Urban Planning & Issues

[Krishnamoorthy K]

When our government launched the Jawaharlal Nehru National Urban Renewal Mission (JNNURM) in 2005, we recognised that urbanisation was a natural part of the development process, which should be facilitated by a conscious strategy of preparing our cities and towns to act as engines of economic growth. I believe that we have now reached the stage of development where urban India provides a significant opportunity to accelerate the quest for inclusive and sustainable growth. This is particularly true if efforts are made to foster synergy between rural and urban development processes.

Today, urban India generates two-thirds of India’s GDP. Leveraging India’s urban transition presents, therefore, a significant opportunity for growth. There is also the demographic opportunity of a rising young population of working age in our country, which is more likely to migrate to urban areas in quest for jobs and employment. We must, therefore, focus on increasing livelihood opportunities in industry and services sectors and improving productivity in the agricultural sector, so as to ease the burden of poverty.

The experience gained in the first six years of JNNURM has been somewhat mixed. But we are encouraged by the good work that has been done and the lessons learnt. Perhaps, the most significant achievement of JNNURM is that there is much greater awareness today of the need to plan for urban habitats consistent with the aspirations of modern India. The challenges we face are truly enormous. Rapid growth will bring a faster rate of urbanisation. That is almost a corollary. As a result, our urban population is projected to increase from 377 million today to over 600 million by 2031. Many cities will experience expansion at the periphery, with smaller municipalities and large villages surrounding the core cities becoming part of the metropolitan area.

There is, therefore, an urgent need to focus on metropolitan planning, improving connectivity through better and larger networks of roads, expressways and highways, and placing increased emphasis on public transport in relation to affordable housing for the economically weaker sections of society. City planners must rethink traditional concepts of town planning. Master plans in the past did not consider spatial requirements for living and working of the poor. This must change, and change fast enough. Developing housing for the poor is critical for any strategy of sustainable urban development.

The Government of India launched the Rajiv Awas Yojana earlier this year to fulfil our vision of creating inclusive and slum-free cities, while leveraging the value of land to generate revenues. The aim is to achieve slum redevelopment and create affordable housing stock by providing assistance to those states that are willing to assign property rights to slum dwellers. This reform will give the urban poor a formal stake in the cities’ economic and social development. Availability of bank credit will be a key determinant of successful implementation. Assignment of property rights will help mobilise fresh credit. To encourage banks to lend in significant volumes to the economically weaker sections and low income groups, we are considering the establishment of a Credit Risk Guarantee Fund with a corpus of Rs 1,000 crore, to start with, in the current year.

There has been some improvement in the capacities of urban local bodies but much more is needed. There is an urgent need to build and/or reform municipal cadres in all states. Training programs in urban planning, management and finance will go a long way in building capacities. Professional inputs from engineers, accountants, water and sanitation experts, must be encouraged. There is an urgent need for upgrading and expanding existing schools of urban planning and setting up new centres of excellence in urban management.

E-governance offers a critical part of the solution. Advanced technologies such as geographic information system, global positioning system, general packet radio service are powerful tools for improving efficiency in the delivery of public services. IT applications and software packages are also being increasingly used to improve public service delivery. Best practices within our own country and outside need to be replicated and adapted to suit local conditions.

The high level expert committee headed by Isher Ahluwalia has made a number of innovative recommendations on improving the financing of local bodies. Some of these include introducing a local bodies finance list in the Constitution, empowering the bodies with exclusive taxes and unlocking land value by putting in place a transparent and accountable mechanism for the monetisation of public land with due attention to the needs of the poor. While these suggestions require greater deliberation, it is clear that among the key challenges in the next stage of JNNURM will be raising internal revenues of local bodies and strengthening their capacity to plan, to implement and to deliver programmes and basic services.

Our policies cannot have a one-size-fits-all approach towards both big and small cities. Smaller cities perhaps have to be treated differently from big cities and metros, whether it is with regard to financing or the content and pace of reform that is necessary. Public-private-partnership should be encouraged to play a larger role in big cities and metros, which are financially strong and have the requisite capability and capacity.

It is necessary to mainstream sustainability concerns into our urban planning and project preparation processes. This will require urban administrations and state governments to issue suitable bye-laws and regulations based on national guidelines and standards, and to incentivise adoption of sustainable practices and technologies. We need to facilitate an integrated and holistic approach towards regional development in the next stage of JNNURM. We should look to create enabling conditions for investment in urban India and livelihood creation in manufacturing and value-added service sectors.

Edited excerpts from Prime Minister Manmohan Singh’s speech at a JNNURM conference in New Delhi on December 13

BS

[Krishnamoorthy K]

NEW DELHI: Worried about the swelling urban population and lack of infrastructure, the government plans to develop new urban hubs along transport and industrial corridors to accommodate the ever-growing influx to cities and towns.

It plans to develop 'ring towns' and connect them to major growing cities with fast transport options. It also plans to develop twin-cities by ensuring high speed commuter rail connectivity between large 'primate cities' and growing secondary cities.

TOI

Bangalore: Children turn critics, show the way for urban planning
Bangalore: City drinks Cauvery and pollutes it too

[Krishnamoorthy K]

The 35 destinations' development will be modelled on the lines of Jawaharlal Nehru National Urban Renewal Mission, he said. “If the road is required it will be connected from the airport or railway station till the destination. The destination, wayside amenities everything will be developed on a holistic manner,” he said.

Business Line

[Krishnamoorthy K]

New Delhi: Industry chamber Ficci on Thursday said the draft Real Estate (Regulation & Development) Bill, 2011, does not provide equal treatment to all stakeholders and asked the government to make amendments for the benefit of builders.

“If a project gets delayed because of approval issues, then why penalise the developer? There should be an accountability on the part of machinery also and the regulator should consider this aspect,” Ficci Real Estate Committee Co-Chair Pranay Vakil told reporters.

Equal treatment should be meted out to other stakeholders in real estate projects, such as government agencies and authorities at the Centre, State and municipal levels, financing agencies and brokers, he added.

According to the draft bill, Vakil said a developer will not be allowed to collect any advance from the customer before he gets all approvals and this process may lead to inflow of black money into the sector.

FE

My view is that client booking for a project should commence only after getting all government approvals for the project. So there is no accountability government officials applicable here.

