Urban Planning & Issues

[Krishnamoorthy K]

NEW DELHI: Over 500 million Indians will need new homes in almost a decade, close to the needs of China, North America and Western Europe put together, as the government and urban local bodies focus more on construction than long-term operation and maintenance, says a study.

"We have to rethink the way we live or there is no tomorrow," said Pradeep Puri, chairman, urban development committee of industry lobby Federation of Indian Chambers of Commerce and Industry ( FICCI), on the release of the report Sunday.

The report, Urban Infrastructure in India, said the country's population is slated to grow to 1.7 billion by 2050 and rapid urbanization will add nearly 900 million people to Indian cities. And in just over a decade from now, nearly 500 million Indians will need new, urban homes.

According to the report, the problem is accentuated because urban local bodies (ULB) and government procurement in relation to urban infrastructure focus more on construction of the facility than on the long-term operation and maintenance of the facility.

It says that weak fiscal and financial base of Indian ULBs hampers their ability to provide efficient services to citizens. Also, there is no framework that governed maintenance of common spaces such as markets, housing colonies, bridges, footpaths, street lighting and play-grounds.

The report recommends that in respect of all Jawahar Lal Nehru National Urban Renewal Mission (JNNURM) cities and ULBs receiving project assistance from the central government, the appointment of transaction advisors (TA) should be actively encouraged for the duration of JNNURM or other central government assistance.

It says government authorities should be directed to shift the focus of their contracts for new facilities from merely construction works contracts to performance-based maintenance contracts.

Suggesting reviewing planning norms, the report says it should be efficient for both large and small cities taking into consideration the price variation.

"Indian planning norms have been borrowed mainly from the West and need important modifications. Planning norms should be efficient for large cities and small towns due to land price variation and availability of land."

ET

India needs 500 million new homes over next decade: FICCI report

[Krishnamoorthy K]

Need to enhance facilities for pedestrians, say experts
New Delhi, Feb 2, 2012, DHNS:

They contribute maxium to total deaths in accidents

With the pedestrians contributing maximum to the total number of deaths in road accidents in the Capital in 2011, the transport planning experts emphasise the need to develop the non-motorised transport to prevent such incidents.

Non-motorised transport (NMT) includes dedicated lanes for cycles, cycle rickshaws and better facilities for pedestrians.

“The framework for developing facilities for pedestrians in the cities is among the salient features of the National Urban Transport Policy, 2006. The provisions are part of the salient features of the policy which aims at promoting NMT,” said Dr Pawan Kumar, Associate Town and Country Planner, Town and Country Planning Organisation.

At a one-day workshop over transportation practices in India and the European Union held on Thursday, Kumar said there is an urgent need to promote the NMT because every individual is affected by it. “Even the people using private vehicles have to walk some distance. So everybody gets affected due to lack of proper pedestrian facilities,” he said.

The workshop was conducted in the Capital by the Observe Research Foundation in association with the Germany-based Rosa Luxemberg Stiftung on Thursday.

Highlighting the pedestrian pathways not being designed as per the standard requirements, Kumar said multiple agencies involved with development project is a major obstacle in promotion of NMT.

“While the government aims to constitute an unified Urban Metropolitan Transport Authority, it is advisable to create it on the lines of Singapore Land Transport Authority.

The Singapore Authority has done wonders in promoting mass rapid transport as well as NMT because it had mandate of deciding over both transport infrastructure and land usage, which is not the case in India. In Delhi, bodies like DDA, MCD and NDMC have the sole right over land usage,” Kumar said. Kumar advised the government to earmark a percentage of the budgetary allocation for transport network, specifically for the development of NMT.

Deccan Herald

[engineer.akash]

Originally Posted by Krishnamoorthy K

And congestion of roads due to non-regulated number of personal vehicles & parking on footpath.

They need to demolish the commercial establishments at the building basement.Hubli-dharwad recently carried out a massive drive,Mangalore also did it when subodh yadav was the DC not sure how successful it was.

[pkalein]

Originally Posted by engineer.akash

They need to demolish the commercial establishments at the building basement.Hubli-dharwad recently carried out a massive drive,Mangalore also did it when subodh yadav was the DC not sure how successful it was.

Actually my idea of constructing plazas in major areas so they don't have to loose business in Aurangabad they did it in area where I live but then we came to know footpaths are occupied with transformers and electric poles shame on GTL can't they move it to right location

[engineer.akash]

Originally Posted by pkalein

Actually my idea of constructing plazas in major areas so they don't have to loose business in Aurangabad they did it in area where I live but then we came to know footpaths are occupied with transformers and electric poles shame on GTL can't they move it to right location

These transformers etc need to be accommodated in the nearby building premises, it is a rule,isn't GTL strict on that?

[pkalein]

Originally Posted by engineer.akash

These transformers etc need to be accommodated in the nearby building premises, it is a rule,isn't GTL strict on that?

