REPORT ON
ASSESSMENT OF URBAN QUALITY OF LIFE IN ROORKEE
Submitted by: Abhishek Palit, Akshay Varshaney, Arshad Saifi, Navneet Kumar, Oshin Varughese, Raman Kant, Shreya Shukla. (First Semester, M.Arch.)
Submitted to: Prof. Mahua Mukherjee Prof. Gaurav Raheja
DEPARTMENT OF ARCHITECTURE AND PLANNING INDIAN INSTITUTE OD TECHNOLOGY, ROORKEE
NOVEMBER 2019 i
ACKNOWLEDGEMENT Firstly, we would like to express our sincere gratitude to our subject faculties Prof. Mahua Mukherjee & Prof. Gaurav Raheja for their continuous support for our study and research, for their patience, motivation, enthusiasm, and immense knowledge. Their guidance helped us in all the time of research and writing of this report. We could not have imagined having better advisors and mentors for our report. The following report is a group work but we could never have reached the heights or explored the depths without the help of books published by various authors, the e-books available on the internet, the research papers published by various authors and the various organizations and websites providing information related to my report topic. This work is an outcome of unparalleled infrastructural support that we have received from Indian Institute of Technology, Roorkee. Last but not the least, we would like to thank our family and friends who were always there to support us and encourage us throughout this process.
Thanking you.
Abhishek Palit (19510002) Akshay Varshaney (19510004) Arshad Saifi (19510005) Navneet Kumar (19510006) Oshin Varughese (19510007) Raman Kant (19510010) Shreya Shukla (19510012)
ii
TABLE OF CONTENTS 1
INTRODUCTION ................................................................................................................ 13 AIM ................................................................................................................................ 14 OBJECTIVES ................................................................................................................ 14 SCOPE ........................................................................................................................... 15 LIMITATIONS .............................................................................................................. 15 METHODOLOGY ......................................................................................................... 15
2
PHYSICAL ASPECT OF URBAN QUALITY OF LIFE .................................................... 16 INTRODUCTION .......................................................................................................... 17 METHODOLOGY ......................................................................................................... 17 2.2.1
DEMOGRAPHY .................................................................................................... 17
2.2.2
NEIGHBORHOOD CHARACTER ....................................................................... 18
2.2.3
SERVICES AND FACILITIES THAT FULFIL PUBLIC NEEDS – HEALTH,
EDUCATION, SANITATION ............................................................................................. 18 2.2.4
ECO AND SAFE BUILDINGS AND HOUSINGS THAT FULFIL PEOPLE’S
NEEDS 19 2.2.5
BUILDING DESIGN TO INCREASE HUMAN COMFORT (CONSIDERING
THE BUILT AND UNBUILT ENVIRONMENT) .............................................................. 20 2.2.6
WELL DESIGNED STREET AND OPEN SPACES BY A WELL-STRUCTURED
BUILDING LAYOUT .......................................................................................................... 20 2.2.7
HIERARCHY
OF
COMPLETE
STREET
NETWORKS
BASED
ON
PEDESTRIAN AND VEHICULAR LOAD ........................................................................ 21 ANALYSIS .................................................................................................................... 23 2.3.1
PHYSIOGRAPHIC CHARACTERISTICS OF SITE............................................ 23
2.3.2
BUILT AND OPEN SPACES ............................................................................... 24
2.3.3
LAND – USE .......................................................................................................... 25 1
2.3.4
ACTIVITY MAPPING ........................................................................................... 26
2.3.5
PEDESTRIAN MOVEMENT AND PARKING ................................................... 27
2.3.6
HUMAN COMFORT ASSESSMENT FOR ZONE – 6 ........................................ 28
2.3.7
SHADOW ANALYSIS .......................................................................................... 28
2.3.8
SENSORY MAP – SMELL.................................................................................... 29
2.3.9
NOISE MAP ........................................................................................................... 30
2.3.10 WALKABILITY ANALYSIS MAP ...................................................................... 31 CASE STUDY ............................................................................................................... 32 2.4.1
CASE STUDY 1- IMPROVING ROAD SAFETY USING TACTICAL
URBANISM - CREATING CHILD FRIENDLY STREET IN CHENNAI ........................ 32 2.4.1.1
IDENTIFICATION OF ISSUES ..................................................................... 32
2.4.2
Actions .................................................................................................................... 33
2.4.3
CASE STUDY 2- BHUBANESHWAR STREET VENDING INTERVENTION 36
2.4.3.1
ISSUES FACED .............................................................................................. 36
2.4.3.2
POLICY FRAMEWORK ................................................................................ 36
2.4.3.3
PUBLIC PRIVATE PARTNERSHIP – COMMUNITY MODEL ................. 37
2.4.3.4
SUSTAINABILITY AND INCLUSION ........................................................ 38
INTERVENTION – CREATING ACTICATED PUBLIC SPACE .............................. 39
3
2.5.1
INTRODUCTION .................................................................................................. 39
2.5.2
SITE LOCATION ................................................................................................... 39
2.5.3
DESIGN LAYOUT PLAN ..................................................................................... 40