Delays of approval or disapproval of a project should be controlled by Citizen's charter of Lokayukta act.

Once project is complete issue of Occupation Certificate (or rejection) should be done within the time frame specified in Citizen's Charter. For this delay penalty should go against officials issuing occupation certificate. Inbetween verifications delays by government officials, if any, should also be controlled by citizen charter.


Real issues lost in Real Estate Bill
Real Estate Regulation: Home truths
Concern over Real Estate Bill-2011

[engineer.akash]

All-India town planning service mooted

Experts taking part in the two-day 60th National Town and Country Planners' Congress have come out with a recommendation to appeal to the Centre to create an All-India Town Planning Service and the need to revise the town and country planning Acts in conformity with the 73rd and 74th Constitutional amendments.

They have also mooted the idea that local bodies, State Governments and the Central Government should assign the jobs of town and country planning only to qualified planners.

At a session on ‘Planning Process and Strategies', chaired by the former president of the Institute of Town Planners India (ITPI) A.R. Ratnakar, the participants were of the opinion that preparation of development plans for towns and cities was a specialised job and planners must be well-equipped to handle their work. Latest techniques and technologies were needed to be incorporated. The participants stated that rigid development plans should be made flexible, dynamic, transparent and user-friendly. Urban planning must address the problems of vulnerable sections of society, with a vision to do away with slums in cities. A ‘green city' concept was mooted by the participants with a view to reduce dependence on conventional sources of energy. An institutional framework was needed to be evolved.

Another technical session chaired by the past president of the ITPI, V. Satyanarayana, has come out with recommendations that planning schools should be opened in all States to meet the shortage of town and country planners in the country. The planning education curriculum should be re-designed and re-oriented to meet the changing needs of society. The Governments must grant funds for the in-service training of planners. The existing engineering and architecture colleges should be goaded to start town and country planning courses both in the public and private sector, they said.

At the ‘Regulatory Framework' session, the speakers observed that entry of foreign consultants into consultancy services was growing and it should not deny the domestic town and country planners an opportunity to participate in the planning process.

K.M. Shivakumar, Additional Chief Secretary, Urban Development Department, who chaired the valedictory session presented the best thesis awards to Priyanka Ashok Karnikar, Pawan Tiwari and Neera Jaiswal.

[Krishnamoorthy K]

V.M. HEGDE

From a pensioner's paradise to IT capital…how is Bangalore going to grapple with its unprecedented growth? A look by V.M. Hegde

Garden City, Air Conditioned City, Pensioner's Paradise, Fashion Capital, India's Silicon Valley… all these phrases described how Bangalore was. However, recent years saw Bangalore changing itself into Garbage City, Filthy City, Crime City and so on. All the planned efforts seem to be evaporating in thin air, resulting in unplanned development. And this is in spite of having plans, development organisations and umpteen projects. The reasons for such chaotic advances and consequential financial implications on the Corporation, planning authority, etc., need a critical review, as the New Year has just taken off.

PropertyPlus will bring a two-part series on how the Garden City gradually slipped into a state where the administration is unable to come to grips with an ever-expanding exponential growth pattern; how the authorities concerned are unable to handle basic hygiene factors so much vital for a ‘investment destination' even as we have to put up with heaps of garbage and open, overflowing drains on main roads that invite stray dogs and cattle; where we see most roads and the newly brought in underpasses that cry for attention, notwithstanding their supposed role in the city's infrastructure development. What just is the city in need of? Let's go back to its beginnings and analyse…

The beginning

The name Bangalore derives from “Benda Kalu”, which means boiled beans. The origins date back to the 10th century. After the arrival of the British, the city was given the anglicised name Bangalore. In the beginning of the 20th Century, the population of Bangalore was only 1.63 lakh (1901).

The doubling of this population can be seen between 1901 and 1931, 1931-1951 and 1951-1971. There is a phenomenal 76.7 per cent growth during 1971-1981 and 65.2 per cent between 2001 and 2011. The population of Bangalore, which was 84.25 lakh in 2011, is likely to reach 120 lakh by 2031. No doubt Bangalore's growth has been exponential, both in terms of its population and sprawl.

The geographical boundaries have also increased both of the Corporation as well as the Bangalore Local Planning Area. The corporation limit which was 69 sq. km in 1949 increased to 112 sq. km in 1964, 161 sq. km in 1979, and 226 sq. km in 1995. After the formation of BBMP in 2007, it is 741 sq. km. The Bangalore Local Planning Area (BMA) increased from 500 sq. km in 1972 to 1,279 sq. km in 2001. The urban governance has also changed from Panchayat to Municipality to Municipal Corporation and presently the Bruhat Bangalore Mahanagara Palike (BBMP).

Unplanned development

Kempe Gowda, known as the founder of Bangalore, played a very important role in shaping the city. Krishna Raja Wadiyar II converted the city into an army town. It was under the British rule that Bangalore started developing into a modern city with all facilities such as railways and telegraphs. The two great Diwans of Mysore State, Sir M. Visvesvaraya and Sir M. Mirza Ismail, evinced keen interest in developing Bangalore during the second and third decade of the 20th century.

After India gained independence in 1947, Bangalore became the capital of Karnataka and from then on the city witnessed unprecedented growth, beyond the expectations of policy makers, bureaucrats and planners.

Under the Bangalore City Improvement Act, 1945, the Improvement Trust Board was constituted and it developed eight residential extension schemes in different parts of the city on a planned basis to meet considerable part of the demand for housing.

This was the initial step towards development of Bangalore in an integrated manner. The CITB also developed an industrial suburb at Rajajinagar to meet the requirements of industrial sites.

The Bangalore Development Committee was constituted in the year 1952 by the Government to work out a development plan which can be said to be the first exercise of its kind. Subsequently, in 1961, the Bangalore Metropolitan Planning Board (BMPB) was constituted to prepare a development plan, considering the trend of growth. The BMPB prepared an Outline Development Plan for Bangalore which was submitted to the Government in February, 1963.

The birth of BDA

The Town & Country Planning Act, 1961, was enacted to enable the preparation of development plans for the settlements in the State of Karnataka. This Act came into force from January 15, 1965. The State Government declared the Bangalore Local Planning Area in 1966.