Not at all in fact when MSEDCL(govt. enterprise) was supplying electricity they build all infrastructure and GTL is using it so its govt. fault only and now as it is a private company GTL will never change its location until ordered

[Krishnamoorthy K]

N V Krishnakumar, Feb 06, 2012 :


Public private partnerships (PPP) are a fad these days with India being one of the leading markets in the world for PPP in infrastructure and social sectors.

Private companies occupy government space to provide public services in areas where government is unable to fulfill its obligations to citizens. Either due to lack of expertise or paucity of funds, central and state governments and even municipalities have adopted the PPP model to address deficiencies in sectors like aviation, highways, education, health and social services.

Theoretically, nobody should have any objection to such a model. Citizens need outstanding schools and hospitals for their well being. Country needs world class airports and high ways to conduct business. But the experience of many of these partnerships suggests that private sector companies are raking in cash for providing shoddy services and are no different than governments when it comes to accountability. Major PPP projects in and around Bangalore involving well known global giants have resulted in poor quality construction and maintenance that are a threat to user safety. And if these projects are any indication, people across the country have a reason to worry and fret about PPP’s in their own states and municipalities.

Frequent users of Bangalore International Airport (BIA) will be surprised to know that the new airport will undergo a phased closure starting this March. The newly built BIA has been operational for the last two years, is the busiest in south India and third busiest in the country after Delhi and Mumbai.

The consortium that built the Airport was led by the internationally renowned construction company – Siemens. The reason for the 55 day closure – cracks have developed in the runway and by Operator’s own admission, it needs to be fixed quickly to avoid safety issues including possibility of a crash.

The other glaring example is the Bangalore Chennai toll road. Major portions of the road are maintained by India’s biggest construction giants – Larsen & Toubro and Reliance Industrial Infrastructure. But the highway is full of potholes, some so big that it could inflict damage on speeding four wheelers and cause accidents. Moreover, traffic frequently comes towards cars in the wrong direction, numerous overloaded trucks cause traffic congestion and the four lane highway which was touted as one of the best in the country is without a doubt poorly maintained.

Whopping user fee

Unfortunately for users, in the prevailing system there is no recourse but to shell out a whopping user fee for such shoddy construction and poor maintenance. International passengers pay a user development fee of Rs 1,000 for using BIA while domestic passengers are charged Rs 300. Toll for the 300 km distance travel from Bangalore to Chennai costs more than Rs 200. The irony of the situation is that these private operators are not accountable to users but to government officials. The public face of the BIA is the Directorate General of Civil Aviation and those of the highways is the National Highway Authority of India. This enables them to hide behind government agencies when questioned and cornered on a required standard of service.

The PPP model in its current form is a broken one. But there is no denying the fact that private capital and PPP’s are essential for a country like ours to spur economic growth, build world class infrastructure and provide capable social services. Present contract structure of PPP’s are too lopsided and needs to be comprehensively amended for future projects. It heavily favors private operators with no recourse for users. And this is where the recently released draft national policy on public private partnership by the finance ministry falls woefully short.

With an ever growing list of services to be provided by PPP’s across the country, a pan-India standard that serves as a guide to governments at all levels is a welcome initiative by the central government. The draft policy lays out principles and guidelines for awarding PPP’s in a transparent way and addresses governance issues over the project life cycle.

But in its eagerness to attract private capital, government has over extended itself to satisfy companies and conglomerates while failing to address concerns of users of these projects. The policy fails to delineate a recourse mechanism in case private operators fail to deliver a minimum standard of service.

The government needs to amend the draft PPP policy and introduce a punitive damage clause for any shortcomings in providing quality service to users. Tolls should not be collected on highways for a certain period if potholes develop due to poor quality of construction or maintenance. User Development Fee at airports should be suspended until the time runway is repaired. In case of social sector services, adequate compensation must be prescribed for victims. A fine should also be imposed on companies to avoid repetition of such of acts.

The draft PPP policy must be tweaked to balance the needs of users with those of private operators before it becomes law. Failure to do so will not only invite charges of corruption but will also lead to disputes that can damage the interests of both users and private operators.

DHNS

Moreover, traffic frequently comes towards cars in the wrong direction, numerous overloaded trucks cause traffic congestion and the four lane highway which was touted as one of the best in the country is without a doubt poorly maintained.

The number of cars and two wheelers moving in opposite directions on highways far exceed number of trucks. Hence, all of them cause traffic congestion.

[Krishnamoorthy K]

Originally Posted by Krishnamoorthy K

pavements and streets not allowed to be overrun by hawkers, squatters, shrines or kiosks; municipal schools and hospitals functioning as expected.

In cities like Mangaluru for each encroachment of pavement or street by hawkers, squatters, shrines or kiosks; municipal schools and hospitals there is 20 encroachment for illegal car parking and an equal amount for two wheelers. Akash, what is the scenario in Mysuru?