2.5.4
COMPONENTS OF THE DESIGN ....................................................................... 41
MOBILITY ASPECT OF URBAN QUALITY OF LIFE .................................................... 42 INTRODUCTION ......................................................................................................... 43 ANALYSIS .................................................................................................................... 43
2
3.2.1
ROORKEE HIGHWAY STRETCH (ZONE 6) ..................................................... 43
3.2.1.1
ISSUES ON JUNCTION A ............................................................................. 43
3.2.1.2
ISSUES ON JUNCTION B ............................................................................. 45
3.2.2
TRAFFIC ANALYSIS MAP .................................................................................. 45
3.2.3
COMBINED TRAFFIC MAP ................................................................................ 47
3.2.4
EXISTING SCENARIO ......................................................................................... 48
CASE STUDIES ............................................................................................................ 49 3.3.1
ITDP, COIMBATORE, TAMIL NADU ................................................................ 49
3.3.2
ITDP, CHENNAI, TAMIL NADU ........................................................................ 51
INTERVENTION .......................................................................................................... 52 3.4.1
INTERVENTION JUNCTION A........................................................................... 52
3.4.2
INTERVENTION JUNCTION B ........................................................................... 52
CONCLUSION .............................................................................................................. 53 4
ENVIRONMENTAL ASPECT OF URBAN QUALITY OF LIFE..................................... 54 INTRODUCTION .......................................................................................................... 55 ANALYSIS .................................................................................................................... 55 4.2.1
NEED OF SOLID WASTE MANAGEMENT ...................................................... 55
4.2.2
CURRENT SCENARIO OF WASTE DISPOSAL AT THE STRETCH .............. 57
4.2.3
BEHAVIOUR IN HANDLING AND DISPOSAL OF SWM ............................... 58
4.2.4
PRIORITIES FOR THE STRETCH....................................................................... 58
CASE STUDIES ............................................................................................................ 59 4.3.1
CASE STUDY-1 ..................................................................................................... 59
4.3.2
CASE STUDY-2 ..................................................................................................... 61
PROPOSED MODEL (INTERVENTION) ................................................................... 62 4.4.1
STAGE-1 ................................................................................................................ 63 3
4.4.2
STAGE-2 ................................................................................................................ 63
4.4.3
STAGE-3 ................................................................................................................ 64
4.4.3.1
TREATMENT OF GENERATED WASTE- BIO DEGRADABLE .............. 64
4.4.3.2
TREATMENT OF GENERATED WASTE- NON BIO DEGRADABLE (RE
USABLE MATERIALS) .................................................................................................. 64 4.4.3.3
TREATMENT OF GENERATED WASTE- NON BIO DEGRADABLE (RE
CYCLABLE MATERIALS) ............................................................................................ 64 4.4.4
STAGE-4 ................................................................................................................ 64
4.4.5
AFTERMATH OF THE IMPLEMENTATION OF PROPOSED MODEL .......... 65
CONCLUSION .............................................................................................................. 65 5
PSYCHOLOGICAL ASPECT OF URBAN QUALITY OF LIFE ...................................... 66 INTRODUCTION .......................................................................................................... 67 ANALYSIS .................................................................................................................... 67 5.2.1
STTRATEGY ......................................................................................................... 67
5.2.2
EXISTING SCENARIO ......................................................................................... 68
EXISTING SCENARIO-DAY ......................................................................................... 68 EXISTING SCENARIO – NIGHT ................................................................................... 69 5.2.3
DISCOMFORT MAP ............................................................................................. 70
5.2.4
STAKEHOLDER ANALYSIS ............................................................................... 72
CASE STUDIES ............................................................................................................ 73 5.3.1
GENDER CENTRIC SAFETY .............................................................................. 73
CASE STUDY: GENDER-SENSITIVE PUBLIC SQUARE DESIGN: REDESIGN OF CHRISTIAN BRODA PLATZ ......................................................................................... 73 5.3.2
COMMUNITY PARTICIPATION ........................................................................ 75
CASE STUDY: GLOBAL CLIMATE STRIKE 2019 ..................................................... 75 CASE STUDY: THERE IS NO EARTH B ...................................................................... 75 4
5.3.3
GREAT ACTIVITIES & DESTINATIONS .......................................................... 76
CASE STUDY: STRØGET – COPENHAGEN, DENMARK......................................... 76 5.3.4
SAFETY ................................................................................................................. 77