This area was the same as the Metropolitan Area proposed by the Bangalore Metropolitan Planning Board. A City Planning Authority was constituted on August 8, 1967, for the Bangalore Metropolitan Area. The Planning Authority prepared the Outline Development Plan (ODP) and submitted it to the Government which was provisionally approved. The Planning Authority modified the ODP which was finally approved by the State Government on May 22, 1972.

The Bangalore Development Authority was constituted by the Government under a Special Act called the Bangalore Development Authority Act, 1976, and the authority came into existence during the same year by merging CITB & BMPA wherein development function and planning function came under one authority. The BDA was constituted on the same lines as the Delhi Development Authority (DDA).

One of the immediate tasks of BDA after constitution was to prepare the CDP which was the next step in the planning process. The CDP, proposed for a period of 15 years i.e. upto 2001, was provisionally approved in 1980 and finally approved in 1984. Subsequently the revised Master Plan was provisionally approved by the Government in 1994 and finally approved in 1995.

It is observed that the population projections made in the several Master Plans (ODP or CDP) are very much on the lower side. The projected population in the master plans was 29 lakh and 38 lakh for 1991 & 2001, whereas the actual population as per the respective census was 41.3 lakh and 51.1 lakh.

The latest Revised Master Plan (RMP 2015) is prepared for the projected population of 88 lakh, whereas the population as per 2011 census itself is 84.25 lakh.

Master Plan revision

The exercise of Master Plan revision managed to collect the spatial data and many maps for the city, which covers 1,240 sq. km of the local planning area. A conservative estimate made by the agency, which revised the Master Plan of BDA during 2005-07, indicated that out of the 1,240 sq. km, an extent of about 300 sq. km i.e. 30,000 hectares, is unauthorised or informal development.

(to be continued next week)

(The author is Former Director of Town Planning, Govt. of Karnataka)

The Hindu


http://www.bdabangalore.org/Vision_D...MP2015_BDA.pdf

[Krishnamoorthy K]

New Delhi: The Delhi government has decided to reduce the multiplicity of authorities, enlarge the basket of services under the citizens’ charter to 47 to 97 and introduce 10,000 low-floor buses to make the capital as one of the best cities in the world, chief minister Sheila Dikshit said today.

Stating this at an ASSOCHAM meeting, she said the planning for Delhi was unfortunately faulty with poor implementation as the powers were wrested with the Delhi Development Authority (DDA) which has become an elephantine body.

Stressing upon the need for immediate bifurcation of the DDA on the lines of Municipal Corporation of Delhi (MCD), Mrs Dikshit agreed to the suggestions given by DLF chairman K.P. Singh that the administration should only play the role of a facilitator.

The Delhi government is planning to build two to three lakh houses for economically weaker sections. “Developing housing structures for the city’s burgeoning population has been a challenge for policy makers. The supply has not kept up with the rising demand. We must change land laws and building laws which were made in 1895,” she said while releasing the ASSOCHAM study titled ‘Urbanising India & Mega Metro Network: Vision For Emerging Cities of India -- 2030.’

Mrs Dikshit said developing mass transport systems in major cities is imperative. Delhi has 70 lakh vehicles while 10 lakh more come in every day from surrounding cities. The entire National Capital Region (NCR) should have been planned as a single conglomerate, she said.

Meanwhile, DLF chairman K.P. Singh said rapid urbanisation across the country should prompt policy makers to create surpluses rather than managing shortages. “Mistakes in urban development cannot be changed for centuries – especially in a democratic country like ours. The role of private sector is crucial and the government should restrict itself to policy making and regulating.”

He said rapid economic growth and young population with an average age of 29 years will need 70 new cities by 2020 of which 20 should have been in advance stages. “That is not happening. As a result, there is crumbling urban infrastructure which calls for radical solutions. There is need for better governance and restructuring of bodies like the Delhi Development Authority for speedy urban development process.”

ASSOCHAM secretary general D.S. Rawat said there are nine mega cities at present each with a population of 40 lakh. There will be a huge demand for mass transit rail as each of the 13 major cities will have a population of 40 lakh by 2030.

“Cities will account for 69 per cent of the country’s GDP in the next two decades. There will be critical political impact of this urbanisation which should be studied by all policy makers and other stakeholders,” he said.

According to the ASSOCHAM study, Mumbai is likely to have 3.3 crore people by 2030, Delhi 2.6 crore, Kolkata 2.3 crore, Chennai 1.1 crore, Bangalore and Pune one crore each followed by Hyderabad 98 lakh, Ahmedabad 84 lakh, Surat 74 lakh, Jaipur 54 lakh, Nagpur 52 lakh, Kanpur and Vadodra 42 lakh each.

The total urban population is already 37.7 crore and may exceed the earlier projection of 59 crore by 2030, said the ASSOCHAM study. “One-third of the country’s population living in urban areas generates over two-third of the GDP and account for 90 per cent of government revenues. India’s urban sprawl is poised to become second largest in the world with more population than in many countries.”

The big challenge for urban planners is to cope up with seven mega cities with 20 per cent of India’s population and demanding 40 per cent of total investments projected, according to the study. Metro Rail lines are destined to become focal point of transit growth and network infrastructure at the centre of each mega city.

The share of public transport at 75 per cent by 2030 will reduce fuel demand by 100 million tonnes equivalent. But investment requirements for urban transport development in 87 cities are estimated at Rs four lakh crore. So the government should move quickly to establish the Metro as the best mass transport means in urbanising India as a policy, said the ASSOCHAM study.

Delhi Metro will lead to fuel savings of Rs 20,000 crore during 2011-12 which could rise progressively to Rs 25,000 crore by 2020. “The total reduction in CNG due to traffic of buses diverted to the Metro during 2011-12 is estimated at 40 million kg. Fuel saved due to diverted traffic of cars and two-wheelers will be 138.35 million litres and 25.7 million litres respectively.”

Orissa Dairy

DDA targets Dwarka for development projects

[Krishnamoorthy K]

Raghu Dayal / January 06, 2012, 0:44 IST

It is axiomatic that urban transportation is one of the most important dimensions of the process of urbanisation. It signifies a trinity of speed, capacity and efficiency that transcends conventional notions of transportation and demands a high level of efficiency in implementation.