Originally Posted by ChennaiIndian

Originally Posted by engineer.akash

Mysore is no different,Authorities have neatly marked space for parking but idiots still want to park on footpaths just check out

Chamraja double road,Mysore

image hosted on flickr

[Krishnamoorthy K]

Kohima, February 7: Airing concern over the improper urban planning in the north eastern states, the need to adopt a comprehensive strategy and road map for securing a holistic development and reformation of urban areas has been stressed here today at the regional workshop on “Urban Governance, Management and Municipal Finance” for the north eastern states.

Chief Secretary Lalthara told the workshop that the vulnerability of earthquake is very high in North East. Lalthara said most of towns/cities in North East are in congestion coupled with water, sanitation and drainage problem, adding that it is very difficult to rectify now as proper urban planning was not taken into account

He cited an instance where Aizawl with 2.5 lakh people has grown without any plan. He said urban planning is going to be very important for future. He also opined that urban centre be set up for gainful employment to the educated unemployed youth. He also stressed on the need make new plan of new townships and broadband connectivity.

On traffic congestion in Kohima, he said the state government has already submitted a proposal for introducing cable car project and the approval is awaited. When approved, this service would connect Kohima Science College, Jotsoma, Nagaland University, Nagaland Secretariat side, High Court etc. Lalthara was optimistic that the project will become a reality.

He also said the suggestion of the then Nagaland University (NU) vice chancellor Prof. K. Kannan of making Kohima as “Knowledge City”, if fulfilled, will be a unique one. The chief secretary also stated that we should start taking tax on land and building, which he said can generate huge revenue for municipal especially in Kohima and Dimapur.

He also stressed on the need to incorporate the issue of global warming and climate change in framing urban planning. Stating that pollution is a major threat in municipality, he said waste management, non conventional source energy also be focussed.

In the wake of the increasing population in urban areas, the cities are now under a complex phenomenon, proving to be disaster for not having proper planning, regretted Dr. A.P. Tiwari, Fellow HSMI, New Delhi. He cited the problem of water scarcity, lack of civic rights, poor sanitary system in the region. The Government of India introduced a package with an allocation of Rs. 7000 crores towards the development of urban areas across the country where Rs. 2000 crore is set specifically for slum.

“Accountability and transparency is very important in governance,” Dr. Tiwari said adding that unless a change take place in governance it is very difficult to serve the people in a right way.

Stating that the two day long workshop will touch on urban governance, reform, municipal finance, management, Dr. Tiwari said the outcome and findings based on ground realities and problems face by the north eastern states will be forwarded to Ministry of Urban Development.

Urban development secretary Neihu C, Thur, told the workshop that urban reforms process was started way back in 90’s in Nagaland and Nagaland Municipal Act was adopted in 2000, and later amended in 2006. We have achieved a lot but still more ground to achieve,” he said. He also called for a collective endeavour to have a strong and vibrant world class urban infrastructure in the state.

He stated that urban population which constitutes 17% in 2001 in Nagaland, now rose to 29% as per 2011 census. Everything will depend upon effective governance, financing and accountability, Thur said and at the same time stressed on the need to come up with a road map in consonance with a ground reality. According to him, the road map must be workable, practicable and result- oriented.

The Ministry of Urban Development asked all the north eastern states to come up with their respective road map within 6 months time.
For Nagaland, he said the road map should be effective and people friendly so that the government can say we have reform fully and the urban local bodies can be able to stand on their own feet.

Earlier, Medozho Zango delivered welcome address while P.K. Konwar, AGM (P), HUDCO Kohima proposed vote of thanks.

The workshop was organised by HUDCO, Centre for Sustainable Habitat Human Settlement Management Institute, New Delhi. Technical session took place at Hotel CIMORB. It will continue till February 8.

Morung Express

[Krishnamoorthy K]

The Press Trust of India
February 7, 2012
From Harinder Mishra

India and Israel are expected to sign an agreement on collaboration in the field of water treatment technologies in urban areas during the forthcoming visit of Minister of Urban Development Kamal Nath.

With India and Israel commemorating 20 years of establishment of diplomatic relations, the new year has seen a flurry of activities and further diversification in areas of cooperation to include many new fields.

Earlier this year, Minister for External Affairs S M Krishna dubbed the two countries as "natural allies in all frontiers of sciences" during his visit to Israel.

The two sides are now set to sign a joint declaration for cooperation in the field of technologies for treatment and purification of water in India's urban areas during Nath's visit, officials here said.

India is looking for collaboration with Israel in such vital areas like urban renewal, solid waste management, drainage, desalination technology, recycle and re-use of waste water, technology for water use and metering, financial sustainability of urban water supply, sanitation and sewerage services, preparation of city master plans including efficient use of land, land economics, transport corridors.

Among other related areas, the two sides will also discuss possible cooperation in use of geographical information system for urban planning, heritage monuments and their conservation, housing for economically weaker sections of society including use of pre-fabricated technology, capacity building for urban planning, and mass rapid urban transport planning.

Nath is scheduled to visit Israel between February 12 and 14 on the invitation of Israel's Minister of Industry, Trade and Labour, Shalom Simhon, and will also call upon Transport Minister Yisrael Katz and Minister of Energy and Water Resources, Uzi Landau during his three day visit.

