on an average about 400 - 450 industrial
units are being added to the city. By 2021, about 12000 additional small and medium
industrial units will be required for which major expansion of the Bari-Brahman industrial
area is proposed covering a total area of 444 ha. so as to achieve WFPR of 33% by
2021.

Besides this, a large number of existing industrial units are located in the
residential and commercial used zones of the city. However, in the proposed land use
plan, no hazardous and obnoxious units shall be permitted neither shall heavy industries
be allowed. However, household units employing a maximum of 5 workers and using 1
kw. of power may be allowed to the extent of 25% of the built up area or 30 sq.mt.
whichever is less.

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6.9.4 Open Spaces :

Apart from the reserved and protected forests which form an important
component of the natural ecology and are required to be conserved, a hierarchy of
organised open spaces comprising of city forest, district park and sports stadia are
proposed for catering to both active and passive recreational requirements. The
quantum of open spaces proposed in the new Divisions is to the tune of 3142 ha. for
about 9.4 lakh population. This reveals that provision has been made @ 3.35 ha. of
open space per 1000 population i.e. 15.49% of total area. Refer figure 2.

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Fig.2

79
6.9.5 Transportation :

In efficient urban transportation net work is the most important component for
shaping urban development along desired lines. In Jammu motor vehicles are growing
@ 13% per annum and personalised modes @ 17% per annum respectively. The daily
intra city passenger trips by 2021 will be of the order to 22.01 lakh. The inter city daily
passenger trips will be of the order of 7.33 lakh which gives the total of 29.34 lakh
passenger trips per day. In addition, the intra city goods trips may be of the order of
31000. During 1998-99, the modal split was 26% which is proposed to be raised to
atleast 40% by introduction of efficient public transport. The area under circulation net
work in the old city area is 4% and in the rest of the city it is 10% which is low. As such
it is proposed to implement a hierarchy of roads i.e. 90 m. r/w for byepasses followed
by 60 m. r/w, 45 m. r/w and Master Plan roads which divide each Division into smaller
pockets alongwith provision for adequate parking spaces in the old city area,
improvement in road geometrics and raising the level of service of the road net work.
Refer proposed land use plan. The existing bus stand is proposed to be converted into
an intra city terminal and facilities for inter city bus stands have been earmarked both in
the north and south in order to avoid movement of buses in the city area.

The transport policy should address to (i) Maximise passenger carrying capacity
of the existing network by introducing buses/mini buses backed by effective
management as a short term measure, (ii) adequate investments in transport
infrastructure as a medium term measure and (iii) developing a sub-urban rail link from
the areas in the south-east to the city centre for catering to passenger trips.

One of the major objective of the proposed transportation net work is to increase
the area under circulation net work and also ensure that through traffic which is bound
for Akhnoor, Poonch and Rajouri on the west and Udhampur/Srinagar on the north does
not enter into the city. The present bye-pass has been reduced to a city road. The
proposed bye-pass for Udhampur/Srinagar will start from Raya Morh on NH1A and
meet Jammu Srinagar highway at Ban Talab ahead of Nagrota. The approximate
length of this bye-pass shall be 40 km. The bye-pass for Akhnoor/Poonch will start from
Raya Morh upto Mishriwala where it will meet Akhnoor Road. In addition, a bye-pass is
also proposed from Akhnoor Road via Khanpur upto Nagrota which will connect through
Kot village. This may be the most economical link as it has a length of only 8 km. Refer
figure 3.

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Fig.3

81
6.9.6. Utilities :

Water: In 1999, the water supply to the city was to the tune of 50.14 mgd. For
2021, the total quantum of water supply required has been projected as 125
mgd. The existing capacity of various sources and capacity required by 2021 is
reflected in Table 6.11.

Table 6.11

Water supply from different sources in Jammu

Water Source Existing Capacity %age of water supply by

capacity in required in each source
mgd 1999 mgd 2021
Existing Projected
(i) Surface
Water

(a) Dounthly 1.54 4.62

(b) Sitlee 14.40 22.00
(c) Dam across - 26.60
Tawi
(d) Ranbir - 48.60
canal

Total a+b+c+d 15.94 101.82 31.80 81.46

(ii) Ground Water 34.20 23.18 68.20 18.54
Total(i)+(ii) 50.14 125.00 100.00 100.00

75 mgd. of additional water required by 2021 would be met by tapping new

sources along Ranbir Canal to the west of Akhnoor Road, Tawi catchment area
and west of NH1A towards R.S. Pura.