As a critical participant in India’s policy-making apparatus in this domain, the author, M Ramachandran, is acutely conscious that urban mass transit systems need to be strengthened to augment their share from the current 25 per cent. “Projects need a plan and a plan needs projects and this book also looks at how best this integration is taking place,” he says.

Ramachandran weaves his story around the best example of efficient project planning and implementation, the Delhi Metro, and its principal architect and driver, the iconic E Sreedharan, who has written the Foreword to the book.
The author delves into the complexities of project planning and draws lessons for infrastructure projects. A “key factor in improving the quality of life”, the metro is acknowledged as “the most efficient transport mode in terms of energy consumption and space occupancy”.

From the world’s first rail-based metro system that came up in London in 1853, some 120 metro systems today operate worldwide. In India, only about six cities have some metro work taking place. This is when the country already has 35 cities with populations of a million-plus in addition to the seven mega cities. Although a latecomer, the Delhi Metro is now setting the pace for urban transit systems to grow across the country.

In 1986, the government of India decided to assign responsibility for urban transport to the ministry of urban development, followed by a one-of-a-kind joint venture in 1995 between the Centre and the Delhi government, each with a 50 per cent shareholding. The Delhi Metro Rail Corporation (DMRC), with responsibility for both construction and operation, raised interest-free Rs 218 crore subordinate debt created towards the cost of land. Property development, expected to raise another Rs 492 crore, was mandated to reduce DMRC’s dependence on the government for subsidy.

Traditionally, federal or city governments support such ventures, although, recently, private finance has been mobilised for this purpose. No metro project has succeeded so far on a purely build-operate-transfer basis.

Private participation in metro projects is now seen as a workable proposition in India, with Mumbai opting for a public private partnership (PPP) model for the two corridors that have been taken up, Hyderabad awarding the work to a private partner, and a private metro coming up in Gurgaon as a 4 km (revised to 6.1 km) feeder. Another option of partial PPP could be considered, such as the 22.7 km Airport Express line from New Delhi Railway Station to IGI Airport.

Proposals for a mass rapid transit system (MRTS) for Delhi were discussed for two decades since 1971. Finally, in July 1994, the central government approved a multimodal MRTS for the capital. Cited by the author as “a good example of proper and timely decision-making as well as implementation”, Delhi Metro phase I, beginning October 1, 1998, was completed by December 31, 2005 — in seven years and three months against the target of 10 years, and within the approved cost.

The Delhi Metro’s success is attributed to an innovative company structure marked by professional competence and leadership, a quick decision-making process with appropriate delegation of powers. The company board delegated more authority to the managing director than a public sector company does.

DMRC has been kept lean, trim and austere without the usual bureaucratic line-up of clerks and peons. All rank and file was made aware of the virtues of economy and quality, and all engineers cautioned that each day of delay in the project would cost the organisation a whopping Rs 1.43 crore. The company managed to turn in an operating profit from year one. The unit cost of its construction has remained one of the lowest; it is the first metro to get ISO 14001 certification for its environmental management system and to earn carbon credit. Clearly, the Delhi Metro sets an enviable benchmark of orderliness, cleanliness, punctuality and reliability.

DMRC has played a pioneering role in extending professional guidance to several cities: it has either prepared, or is preparing, project reports for 14 other Indian cities. It undertook a feasibility study each for Damascus and Colombo and consultancy for operation and maintenance of Jakarta Metro.

Despite the Delhi Metro’s visible success, the author believes much more needs to be done for inter-modal integration. A metro system cannot be a stand-alone system; it requires feeder connectivity and prompt availability of last-mile connectivity. There is perceptible imbalance in the modal split, besides inadequate transport infrastructure and its sub-optimal use, as brought out in a study by Wilbur Smith Associate. He also recommends a statutory body such as a unified metropolitan transport authority to co-ordinate and guide all city transport-related matters.

BS

[Krishnamoorthy K]

TNN Jan 6, 2012, 01.32AM IST

MYSORE: India hardly has 4,000 qualified town planners available. By 2051, the population of the country will increase to 2018 million, comprising urban population of 827 million, putting the country at a critical threshold, said D S Meshram, president of Institute of Town Planners, India (ITPI) here in Mysore on Wednesday.

He was briefing reporters about the three-day 60th National Town and Country Planners Congress conference, which will be held at Senate Bhavan, Manasagangothri in the city from Friday. The conference is organized by ITPI, New Delhi.

According to the committee of experts in 'Town Planning and Architecture for Policy Guidelines to Energies Architecture and Town Planning Education' constituted by the ministry of human resource development, Government of India, there is a need for three lakh planners by 2032, said Meshram. A total of 15,000 planners need to be trained every year at different levels, but there are hardly 16 educational institutions in the country, producing around 600 graduates per year, he added.

Introduction of undergraduate town planning courses in more institutions and increase in the intake of admissions is required, he stated. Over 300 delegates, including officers of local bodies, development authorities and NGOs from different parts of country are expected to take part in the conference.

The objective of ITPI is to promote and inculcate awareness about urban and regional planning, its application in the changing scenario of towns and cities, said Pradeep Kapoor, Secretary General of ITPI to reporters.

Meanwhile, Karnataka State Open University vice-chancellor K S Rangappa said that Karnataka State Open University entered a memorandum of understanding with ITPI. It will begin a two-year postgraduate Master of Planning course from this year. Candidates holding Bachelor of Engineering (civil engineering), Master of Arts in geography, economics or some other subjects in arts stream.

The decision to start this postgraduate course was taken after receiving a proposal from ITPI and to facilitate candidates, who can't pursue regular courses in colleges.

The conference will be inaugurated on January 6 at 11.30am by governor H R Bhardwaj. Minister for urban development S Sursesh Kumar will be the guest of honour. The theme of the conference is 'Planning and Development 2025: Challenges and Reforms'. Sub themes of the conference are planning process and strategies, planning education and research, regulatory framework and some other topics.

TOI

[Krishnamoorthy K]

Express News Service , The New Indian Express

CHENNAI: Only five per cent of the state’s area is covered under the master plan, leaving 95 per cent as no planning area, according to a report by the Institute of Town Planners of India (ITPI) Tamil Nadu regional chapter.