The Indian mission will also be organising a business seminar in cooperation with Israel Export and International Cooperation Institute in which Nath and Landau are expected to participate.

Nath will be the second senior cabinet minister to visit Israel this year after Krishna. Landau will also be travelling to India later this month.

The two countries are also working on signing a Free Trade Agreement (FTA), which Israel's Finance Minister Yuval Steinitz said is likely to treble bilateral trade between the two countries.

Bilateral trade between India and Israel stood at a modest USD 200 million mark in 1992 when diplomatic relations were established between the two countries, but has made impressive gains during the last 20 years and is likely to hit USD 5 billion this year. PTI HM WAJ 02071515

WaterWorld

[Krishnamoorthy K]

* American entrepreneur for automobile supression

Proper paid-parking facilities, government policies that impose punitive taxes on cars, infrastructure that is not disconnected from the streets and life, bicycle tracks, pedestrian safety and a good transit system… the list is endless.

But if there is one thing that is most crucial to urban planning, it is the right use of land because everything else can be rectified later, said American entrepreneur Mark Gorton, on Tuesday.

Based in New York, Mr. Gorton is also an anti-automobile crusader and an advocate for liveable streets and alternative transportation. He was in the city to spread the message of the various problems an automobile-based transport system presents to the world.

He also highlighted how modern technology, including crowd sourcing, GPS tracking and alerts and a variety of open source applications can help citizens participate in urban planning. Flyovers are a terrible idea, he opined, because they would only encourage more people to travel by car. “People of New York have realised their mistake now. Many flyovers are being pulled down because they ruin the planning of a city,” Mr. Gorton said.

Gorton's involvement with urban issues began in 1999, when he founded OpenPlans, a non-profit organisation devoted to the pursuit of smart planning and civic engagement through digital tools. Since then, he has helped launch the New York City Streets Renaissance Campaign, which advocates a dynamic use of public space. Under the programme, the city of New York became open to street closures that had no traffic, with emphasis on promoting cyclists and pedestrian safety. “Space from parking lots was given back to people to reclaim their streets. Generations of Americans have grown up thinking cars are very important. This was just to give them an experience of how life is possible without cars,” Mr. Gorton said.

“But there needs to be civic and political will to make such changes. It is about getting people open to policy change and to think that there can be better ways to do things. It is easier to start organising ourselves from neighbourhoods first,” he said.

Mr.Gorton believes in a government policy which works towards automobile suppression, including punitive taxes on cars. He also added that traffic undermines the liveability of the city. Many countries have realised this, and limit driving by putting in place stringent parking norms, he said. “Copenhagen reduces its parking space by 2 -3 per cent every year, while in Tokyo you first need proof of parking space before you can buy a car,” he added.

Similarly, Singapore has a limited number of slots for automobile licences which are auctioned every year and in Denmark, the sales tax on cars is 270 per cent, he said.

“By adopting the automobile as a transportation model, Chennai is trying to do the physically impossible,” Mr. Gorton said, citing how Asian cities such as Bangkok with just 14 and Beijing with just one car per 1,000 people in 1963 now have over 300 cars. “India has the historical advantage of being able to see the damage that automobiles have done to cities in Europe, America and China. It can decide not to commit the same mistake, and choose a world for people over a world for cars,” he added.

The lecture was organised by Transparent Chennai, an NGO that seeks to empower citizens by mapping civic problems.

The Hindu

Urbanisation and sustainable mobility in India

[Krishnamoorthy K]

NEW DELHI, Feb 6 – Chief Minister Tarun Gogoi today opposed the framework of the model municipal law pleading that it should not be binding on the State.
The Chief Minister was participating in the second meeting of Sub-Committee of National Development Council (NDC) on Urbanisation held at Vigyan Bhavan here today. The conference was attended by Urban Development Minister Kamal Nath, Minister of State for Housing and Urban Poverty Alleviation Kumari Selja, besides the Chief Minister of Haryana.

Evolution of 18 functions, funds and functionaries under the 12th Schedule of the Constitution have been carried out through recent amendments of the Assam Municipal Act. Gogoi, however, said he did not agree to the framework model municipal law under Article 252 of the Constitution. “It should not be binding upon us. We want only a framework law containing the key features to be incorporated in the State laws but not under Article 252,” the Chief Minister said.

The State government is already in the process of amending the existing Town and Planning Act, Gogoi said, adding that he was in agreement with the recommendations of the expert group regarding strategic planning.

The Chief Minister stressed the need for at least 10 per cent of allocation for north-eastern States under Jawaharlal Nehru National Urban Renewal Mission – II (JNNURM). “For all future programme, at least 10 per cent of the resources of Government of India should be spent on the north-eastern States according to Government of India’s commitment. This would, to some extent, bridge the huge urban infrastructure gaps that exist in the North-east,” he said.