In respect of water supply, major treatment works are proposed at Sitlee.

Thereafter the water will be conveyed to reservoirs for further distribution.
Location of sewerage treatment plans have also been identified along with grid
stations for power and land fill sites.

Sewerage : At present, Jammu does not have sewerage facility for the entire
city. As a result of this the community is exposed to hazardous. The Urban
Environmental Engineering Department has proposed sewerage system to cover
the whole city. Location of sewerage treatment plants has been identified.

Power :The total demand of power by 2021 would be to the tune of 1700 MW. to
be met from Salal, Hira Nagar and the National Grid. At present the total supply
is about 600 MW. Land for 440 KV. and 220 KV. Grid Stations has been
identified in the proposed land use plan.

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 Solid Waste:By 2021, it is estimated that 1101 tons of solid waste would be
generated every day. Apart from collection and disposal points which will be
identified in the Division Plans, two land fill sites have been identified in the land
use plan. In addition, action is required to be initiated to shift the existing
slaughter houses at Dogra Hall and Gujjar Nagar to the outskirts of the city and
earmark adequate space for keeping stray animals.

6.9.7 Government :

Defence land is scattered all over the town. As no requirement of additional land
has been received from Defence, it is proposed to reserve 213 ha. of land on the east of
the major Defence pocket on the NH1A for future Defence use. At present most of the
Govt. offices are located in the old city area. Over a period of time, these are required
to be shifted and as such two major Govt. Offices Complexes are proposed near the
Sub CBDs. Refer figure 4.

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Fig.4

84
6.9.8 Institutional :

At present division A has a number of hospitals and medical facilities which not
only serve the people of Jammu but attract people from neighbouring areas. Over a
period of time, apart from these hospitals which are speciality hospitals, sites for other
hospitals in each Division have been earmarked as per norms indicated. Two additional
sites for University Campuses, one in the north and one in the south have been
identified apart from enlargement of the new Engineering College Campus which will
ultimately cater to students of the entire region. Sites for colleges, socio-cultural
complex and police lines have also been indicated in the proposed landuse plan.

6.9.9 Norms for Social and Physical Infrastructure :

I. Health Care:

i) Hospital :
One for 1 lakh population.
Initial provision for 100 beds,
Area of the hospital = 3 ha.
Residential accommodation = 1 ha.
Total = 4 ha.

ii) Inter-mediate Hospital :

One for 1 lakh population
Initial provision for 80 beds,
Area of the hospital = 0.6 ha.
Residential accommodation = 0.4 ha.
Total = 1.0 ha.

iii) Poly-Clinic with some Observation Beds

One for 1 lakh population
Area = 0.25 ha.

iv) Nursing Home, Child Welfare and Maternity

One for 0.50 - 1.0 lakh population
Area = 0.25 ha.

v) Dispensary
One for 0.15 lakh population
Area = 0.10 ha.

II. Education :

i) University Campus
One for 8-10 lakh population
Area = 50 ha.

ii) New Engineering College

One for the city

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 iii) College
One for one lakh population
Area = 4 ha.
III. Socio-Cultural Complex
i) One for 8 - 10 lakh population
IV. Water Supply
i) Domestic
Absolute minimum standard 135 LPCD.
May be reduced to 70 LPCD.
Desirable 150-200 LPCD
ii) Non-domestic (Public Purpose)
Absolute minimum standard 135 LPCD.

For institutional, industrial and fire fighting, Refer Annexure-IV and V.

6.9.10 Green Belt :

It is proposed to develop a green belt of 500 mt. width all along the periphery of
the proposed urbanisable limits. This belt shall be developed in accordance with the
provisions outlined in the Development Control and Zoning Regulations.