The area covered under the Directorate of Town and Country Planning (DTCP) is 1.28 lakh square metres, whereas the area covered under master plan is only 6,950 square metres of the state, the report said.

“As the no plan area is 1.21 lakh square metres, which is 95 per cent of the DTCP area, urban development is taking place in a haphazard manner,” the report added.

When City Express contacted sources in Town and Country Planning Department, they confirmed that 95 per cent of the DTCP area was non-plan area and gave the reason that the masterplan could be prepared for cities only.

Meanwhile, ITPI has urged the government that preparation of regional planning should cover the remaining 95 per cent of the state in the 12th Five Year Plan.

Interestingly, DTCP, which is having 27 composite local planning authorities, 88 single local planning authorities, eight new town development authorities and 12 regional offices, has prepared 1,625 Detailed Development Plans which fall within the master plan area and covers an area of five per cent of the state.

Meanwhile, there has also been a demand for a review of the Chennai Metropolitan Area. Stating that Chennai Metropolitan Area is the smallest metropolitan area in extent in the country, ITPI report states that it is limited to 1,189 square km. In other metropolitan cities, larger regions have been declared and Comprehensive Regional Planning made. Examples include the National Capital Region for Delhi, Mumbai Metropolitan Region, Bengaluru Metropolitan Region and the Hyderabad Metropolitan Region.

“It has become necessary to review the Chennai Metropolitan Planning Area declared in 1973-74 taking into account the faster development taking place in the areas beyond the declared metropolitan area such as at Sriperambudur, Kelambakkam, Thiruvallur and M M Nagar,” the report added.

“Unplanned urbanisation results in imbalanced and lopsided development. Pattern of urbanisation among districts reveal a dismal dichotomy ranging from 100 per cent in Chennai to 11 per cent in Ariyalur, the report added.

IBNLive

What is the coverage in other states of India?

[Krishnamoorthy K]

The Indian economy has been among the fastest growing economies in the world, expanding from US$ 450 billion in 2000 to US$ 1.7 trillion now, and will grow to an estimated US$ 5.1 trillion by 2020. This growth has resulted in rapid urbanisation, as experienced by Western economies in the first-half of the 20th century. Urban population in India is expected to grow from 28 per cent now to 34 per cent of the total population by 2015, though the ratio of urban to rural population will remain significantly lower in India compared to Western countries.

However, India faces unique challenges as its economy industrialises and its urban population grows. The infrastructure in general, and especially urban infrastructure, has proven to be woefully inadequate in keeping pace with this growth.

India’s leading cities are among the most densely populated cities in the world, both in terms human and vehicular population. For instance, Delhi has a density of 9,300 persons per sq km; road length per 1,000 people in urban centres range from 0.1 to 0.3 km, whereas planning norms suggest the average length to be 2-3 km. A study by the Asian Development Bank showed that in 20 Indian cities the average duration of water supply was only 4.3 hours per day.

Moreover, most of the new developments in the urban centres have not adhered to good planning norms, and lack adequate open spaces. Consequently, residents of these developments are having to cope with a crumbling infrastructure, living without much air circulation or oxygen rich ‘green lungs’, which doesn’t help in taking away the stress that one undergoes in today’s fast paced urban life. And migration to urban areas over the next decade is expected to be 60 to 75 million, putting these centres under further strain.

The concept of satellite urban villages addresses the basic needs of a fast expanding urban populace. Satellite urban villages are an aggregation of positive aspects of both urban and traditional country-side living. These are typically located on the periphery of an urban settlement, at a distance which has easy access to the city, and where land parcels of significant size are available which can enable development of such vision. To provide a good quality living to about 5,000 people a habitat of 50 acres is required.

Internationally, residential space deemed adequate per person is 300 sq ft. Average family size in India is 4.5, hence space required to house 1,000 families comes to 1.35 million square feet. On an FSI of 0.6, the land area required is 52 acres, translating to 20 dwelling units per acre.

Also, there is an outer range in terms of kilometers from the central-business-district that such a habitat shall be located. Outside of this area any location shall levy an undue strain on the residents in commuting to work every day. An outer limit (in kilometres) of 6 to 7 times the population figure (in million) can be considered with the existing and foreseeable public transport and road infrastructure. For a city like Delhi, which has a population of 14 million, the outer limit for location of such habitats can be 84 to 98 kilometres. This implies that anyone coming from Rohtak or Rewari on the west of Delhi or Meerut on the east side, to Connaught Place in Delhi shall be able to maintain a decent work-life balance.

The satellite urban village shall have provision for all modern amenities associated with city living, such as, good schools, modern retail formats, club/ community centres, wireless (WiFi) connectivity, sports and healthcare facilities, among others.

Further, the development shall target a minimum of 25 per cent of area under open greens. These habitats represent value for money, as against ‘affordable’ housing which translates to rather small dwelling units, densely placed.

Satellite urban villages aim at decongesting the dense urban agglomerations and in turn provide an opportunity for city dwellers to escape the hustle of the city life to a more serene and high quality living environment while enjoying all aspects of good life which they are used to. Such habitats have moved from being idealistic concepts to reality, having been developed at Nagpur and Bangalore, and is catching up in five more cities.

What is the formulae for recirculation of oxygen?

• Recirculation of oxygen for industries is through forest cover?
• Recirculation of oxygen due to vehicular pollution through lung space & gardens in cities & trees on roadsides?
• Recirculation of oxygen for human beings and livestock for residential and commercial area through greenery surrounding it?

Already upperclass is using purified or mineral water and poor are using the polluted water. A similar situation may come for air also with rich getting recirculation of oxygen along with a/c itself? A situation may come similar to taking away footpaths for adding more lanes to road?


Ahmedabad's urban projects not for poor

Sad status of project displaced family. Whether Sabaramati waterfront project has contributed to cleanliness of river and poor downstream also get clean water now?

Why do urban Indians torture the trees that give so many benefits?
Panel wants infrastructure for green vehicles
'Excreta Matters': Report Says Urban India 'Drowning'?
India unprepared for urban transition

[Krishnamoorthy K]

THIRUVANANTHAPURAM: For the last three years, this is one word the City Corporation has chanted thousands of times - ‘JNNURM’. Whenever solid waste management at Vilappilsala came under the scanner, whenever sewage in the city chose to take a road path and when many of the slums and low-lying areas were submerged after a rain, the Corporation hid behind the big word� JNNURM and promised that it would solve all problems.