Underlining the need for recognising the huge gaps in urban infrastructure and administrative capacities of urban local bodies (ULBs) in the region, Gogoi said while formulating the policies and plans on urbanisation, special and differential treatment provisions should be made for the NES.

Stressing that ruralisation was more important than urbanisation, the Chief Minister said that more thrusts should be given on building infrastructure of small and medium towns to prevent migration.

“Our thrust all along has been on ruralisation, as majority of our people live in rural areas. Providing the facilities available in the cities in small towns would prevent further migration of people,” he said.

Accepting the recommendation of the sub-committee on creation of municipal cadre, the Chief Minister described it as a step in the right direction. “We have already brought the councillors and officers of ULBs under the purview of the Lokayukta for better accountability,” he said.

The Union Urban Development Minister said that the problems of urbanization in the country is an unprecedented one and of great dimension and magnitude.

Stressing on the need for capacity building of ULBs, he said lack of capability of ULBs has been stumbling block. If we have to improve urban development then the capacity of ULBs will have to be increased. There is no other way out,” he concluded.

The Assam Tribune

[Krishnamoorthy K]

The 46-member team studied amenities at three cities

A 46-member team of councillors and officials of Mangalore City Corporation returned from their seven-day study tour of Gujarat on Wednesday.

The team members included 27 councillors of the Bharatiya Janata Party, seven councillors of the Congress, a councillor of the Communist Party of India (Marxists) and an Independent.

Sources in the corporation told The Hindu that the State Government had sponsored the tour for studying infrastructure at municipal corporations of Surat, Ahmedabad and Vadodara.

The Government had sanctioned Rs. 6 lakh for the tour. The team led by Mayor Praveen and Deputy Mayor Geetha Nayak had left here on January 31.

Sudhir Shetty Kannur, whip in the council, told The Hindu that the team noted that Ahmedabad Municipal Corporation which had implemented e-governance effectively was issuing building licences and other certificates in 20 minutes if proper documents had been submitted. It had presented Rs. 1,734 crore surplus budget for 2011-12, he said.

All the three corporations were supplying drinking water for three to four hours daily, he said.

Mr. Kannur said that Vadodara Municipal Corporation was collecting water bill and house-to-house solid waste collection charge in advance for a financial year while collecting the annual property tax. It was charging Rs. 40 a month as solid waste collection charge. It was charging only Rs. 450 a year as water bill for residential water supply connections.

Ranganath C. Kini, former whip and the councillor, said that road transport facility at Ahmedabad was impressive. A major road had about 10 ft wide median where bus stops had been constructed. On either sides of the median wider roads had been laid. “We saw uninterrupted traffic movement in Ahmedabad which is planning to go for round-the-clock water supply,” he said.

Mr. Kini said that Vadodara had 73 parks with Sayaji Park spread over 90 acres of land.

He said that in Vadodara the corporation had built an apartment for slum-dwellers and moved them there. It was a good example of community living.

The three cities had many slum areas. “Not everything is rosy in those cities,” Mr. Kini said.

Jayanthi B. Shetty, councillor the CPI (M), said she was impressed with the road transport facility and construction of bus stops at Ahmedabad. She was not impressed with any other facility in other cities.

In Vadodara, the quality of drinking water supplied was not up to the mark. The three cities had many slums.

Congress councillor Jacintha Vijay Alfred said that she was impressed with roads and water distribution system in the three cities. Surat was a clean city. But garbage was seen dumped by the road side at Ahmedabad and Vadodara. Ahmedabad had largest number of slums, she said.

The Hindu

[Krishnamoorthy K]

Originally Posted by Krishnamoorthy K

Chennai: State government urged for a new SUDA

Along with each state having its own Urban Development Authority for the entire state we also need a Authority to plan the borders between states. For example, planning of border between Bengaluru and Hosuru should be guided by a higher authority at the center. Is such a authority is already there?

[Krishnamoorthy K]

Subhomoy Bhattacharjee

Posted: Saturday, Feb 04, 2012 at 0532 hrs IST

To get a handle on urban poverty in India, the central government is planning to launch a massive programme of bureaucratic expansion instead. The expansion will be under the label of national urban livelihood mission (NULM) that mimics a similar programme run by the ministry of rural development — the national rural livelihood mission.

The concept paper for the mission has been put up by the ministry of housing and poverty alleviation last week. The mission has three broad aims: To train the urban poor so that they can find employment, to mobilise them into self-help groups for financial security and finally promote entrepreneurship among those of them who want to venture out.

The first is co-terminus with the aim of the National Skill Development Corporation, the second is what the banking system is trying to forge through the financial inclusion model and a large component of the third is handled by the ministry of micro, small and medium enterprises.

Yet, instead of farming out the job to these entities, the ministry under Kumari Selja has decided to reinvent the wheel. The ministry is now in talks with the finance ministry to decide on the level of support needed to roll out the mission, once the concept paper is converted into a mission. It will replace the decade old Swarna Jayanti Shahari Rozgar Yojana that has an outlay of R813 crore in 2011-12 ( a 37.5% year on year). The new programme, couched in such grand terms, could have a budget close to R1,500 crore in the next fiscal.