CASE STUDY: BROADWAY AVENUE – NEW YORK, NEW YORK ...................... 77 5.3.5
INVITING AND RICH IN DETAIL ...................................................................... 78
CASE STUDY: CLARION ALLEY – SAN FRANCISCO, CALIFORNIA .................. 78 5.3.6
DESIGNED FOR LINGERING ............................................................................. 79
CASE STUDY: MARINE DRIVE – MUMBAI, INDIA ................................................. 79 5.3.7
INTERACTIVE AND SOCIAL ............................................................................. 80
CASE STUDY: SHERRETT STREET & 9TH AVENUE – SHARE IT SQUARE – PORTLAND, OREGON................................................................................................... 80 5.3.8
ACCESSIBLE......................................................................................................... 81
CASE STUDY: 5TH AND 6TH AVENUES – PORTLAND TRANSIT MALL – PORTLAND, OREGON................................................................................................... 81 INTERVENTION .......................................................................................................... 82 5.4.1
INTERVENTION AREA A ................................................................................... 82
5.4.2
INTERVENTION AREA B ................................................................................... 83
5.4.3
DESIGN .................................................................................................................. 84
CONCLUSION .............................................................................................................. 87 6
SOCIAL ASPECT OF URBAN QUALITY OF LIFE ......................................................... 88 INTRODUCTION .......................................................................................................... 89 ANALYSIS OF THE STRETCH .................................................................................. 92 CASE STUDIES ............................................................................................................ 95 6.3.1
NANMA MARAM , KERALA .............................................................................. 95
6.3.2
PERUMBAVOOR , KERALA .............................................................................. 96
6.3.3
KANKARIYA REDEVELOPMENT, AHMEDABAD ......................................... 97 5
INTERVENTION ........................................................................................................ 108 CONCLUSION ............................................................................................................ 112 7
ECONOMICAL ASPECT OF URBAN QUALITY OF LIFE........................................... 113 INTRODUCTION ........................................................................................................ 114 7.1.1
CIRCULAR ECONOMY ..................................................................................... 114
7.1.2
CIRCULAR ECONOMY PRINCIPLES .............................................................. 115
7.1.3
FIVE BUSINESS MODELS TO MAINSTREAM CIRCULAR ECONOMY .... 116
7.1.4
HOW TO IMPLEMENT CIRCULAR ECONOMY? .......................................... 118
CASE STUDIES .......................................................................................................... 121 7.2.1
3SIXTY-TURNING RECYCLED PLASTIC BOTTLES INTO TOWELS ........ 121
7.2.2
REBLEND: CIRCULAR FABRICS & FASHION .............................................. 122
7.2.3
REUSABLE CERAMIC TILES ........................................................................... 123
7.2.4
RECOVERED AND RECYCLED INDUSTRIAL PACKAGING ..................... 124
INTERVENTION ........................................................................................................ 126 7.3.1
PAID BIODIGESTER TOILETS ON SITE......................................................... 126
CONCLUSION ............................................................................................................ 131 8
GOVERNANCE & MANAGEMENT ASPECT OF URBAN QUALITY OF LIFE ........ 132 INTRODUTION .......................................................................................................... 133 8.1.1
POTENTIALS OF HIGHWAY ON A CITY/TOWN.......................................... 134
8.1.2
NEED .................................................................................................................... 134
ANALYSIS .................................................................................................................. 135 8.2.1
POLITICAL MOTIVATION TOWARDS HIGHWAYS .................................... 135
8.2.2
POLITICAL SYSTEM IN UTTARAKHAND .................................................... 135
8.2.3
POLITICAL SYSTEM IN ROORKEE ................................................................ 135
8.2.4
WHO’S WHO? ..................................................................................................... 137 6
8.2.5
GOVERNMENT MOTIVATION ........................................................................ 139
8.2.5.1
SWACHH BHARAT MISSION URBAN .................................................... 139
8.2.5.2
NATIONAL URBAN TRANSPORT POLICY ............................................ 140
8.2.5.3
AMRUT SCHEME........................................................................................ 142
8.2.5.4
HRIDAY ........................................................................................................ 142
CASE STUDIES .......................................................................................................... 142 8.3.1
CASE STUDY ON NAMMA TOILET BY TAMILNADU10 NAMMA ........... 142
8.3.2
CASE STUDY ON DECENTRALIZED WASTE MANAGEMENT SYSTEM FOR
APARTMENT COMPLEXES - A PUBLIC-PRIVATE INITIATIVE IN COCHIN ........ 144 INTERVENTION ........................................................................................................ 145 8.4.1
MANIFESTO ........................................................................................................ 145
8.4.2
INTERVENTION DESIGN ................................................................................. 146