�The Jawaharlal Nehru National Urban Renewal Mission (JNNURM) was kicked off by the Government of India in 2005-06 for a duration of seven years to provide urban infrastructure and governance in 63 cities in India. However, it took off in Thiruvananthapuram only towards the end of 2009. Though the Mission would wind up this year, the Centre has mooted a ‘New Improved JNNURM’ (NiJNNURM), also referred to as ‘JNNURM Plus’, to take forward the project format.

�The project covers many components in the city - solid waste management project at Vilappilsala, sewerage treatment plant at Muttathara, storm water management project, water supply project (handed over to the KWA), urban transport (handed over to the KSRTC), slum development and e-governance (added lately).

The urban slum development project, which is a major component, is being handled by the KSUDP.

�While the solid waste management project has met with local resistance at Vilappilsala, the sewerage project has been caught up in land acquisition rows.

The storm water management is moving at a slow pace over removing a Railway culvert at Thampanoor. The water supply project has covered 75 per cent of the work and in e-governance, the tenders have been called for.

�The rate proposed by the Central project for awarding works has been one of the major hindrances faced by the Corporation for the smooth awarding of works. ‘’Had it been at Central PWD rates, the works would have got takers. But at the rate proposed, no contractors are willing to take up the works. We have had to annually revise the rate, which caused us additional burden,’’ said G Happykumar, Deputy Mayor.

�The JNNURM-wing in the Corporation is of the opinion that the duration of the project would be extended.

‘’Maybe, new projects would not be sanctioned. But the grants that are given would continue for the time period. Even if it jumps to JNNURM Plus, none of the projects would be affected, except maybe the release of the Global Environment Fund (GEF),’’ said a top JNNURM official.

�Which means, a bit of determination, peppered with the will to implement the project, could turn many of the concrete structures under the JNNURM into useful infrastructure facilities for the public. Without the fear of an impending deadline hovering above the Corporation’s head.

TOI

[Krishnamoorthy K]

* The energy and environmental effects of too many automobiles have not been addressed.

The Auto Expo reminds us that it is hard to imagine an urban middle-class nuclear family without a car. It establishes their middle class identity, and demarcates them from the press of the masses in crowded trains and buses. Cars seem safe, comfortable and — what holds the key to the middle-class psyche — dignified.

The Hamara Bajaj family of four miraculously perched on a scooter would earlier evoke an indulgent smile; now, in an age of double-income families and car loans, it is a horror to be avoided for its risks and its sheer gracelessness. A family with an entry-level car like Nano or Alto, like Hamara Bajaj in the pre-reform days, is indisputably middle-class in the eyes of society.

Cars are about both physical and social mobility; but there is also a caste system within the world of cars that is becoming intricate by the day. So, even within a small car segment, there are players who promote style and the ‘sensuous experience' of driving over the convenience of having a car.

These subjective features, or ‘auto aesthetics' if you like, become more dominant as one goes up the price ladder. Hence, designers are crucial to the industry for their ability to lure the consumer. Helping them out on the showroom or exhibition floor are glassy models that wrap themselves around cars in impossible body angles.

So, post-reform India has also been The Great Automobile Experience — not just for the consumer forever looking to upgrade his ‘auto caste', but for society at large. It has redefined the sharing of urban spaces: Those with cars control the public space, with the backing of the state. Yet, after two decades of our love affair with cars, society and government have been unmindful of its effects on the environment and energy consumption.

ROAD TO NOWHERE

Let's begin with social attitudes. It is remarkable how our main city roads are cluttered with cars right through the day, yet people driving cars complain about the worsening traffic, as though an extraterrestrial hand or some inherent tendency towards chaos were the cause. And, those sweating it out in buses cannot wait to buy their Nano or Alto on easy instalments!

Some thousand new cars hit the roads of Bangalore or Delhi each day, yet the government or society isn't alarmed. Roads are widened, and trees, pavements, shops, houses and pedestrian paths make way for cars — and more cars. This seems like the normal thing to do, and is, in fact, regarded as a sign of good governance. When this space runs out, and it does very soon, there are flyovers and elevated expressways.

Then, driving becomes pleasure, a cruise where no cows or slum-dwellers (who are below the expressway) can intervene. Distance is measured in minutes, not kilometres. So, when the road is great, you could be just “30 minutes away from the city centre”, even if you are 30 km away. This promise of a silken smooth drive raises valuations of properties in distant suburbs. It also means that for some people, the cost of fuel does not matter much. If this is what “urban infrastructure” is all about, we are on a road to nowhere.

COMATOSE GOVERNMENT

The government is unperturbed, even as cars are rendering our cities dysfunctional by the day. Politicians and bureaucrats are sanguine about the emergence of India as an auto production and export hub. They wear a satisfied look, of presiding over a country that has ‘arrived', when they visit auto factories and expos. The Draft Approach Paper to the Twelfth Plan affirms this sense of unconcern. Its chapters on energy and transport merely talk about creating a mass rapid transit system in cities, without even a whisper on the distortions caused by the auto boom. Programmes like the JNNURM and Rajiv Awas Yojana have nothing critical to say about urban infrastructure as it is currently conceived. It's obvious that no one wants to take on the auto lobby. It has become a barometer of industrial activity; such is its grip on the minds of policymakers.

At a broader level, the document seems to generally look upon rapid urbanisation as an inevitable and desirable consequence of high growth (in itself, a problematic notion), without saying anything on how urbanisation can deepen our energy problems. It could have observed that by promoting expressways and cars, the government and banks are encouraging energy inefficiency, not just through higher direct consumption of petrol and, worse still, diesel, but also through needless use of primary energy to make steel, cement and tar for flyovers, and longer and wider roads.

India's supposed ‘right to grow', consume energy, and spew carbon compounds seems a specious argument in the context of the transport sector. Transport accounts for approximately 11 per cent of our energy use, but this is likely to increase rapidly if we are to continue with our present ways.