The underlying aim of the urban livelihood mission is however reasonable. Unlike the employment schemes available for the poor in rural areas, their urban counterparts have little access to avenues to pull themselves out of poverty.

About a third of the 380 million Indians who live in urban areas are poor. Of them, more than 80% are employed in the informal sector. These are grim numbers. Besides, the only way to make Indian cities a dynamic engine of growth is to ensure that the poor get a piece of the action and not remain dependent on handouts.

As the document correctly points out, “the inadequate allocation and focus on the livelihoods issues of the urban poor has led to a vicious cycle of low-skill economy”.

The answer to that is ensuring more access to credit for the poor, leveraging on technology they can learn and giving them property rights for livelihood. Unlike the rural areas, the institutions that can deliver for the urban poor are never geographically far from the population. In other words, the need is for institutional support from existing entities and a detailed handholding for the urban poor.

As a study (Chen and Raveendran) based on the 66th round of NSS shows, urban waged workers account for 59% of the total, the rest being self employed. Among the former, manufacturing and non-trade services predominate. To plan a livelihood mission that mimics self-help patterns of rural India is therefore counter productive.

It is also bad planning from an institutional angle. Institutions like banks are managed by the ministry of finance. So, no other central government entity can expect to set targets for them. While it is conceivably possible to liaise with the finance ministry to lend more for self-help groups in the urban areas, but over a decade the banks and the micro-finance institutions have learnt how to nurture these groups and even form them, at times. Banks in urban areas are neither few nor handicapped by lack of decision-making powers. So the role of any agency vis-a-vis them will be only to present a list of self-help groups in the vicinity.

The only remaining role for any other ministry or its agencies will then be to act as a counter guarantee for the groups, a process that is calculated to encourage adverse selection.

Experts working on urban issues are uncomfortable stating their concerns on record. Dilip Chenoy, CEO of National Skill Development Corporation was unwilling to comment on the plan when contacted by FE.

Similarly, Chetan Vaidya, director of the National Institute of Urban Affairs said he welcomed the NULM as a holistic piece of plan for the urban poor. Vaidya’s institute is an autonomous body under the ministry of urban development, next door to the ministry of housing and poverty alleviation.

Chenoy heads the government’s largest piece of skill development programme launched two years ago with an initial budget of R1,000 crore.

To develop these and other initiatives, the ministry of housing and poverty alleviation has proposed setting up a national mission management unit. Since urban issues are primarily of municipal level, the national units will be replicated at the state and then at the district level. For million plus towns, currently 53 as per the 2011 Census data, there will be separate city-level units. At each stage a multi-disciplinary team of experts in the area of poverty alleviation, skills and livelihoods, slum development/ redevelopment, community mobilisation, institution development, social development, credit, marketing, research and training, MIS etc will staff the units.

There is an elaborate plan to exchange information across the units, vertically and horizontally. It will also include reporting of statistics as progress reports and levels of decision making. The entire delivery mechanism of the NULM depends on this elaborate structure for which no cost-benefit study has been indicated in the paper. So the plan boils down to a bureaucratic structure, but even without which studies show that benefits are already reaching the urban poor through a host of user agencies.

By the time the plan is ready, the Aadhar-based identification system for the urban population will be available. A host of information on the poor can be drawn up based on the Aadhar numbers.

The plan also does not show how it will mesh with the JNNURM being implemented for the same user population. The JNNURM depends heavily on the municipal administration of a city to deliver its results. There is also a carrot-and-stick approach in the JNNURM. The NULM has none of these mechanisms and instead almost seeks to replace the municipal administration.

Financial Express

[Krishnamoorthy K]

Sandeep Moudgal

The extremely chaotic traffic situation cited strongly by the petitioners to convince the High Court of the drawbacks in CDP 2015 may well be the one that Bangalore Development Authority (BDA) would have to seriously address in future.

While BDA, in its CDP 2015, has provided room for Namma Metro alignment and the Peripheral Ring Road, it has failed to provide a cap on the Floor Area Ratio (FAR) in the ‘mixed zones’. Urban experts believe that while the CDP may have adhered to the norms of providing a plan for the City, it has been unable to prove that the Master Plan may indeed work.

“With the Master Plan providing scope for high FARs in mixed zones, the entire model of public transport seems to be failing. While they build the Metro for those who wish to commute to their workplaces and back, the roads below are as congested as before or even worse due to the high FAR and less parking space,” points out Sanjeev, an urban planning expert.

Despite making a mention of the commuter rail system, the CDP will have no meaning if so many infrastructure policies lead to lack of space on the roads and there are no workable decongestion policies, the experts say. Another major infrastructure project in the pipeline is the High Speed Rail Link (HSRL). Although this proposal to connect the City with the Bengaluru International Airport has been approved by the Cabinet, the CDP 2015 has no mention of it.