6.9.11 Special Area :

Division A comprising of area on the east of BC Road from the Palace to
Exhibition Ground and of the west upto Janipur Nallah is proposed to be developed as a
Special Area. A hierarchy of roads has been identified comprising of 30 mt. r/w, 18 mt.
r/w and 12 mt. r/w linking important areas within this. The existing bus stand is
proposed to be developed in part as an intra city terminal together with provision for
adequate parking and commercial use. On roads which are proposed to be developed
as 18 mt. and 12 mt. r/w, commercial use shall be allowed to the extent of half the depth
of the plot and in accordance with the regulations stipulated for this area for which
separate scheme shall be formulated by JDA in due course. Old Secretariat Complex,
Governer's Residence and Mubarak Mandi may be designated as heritage zones. Near
the Secretariat, Ranbir High School and Women's College are proposed to be shifted
and these sites developed for parking and open space respectively. Similarly, the DC's
office is proposed to be shifted and the area thus freed is to be developed as green.
The Kanak Mandi is proposed to be shifted to new areas being developed as part of the
Master Plan and the area thus freed may be developed as green. The forest
department office is to be shifted and the area developed for parking. The Silk Factory
which is a sick unit and has dilapitated buildings is proposed to be dismattled and the
area developed as green which will provide the required lung space for the old city area.
On the west of BC Road, it is proposed to develop an extension of the Rajindra Park
area to cater to the needs of the people. The entire area earmarked as special area is
to be developed as a mixed use zone having residential, commercial, light industry,
institutional and other uses. The area to the east of secretariat bounded by Palace
road, Upper Bazar road, Lakhdata Bazar road and Kanak Mandi road may be taken up
for urban renewal. Similarly, the area to the west of Defence pocket on B.C. road
comprising Rehari colony, Rajpura and part of Bakshi Nagar upto Jammu Medical
College may be taken up for urban renewal.

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Table 6.12

Division-wise Area and Population assignment : 2021

Sl.No. Division Area (ha.) Population (Lakh)
1. A 3332 2.2
2. B 3142 3.21
3. C 5906 3.56
4. D 3856 1.45
5. E 1604 1.0
6. F 1471 1.14
7. G 2822 1.88
8. H 1032 0.80
9. J 2322 2.27
10. K 3305 0.83
Total 28792 19.29

The proposed landuse break up for Jammu 2021 is reflectd in Table 6.13. Refer
Landuse Plan.

Table 6.13

Proposed Landuse
Sl.No. Use Area(ha.) %age

1. Residential 12000 41.68

2. Commercial 487 1.69

3. Industry 521 1.81

4. Open Spaces 4462 15.49

5. Transportation 3178 11.04

6. Utilities 50 0.17

7. Government 2277 7.91

8. Institutional 817 2.84

9. Agricultural & Water 5000 17.37

Bodies

Total Area 28792 100%

87
LAND POLICY 7

Urban land being scarce, the allocation of the most appropriate landuses are
important economic and social decisions.On such vital decisions depend the future
development of the urban area and its influence on surrounding rural hinterland. It is
all the more essential in the case of a town like Jammu with its unique spatial
characteristics, that the policy relating to the development of urban land is devised to
cater to the genuine demands of the people for land to be used for residential,
commercial, industrial, defence and other purposes. The urban land policy should also
take into consideration the perspective of economic development likely to take place in
the next 20 years.

The upgradation of the existing physical environment is one of the important

ingredients of the urban land policy. The other tasks of a dynamic urban land policy
may include the strengthening of economic base, ecological conservation and fostering
social values. The available land in the urban areas, if put to rational use, promotes
the efficiency and productivity of various sectors of the economy of the town. It is
therefore, essential to call for the formulation of an appropriate urban land policy which
would not only ensure optimum and efficient use of available urban land but also
promote the economic base of the town.

The basic intention of urban land policy is to minimise the misuse of land and
rationalise the conversion of agricultural and forest land into non-agricultural uses. The
other objectives which are included in the comprehensive urban land policy for Jammu
are the following:

i. To achieve optimum social use of urban land;

ii. To make developed land available in adequate quantity at the right time
and at reasonable prices to both public authority as well as to individuals.
In doing so special provision has to be made to ensure the protection of
urban poor to have access to urban land for shelter;

iii. To encourage cooperative community efforts and also bonafide invidual

builders in the field of land development, housing, and constrtuction of
physical and social infrastructure;

iv. To widen the base of land ownership specifically to safeguard the interests
of socially & economically disadvantaged groups and others.