ANOTHER APPROACH

How do we break out of the present combination of shoddy thinking and dubious intent? A cosmetic approach of insisting on fuel-efficient vehicles is to evade the basic problem — too many cars on the road. That buses and trains are more energy-efficient is a no-brainer. But to ensure that they — along with the much-maligned and energy-efficient auto-rickshaw — get a lion's share of the road space, there must be policies in place to limit use of cars. Cars should be heavily taxed, more so diesel ones. Banks should go easy on car loans as part of long-term energy and environment management. Business and central districts in a city should ramp up their parking rates, as in places like London.

And, we should ensure that our cities don't grow too large. The ideal city is one where we can cycle from one place to another, like some of the prettier European towns. The aesthetics of such an existence would outdo that conjured up for us by auto design gurus. By the way, how come the cyclist does not figure in our energy and transport planning?

Business Line

[Krishnamoorthy K]

Bornali Bhandari & Diya Dutta Jan 6, 2012, 12.00AM IST

The week is being marked as Road Safety Week. Ironically, India is the world leader in traffic-related deaths-1.05 lakh in 2007, going by the WHO's Global Status Report on Road Safety, 2009. This number rose to 1.33 lakh in 2010, according to the National Crime Records Bureau. True, India is better off than some other nations: estimated road traffic deaths per 100,000 popu-lation were 16.7 in 2007 while the average number for low-income countries was 21.9, middle-income countries was 19.5 and high-income countries was 10.3. Also, 85% of the victims were male and 75% within the age group 15-49. And the total number of road accidents was high, at 4.3 lakh in 2010.

Why is the situation so bad? The main reason is lack of governance on Indian roads. The Organisation for Economic Cooperation and Development defines weak governance as governments that are either unwilling or unable to assume their responsibilities. In the case of Delhi, this argument may be viewed as a stretch given recent policies undertaken by the government, including introduction of the use of Facebook by Delhi traffic police, increased police presence, proposals to prosecute drivers caught drunk etc. But none of this is enough.

Rather, good governance should be defined to include efficient planning; transparent laws and their implementation; planned roads taking into account the behavioural patterns of users and traffic flows; consistent width of lanes; working traffic lights with sensible signalling; properly trained drivers; and monitoring by well-trained, well-informed and well-mannered police.

Poor governance has led to formation of traffic-related habits that are hard to change. For instance, many drivers do not drive in a lane nor signal their intention to change lanes. First, do clearly marked lanes even exist? Second, have these drivers been trained to change lanes in a safe manner? Evidence from a paper published in the Quarterly Journal of Economics (2007) shows that using an agent to get a licence is encouraged in Delhi and it is possible to get a licence without taking a driving test. People pick up driving skills later.

Even assuming people are formally trained to drive, does the training manual go into details about, say, changing lanes? The Oregon (US) Driver Manual 2010-11 says, "Before you start to pass, be sure you have enough room to complete the manoeuvre. If you have to cut back into your lane too soon, you risk sideswiping the vehicle you are passing." Ill-trained drivers, however, think driving just involves rotating the steering wheel and honking to manoeuvre a way through traffic. Even with driving classes, training manuals need details. For example, Delhi traffic police's list of road signs on its website is woefully inadequate. And how many of us are even aware of the website? A related point is that most trainers are themselves ill-trained.

The 2009 WHO study shows India receives a low 2.0 score on laws related to drink-driving, motorcycles and helmets-the irony is that 21% of road accident deaths involve two-wheelers. Clearly, policing is a joke. At major intersections, traffic police merely stop people from crossing red lights. There is need to mark lanes for particular directions at every conceivable point, teach people how to drive properly and penalise them if they don't follow directions. But just penalties or the mere presence of police on the roads are not deterrent enough.

As for crumbling infrastructure, road lights often do not work and traffic lights, symbols or road directions are often hidden behind trees or posters. A crucial point that the autho-rities miss is that urban planning in India is inefficient. A common feature seen in both Delhi and Bangalore-the worst cities in terms of share of traffic-related deaths in India-is that they have built stretches of roads with flyovers but forgotten to build infrastructure for pedestrians. This, despite the fact that 9.1% of road accident deaths involve pedestrians. Yes, some places have subways-which are often dark or flooded-and overbridges along a stretch. But these are limited in number or unenticing. Habits are hard to change when the assumption is that existing infrastructure is crumbling.

Government intervention-that is, good governance-is the key to combating the menace of chaotic road traffic. People, for instance, will always try to beat a red light because they want to reach their destinations faster, not thinking about its negative impact on society. So, policymakers need to recognise that time is a resource constraint and road planning must address the issue of making optimal use of time spent on the road.

Public policy including road planning must reflect ground realities taking into account users' behavioural patterns. Lanes need to be sensibly marked, and road signs, speed limits and traffic lights placed everywhere, including neighbourhoods. In fact, people need to get into the habit of expecting good, sensible infrastructure and planning. Moreover, there is need to systematically train people, both users and the police, in laws and regulations. A carrot-and-stick policy should be used to encourage good behaviour in both motorists and pedestrians. Information about laws and rules pertaining to driving and related issues should be made available at accessible sites and people made aware of this. Finally, the government must operationalise these policies. That will mark a true transition point for road traffic in India.

Bhandari is fellow, National Council of Applied Economic Research, and Dutta is research scholar, JNU.

TOI

Report: Urban India drowning in sewage

[Krishnamoorthy K]

NEW DELHI, DEC. 27:

Admitting that urban planning in the National Capital Region has not kept pace with increasing population, the Urban Development Minister, Mr Kamal Nath, today said the government is now trying to chart plans with a long-term perspective in mind.

“Population has increased and our planning could not match that pace. That is the real reason. Now we are trying to plan from a perspective as to what would be the population size in 2015 or 2030,” Mr Nath told reporters.

“The Master Plan should not be created looking at the past 30 years, but should be created looking at the coming 30 years,” he added.

‘INEFFICIENT LAND USAGE'

Mr Nath also said that infrastructure projects such as those of the Delhi Metro had not tapped in the economic value of land to fund themselves.

“In India, particularly in this region, usage of land has been very inefficient. We have not raised resources by monetisation. All over the world this has happened,” Mr Nath said.

“We still have very antique FAR (floor area ratio) laws. Monetisation is not looked at in terms of the economic strength it has. So monetisation of land should also be looked at for building infrastructure which is necessary,” he added.