“This would mean that HSRL will run through the heart of the City and violate further FAR norms with increased infrastructure activities around the alignment,” he says. Rising multi-transport modalities in a City which has not been able to provide clear zoning regulations can only defeat the purpose of public transport, say the experts. According to them, the existing infrastructure itself needs to be upgraded in accordance with prescribed CDP zoning. “However, little seems to have been thought about in terms of water, road and sanitation before prescribing the mixed zoning norms,” says another expert.

The Thomas Committee report had prescribed that in mainly residential areas, only identified roads should be permitted to have independent buildings for ancillary uses and the FAR on these roads should be identical for both residential and commercial uses. However, it is claimed by those who had filed the PIL disputing the CDP regulations that the FAR has been increased to suit the commercial skyline in these zones.

Residents have also been facing a torrid time with little thought being put into the parking spaces which are needed for vehicles that enter the mixed zones.

The report of the committee of Dr A Ravindra, Advisor to the Chief Minister on Urban Affairs, has been put forth as the possible solution by the High Court to address the increased commercialisation in residential areas. Ravindra says the parking woes and congestion in residential areas have increased due to indiscriminate violations of CDP 2015.

“Unfortunately, CDP 2015 does not clearly define the zonal restrictions in residential areas for commercial activities,” he notes.

Dr A Ravindra,
Advisor to the Chief
Minister on Urban Affairs

Violations have happened under the CDP 2015 with every individual house being converted into a commercial space in residential localities. While the final judgment by the HC is awaited, the interim order may have far reaching implications.

Prakash Mandoth, President, FKCCI

Residential areas should not have any commercial activity or mixed zones. BDA and BBMP can select and develop a few zones into commercial areas which are not far from the residential zones. The move needs to be looked at, studied carefully and improved. Also, there should be no further constructions in the central business district.”

DHNS

[engineer.akash]

Promoting cycling in a big way

Hi-tech bicycles, secure bike parking zones and dedicated cycle lanes — Mysore may soon become a cycling-friendly city.

Mysore is one of nine Indian cities selected by the Centre for a pilot project to develop infrastructure for cycling and promote eco-friendly, non-motorised transport aimed at minimising carbon emissions.

Infrastructure

The city is expected to get around 1,000 bicycles, besides infrastructure such as cycle stands, cycling lanes, and signage.

Speaking to The Hindu , Mysore City Corporation Commissioner K.S. Raykar said the corporation had submitted its plan under the project to the transport wing of the Union Ministry of Urban Development. “We are awaiting approval and funding from the Ministry.”

The commissioner said the corporation had built a 4-km-long cycle track on Lalitha Mahal Road, and was identifying areas where more dedicated bike lanes could be built.

‘Cycle tourism'

The city was chosen for the project as the use of bicycles could be promoted among tourists. “Cycle tourism is our main agenda,” the commissioner said.

“We are also thinking of generating interest about non-motorised transport among people here, under the clean city concept,” he said.

Some private players were reportedly in talks with the University of Mysore to promote cycling culture on the campus. “If students, at least on campus, use bicycles instead of motorcycles, it can make a difference. Infosys has kept bicycles for commuting inside its campus in Mysore,” he said.

On the wane?

The number of bicycles the city gets under the project would later depend on usage, Mr. Raykar said. “People must get used to the cycling culture, which is on the wane.” Attempts have been made to popularise cycling, but the number of automobiles is going up. Students too have stopped using bicycles to go to school.

Although the city has many bicycle showrooms, the cycle rental shops have disappeared. “People have no time for cycling. How can bicycle rental shops survive when the road space has been occupied by automobiles?” asks a local resident, who was cycling to work.


MCC to develop infrastructure to promote non-motorised transport

City to get bicycles, cycle stands, cycle lanes under Union Government project

I have identified Akashwani road in Mysore which has ample space to accommodate cycle tracks on either side of the road.

[Krishnamoorthy K]

Shivakant Menon, Bangalore, Feb 10, 2012, DHNS:

The narrow lanes of the century-old Indian Institute of Science (IISc) will soon see more of bicycles plying on the campus, a mode of transport it recognised way back in 1911.

The institute is all set to sign a memorandum of understanding before February 15 with Ride a Cycle Foundation (RACF) to make the public cycle-sharing project a reality. RACF will provide 150 bicycles in the first phase.

Bicycles will be docked at four different stations on the main campus as part of phase one of the project. While the university has already sanctioned four stations, a dozen more may come up in a few months. Registered users can use the facility by paying Rs two an hour and return the bicycle at any of the four stations.

The pilot project will be studied closely, as it is of use to different organisations in different ways. The Centre for Infrastructure, Sustainable Transportation and Urban Planning (CISTUP), headed by T G Sitharam, has played a crucial role in bringing the project to the IISc.

Sitharam hopes both students and the general public will be able to make use of the project to commute within the large campus of the IISc. It will also help CISTUP in studying the public response and usage details.