v. To encourage socially and economically efficient allocation of urban land

such that land development is done in a resource conserving manner so
that not only the landuse is optimal but also it generates adequate
resources for financing development of social & physical infrastructure in
the town;

88
 vi. To achieve flexibility in landuse in response to the changes resulting from
the growth of town i.e. to regulate the indiscriminate conversion of
agricultural land and forest land into non-agricultural uses such as
residential, commercial & industrial uses.

vii. To sell land to public for industrial and commercial activities by the public
authority on long term lease or other terms.

viii. To help in preserving the cultural heritage, archaeological buildings,

environmental conditions etc. in the town.

ix. A "Revolving Fund" to the tune of Rs. 10 crore may be set up with the
Authority for financing land development. The fund would facilitate in
revolving of the initial working capital in such a way that it yields a good
return on the investment which along with the working capital is again
ploughed back with a view to secure increasing returns in each cycle of
investment. To begin with, the fund would be invested in the remunerative
projects, preferably of short gestation period, which could yield quick and
large returns on the working capital.

x. As a measure of promoting social security, the title of land/leases should be

in the joint name of husband and wife.

xi. Encroachments on the government/municipal lands should be evicted

expeditiously at the initial stage;

xii. Separate arrangements be made by JDA/Jammu Municipality for pavement

shopping, small traders, vendors and informal sector to avoid
encroachment within the commercial centres and residential areas.

7.1 Policy For Disposal of Land on Lease-hold Basis :

For residential use, the general policy should be to provide land on leasehold basis
with a view to exercise a greater degree of control over landuse, and also partially to
collect lease money in the form of ground rent on a continuing basis. It also enables the
government to collect major portions of land value increment at the time of transfer.
This is so,because land values are likely to increase with the increasing urbanisation and
planned growth of the town. The period of lease will be subject to the decision taken by
the authorities. Tentatively, it may be for 33/99 years. Further, through the mechanism
of leasehold, the use to which land is put can be restricted which in the longer run, may
help in controlling land values. Finally, the leasehold system would allow the Authority to
initiate public private partnerships in land development.

In brief, the terms of the disposal of developed land must have regard to the need for:

89
i. Achieving economic and social objectives through the efficient use of urban land.
This could be done through cooperative efforts of the people.

ii. Austerity of land while allocating land for public purposes such as institutional
uses, etc. The practice of allocating large tracts of land on minimal prices needs
to be avoided. This will go a long way to conserve "valuable limited urban land"
for future needs.

7.2 Guidelines for Landuse:

For securing efficient landuse, various instruments of regulatory controls like

zoning regulations and building bye-laws would continue to be used. These controls
would not only facilitiate decongestion of the core area and also provide regulated
development of new areas. The building bye laws with prescribed FAR should be such
that they provide for the safety of the buildings and ensure efficient use of available
land. Housing for the poor should not be allowed to be hampered by these controls.
As suggested earlier, the leasehold tenurial system be followed for the purpose of
allotment of develolped land.

Separate guidelines for landuse of the following categories of urban land may be
formulated in conjunction with the enforced planning legislation, regulations and
controls.

i. Developed Urban Land: This will include land within the town limits at the time of
policy formulation which is developed and largely built upon. There may be
some vacant plots scattered within the city's compact built up area. The land
which is serviceable but unused would also fall in this category;

ii. Undeveloped Urban Land: This will include land at the time of the formulation of
the policy which is not yet developed and built upon; but it can be developed by
providing physical infrastructure;

iii. Land within the urbanisable limits: This will include land which is presently
agricultural and under forest and is unurbanised but likely to be reclaimed within
a period of 10 to 20 years for future urban growth;

iv. Land under forest: The land under forest adjacent to the urban areas needs
special consideration as it supplies wood and other raw materials for the agro
based industries and helps in conserving the ecology and flora and fauna.

7.3 Policy Measures for the Management of Urban Land :

Measures for developed land will largely be correctional to remedy the

imbalances in the earlier growth process and also to prevent any further deterioration
and wastage of land. To accomplish these objectives, zoning regulations will have to
be enforced to keep check on the growth of blighted areas, non-conforming uses,
slums, etc. The zoning regulations have to be integrated into the recommendations of
the development plan for the city. These regulations will operate besides the existing
municipal/building bye laws.

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