New models of public private partnership have to be explored as government's resources would not be there all the time, he said.

Mr Nath was attending a workshop organised by the National Capital Region Planning Board (NCRPB). Explaining the idea of monetisation of land, Mr Nath later told reporters that the Delhi Metro should build commercial complexes along its routes to generate funds.

“The Delhi Metro should monetise land. Like wherever they are building their route and stations they should also build a commercial complex. This has happened across the globe. Both land monetisation and FAR, we are looking at both from a new perspective,” he told reporters.

STRESS ON PUBLIC TRANSPORT

In his speech, Mr Nath also suggested that investment in public transportation infrastructure coupled with developmental patterns that encouraged its use was the solution for the increasing urban population.

“Higher density housing, especially when it is supported by an effective transit infrastructure, can be preferred to low density sprawls. It means how do we look at FAR in a new way in terms of the huge density which is there now in our National Capital Region,” he said.

Replying to a query, Mr Nath said that high-rise buildings can come up only in places where the infrastructure existed. He also stressed the need for coordination between the road and the Metro networks in the National Capital Region.

NCRPB should monitor implementation of plans and land use policies, Mr Nath said.

Representatives of the Delhi, Haryana, Uttar Pradesh and Rajasthan governments were present at the workshop to discuss the plans for the development of the National Capital Region.

Business Line

No sealing, demolitions for three years in DelhiKamal Nath releases MagicBricks India Housing Report 2011 at AsiaConstruct 2011

[Krishnamoorthy K]

CHENNAI: Representatives of civic bodies from across the country are set to descend on the city soon. At the 10 edition of 'Municipalika,' to be organized by Good Governance India Foundation (GGIF) at the Chennai Trade Centre. From January 23 to 25, they will discuss ways of dealing with problems related to urban infrastructure, e-governance and waste management.

While many civic bodies have already begun preparations to showcase their achievements, the Greater Chennai corporation is yet. "We have not received any instructions from higher officials to prepare for the event," said a corporation official.

The Surat Municipal Corporation (SMC), which claims to be the first in the country to generate electricity from sewage gas emanating from the Sewage Treatment,is said to be in the final stages of preparations to showcase its achievements in the field of energy conservation and energy efficiency.

Municipalika focuses on municipal and local governance and will be attended by mayors, municipal commissioners and urban development officials of central andstate governments from all over the country. "Foreign experts are also expected," said GGIF executive director G Ibrahim. "We are expecting full participation of the Chennai Corporation," he said.

Union urban development minister Kamal Nath welcomed the GGIF's move to conduct the conference, Ibrahim said.

At the ninth edition held in Bangalore, around 1,200 delegates,including mayors, municipal commissioners, urban planners, policy makers and members of residents' associations from across the country, participated.

TOI

[engineer.akash]

pklaien remember we discussed this?

Originally Posted by engineer.akash

Cept study to mould urban planning policy


Street vendors to be accomodated under town planning in Ahmedabad







Karnataka to integrate hawkers in city infrastructure guideline



Someone finally saw my post.

Originally Posted by pkalein

at least our streets will clean up good move

Originally Posted by engineer.akash

Yes, but they must not let them do business on narrow busy roads at the cost of pedestrian infra,they can identify Streets exclusive for hawkers.

Originally Posted by pkalein

or construct some plazas where they get some space which will surely look good and won't eat up other space or construct UG streets

Originally Posted by pkalein

I think only karnataka and gujarat are doing good in terms of modernisation

Vending zone to address woes of pedestrians

Mysore, Jan 10, DHNS:

MCC readies proposal to send to Centre

In what would go in favour of pedestrians, the Mysore City Corporation (MCC) is all set to create a vending zone. Don’t be confused, how could the zone help pedestrians.

According to a survey, it’s footpath vendors who are coming in the way of pedestrians. Addressing students at an awareness rally organised by the traffic police as part of 23rd national road safety week at Kuvempunagar here on Tuesday, MCC commissioner K S Raykar disclosed that the civic body is waiting for a policy of the State Government to proceed further. The centre has recently approved a policy related to street vendors.

No sooner the State Government comes out with a similar policy, the city corporation will forward with a proposal to the union ministry of food processing. A total of 6,000 street vendors have been identified in the city and hence a need for vending zone. The rehabilitation package too is ready. The vendors will be evicted without force and accommodated at the dedicated slot according to the proposal.

He admitted that the street vendors encroaching foot path is increasing, and is also leading to their harassment in a way.

Following a request from corporator H S Nandish Preetham the commissioner also agreed to sponsor road painting and signages for the benefit of public.

[pkalein]

Originally Posted by engineer.akash

pklaien remember we discussed this? :


Vending zone to address woes of pedestrians

Thats really a fast move in less than two months their masterplan is ready and if they say that all vendors are ready then total work should not take more than 8-10 months that will be lightning fast hope this happens in cities and towns

[engineer.akash]

Originally Posted by pkalein

Thats really a fast move in less than two months their masterplan is ready and if they say that all vendors are ready then total work should not take more than 8-10 months that will be lightning fast hope this happens in cities and towns

Every city must work out a policy which is specific to their needs,a national policy at max can be a guideline,surat was picked by GOI for moulding a policy at national level.Probably because Surat is just on the verge of becoming a mega city but it is still not there yet and also surtis are great street food lovers,noticed that when I was in Surat.

[pkalein]

Originally Posted by engineer.akash

Every city must work out a policy which is specific to their needs,a national policy at max can be a guideline,surat was picked by GOI for moulding a policy at national level.Probably because Surat is just on the verge of becoming a mega city but it is still not there yet and also surtis are great street food lovers,noticed that when I was in Surat.

For talking about City level planning then Maharashtra govt. had a plan called Aurangabad Metropolitan Region Development Plan which was proposed in 2005 even CM Vilasrao Deshmukh declared it as 5th Metropolitan city in Maharashtra for that but that plan was approved just a month ago the plan was good but after 7 years whole scenario has changed and now they want to follow the plan which is nearly useless as there are legal homes in green zone and all acquisition problems so speed and Implementation does matter which is not easy at city level because they do not have much funds as central have but yea central should only give funds as for a person from chennai its very difficult to plan Delhi