Ashwin Mahesh, member of ABIDe and advisor to RACF project, says, “A few locations in Bangalore South will soon have cycling tracks. If the Palike can speed up the process of laying the tracks, the cycle-sharing system can connect a huge number of individual commuters with their daily destinations,” said Ashwin.

In phase two of the project, Ashwin plans to propose providing bicycles at residential apartments, public parks and various public places.

The existing public cycle-sharing projects that have sprung up in the Central Business District have failed to attract cycling enthusiasts. The project, which was implemented by a private firm and the BBMP, has bicycles lying idle in most of its stands.

Details of the registration process and the limit to the number of registered users will be announced in the coming days, said the RACF members.

Ban on motor vehicles proposedHead of Environmental Sciences department, B N Raghunandan, who has been serving the institute for more than 40 years, feels students must be completely debarred from using any motorised vehicle on the campus. There were even plans to ban motor vehicles from entering the campus a year earlier.

“In such matters, there is always some form of resistance from different groups. It has become a social status symbol for the faculty and the students to own cars,” he said.

The arterial roads inside the IISc were laid in 1911 and did not envisage the present vehicular density, says Raghunandan. “There is certainly an increase in congestion over the past few years. Pollution is still not a major problem, but there is cause for concern,” he said.

The century-old buildings on the campus have changed texture and colour because of carbon emissions, says Raghunandan. He says he has plans to block a select few paths inside the IISc for motor vehicles.
Rules
Cycles 150 BSA modelsStations 4Timing 7 am - 8 pmRegistration Free*Usage fee Rs 2 per hour* ID proof required

The Hindu

Karnataka: Urban authorities may become planning asuthorities

Originally Posted by engineer.akash

Yep 4 years during bachelors and 2 years during masters,coz hostelers were allowed to keep only cycles.

If you join IISc as a professor then you may have to keep on cycling for another 60 years.

Originally Posted by engineer.akash

Promoting cycling in a big way
I have identified Akashwani road in Mysore which has ample space to accommodate cycle tracks on either side of the road.

Akash's vani (voice) to cycle on Akashvani Road!

[Krishnamoorthy K]

Bangalore, Feb 1,2012, DHNS:
The Centre, in the coming days, will ask all the states to have a uniform water board for the entire jurisdiction.

Despite water being a State subject under the Constitution, the move by the Ministry of Urban Development (MUD) is to ensure that there isn’t a huge disparity between policies governing people in the urban areas and those residing in rural areas.

Speaking at the Bangalore World Water Summit 2012, Secretary to the Ministry Dr Sudhir Krishna said a huge disparity exists in terms of supplying water to urban areas and rural areas.

“Moreover, policies that can have a strong impact in the urban areas fail to provide any solution to water crisis in the rural areas. Having a uniform water board will help resolve water woes in the country,” he said.

Delivering the keynote address at the inauguration, Sudhir Krishna said the MUD has already devised mechanisms of grading each state for its service rendering capacities. This has highlighted that a lot needs to be done to ensure 100 per cent water supply in the nation.

As per the status report on service delivery in water supply and sanitation sector, as on March 31 2011, the average per capita supply is 69 LPCD (litres per capita per day) as opposed to the ideal figure of 135 LPCD envisaged by the ministry.

The recovery of Operation and?Maintenance?charges is barely 32 per cent as against 100 per cent recovery which is imperative to have financial sustainability. With regard to sanitation, the coverage of sewerage network services and household coverage of solid waste management services is 12 per cent and 35 per cent as against a target of 100 per cent, he added.

Dismal picture

In Karnataka, the performance and rating given by the Ministry of Urban Development has been dismal.

Languishing in sixth place, the State has shown that only 67 per cent coverage of piped water supply connection, zero in terms of metering water connections, 25 per cent in cost recovery and 23.5 per cent of networked sewerage services, all well below the average figures across the country. The only silver lining has been in terms of water supply connection which is shown at 93 LPCD per capita as compared to the 69 LPCD per capita, the national average, said Sudhir Krishna.

At the plenary session, President of International Water Association (IWA), Dr Glenn T Daigger said the situation proved ideal for companies to do business in water supply by taking advantage of the climate change which has been having a detrimental effect on the way we live.

“Not far from now, we will be ‘manufacturing’ water instead of ‘collecting’ it,” he said.
Meanwhile, Prof K E Seetharam, visiting professor at the Lee Kuan Yew School of Public Policy said the nation appears to have been lagging behind in public policy. He said that the country needs to ensure that the future is not ‘mortgaged’ by not protecting the natural resource of water.

“In my opinion, the public-private-partnership model does not augur well for the water sector in the nation,” he said.

DHNS

[engineer.akash]

Originally Posted by Krishnamoorthy K

The Hindu

Karnataka: Urban authorities may become planning asuthorities


If you join IISc as a professor then you may have to keep on cycling for another 60 years.


Akash's vani (voice) to cycle on Akashvani Road!

lol

Yes, very soon I expect Akashvani road to boast of a cycle track..