Intervention Design ................................................................................................................. 146 CONCLUSION ............................................................................................................ 151 9
REFERENCES ................................................................................................................... 152
7
LIST OF FIGURES Figure 2.1 Methodology - Physical Urban Quality of life ............................................................ 22 Figure 2.2 Zone 5 - Built and open spaces ................................................................................... 24 Figure 2.3 Zone 6 – Built and Open Spaces ................................................................................. 24 Figure 2.4 Zone 5 - Land Use Plan .............................................................................................. 25 Figure 2.5 Zone 6 - Land Use Plan ............................................................................................. 25 Figure 2.6 Zone 5 - Activity Mapping Plan ................................................................................. 26 Figure 2.7 Zone 6 - Activity Mapping Plan .................................................................................. 26 Figure 2.8 Zone 5 – Pedestrian Movement and Parking Plan ..................................................... 27 Figure 2.9 Zone 6 – Pedestrian Movement and Parking Plan ..................................................... 27 Figure 2.10 Shadow Analysis Map ............................................................................................... 28 Figure 2.11 Sensory Map - Smell ................................................................................................. 29 Figure 2.12 Acoustical Comfort Map ........................................................................................... 30 Figure 2.13 Walkability Analysis Map ......................................................................................... 31 Figure 2.14 Movement of children on road .................................................................................. 32 Figure 2.15 Damaged Footpaths .................................................................................................. 32 Figure 2.16 Open Urinification .................................................................................................... 32 Figure 2.17 Illegal Parking ......................................................................................................... 33 Figure 2.18 Fast Moving Traffic .................................................................................................. 33 Figure 2.19 Public, Private and Community participation model ............................................... 37 Figure 2.20 Site Location ............................................................................................................ 39 Figure 2.21 Layout Plan .............................................................................................................. 40 Figure 2.22 Design Renders ........................................................................................................ 41 Figure 3.1 Crowded junction A with traffic, poles, vendors from Pizza Hut .............................. 43 Figure 3.2 Bottleneck at junction A due to parking ...................................................................... 44 Figure 3.3 Highway suddenly gets narrow from Junction A to Junction B .................................. 44 Figure 3.4 Non-functioning Street lights, poor legibility of signage ............................................ 44 Figure 3.5 Abrupt diversion of traffic from Haridwar side to internal road maneuvering from wrong side around street floodlight fixed in the junction ............................................................ 45 Figure 3.6 Cars movement and density ........................................................................................ 45 Figure 3.7 Buses movement and density ....................................................................................... 45 8
Figure 3.8 Pedestrian and Hawkers movement ............................................................................ 46 Figure 3.9 NMT 2-wheeler movement .......................................................................................... 46 Figure 3.10 Motorized 2-wheeler movement ................................................................................ 46 Figure 3.11 E-rickshaw movement ............................................................................................... 46 Figure 3.12 Combined traffic map showing different traffic movement pattern and density during peak evening time. ......................................................................................................................... 47 Figure 3.13 Section at Junction A................................................................................................. 48 Figure 3.14 Section at Junction B................................................................................................. 48 Figure 3.15 Footpaths includes space for business frontage (frontage zone), space for pedestrian mobility (pedestrian zone) that is at least 1.8m wide in residential areas and 2.5m in commercial areas, and space for landscaping and street furniture (furniture zone) ....................................... 49 Figure 3.16 Footpath are continuous even at property entrances for uninterrupted pedestrian movement. The height of the footpath remains the same. ............................................................. 49 Figure 3.17 Raised pedestrian crossing reduces vehicle speed, thereby increasing pedestrian safety ............................................................................................................................................. 50 Figure 3.18 Raised pedestrian crossing at intersection ............................................................... 50 Figure 3.19 Livable street crossing with ‘refuge islands’ on medians, so that several people can stand on them while waiting to cross ensuring easy traffic flow and pedestrian safety. .............. 51 Figure 3.20 Optical illusion: 3D zebra crossing tricks drivers to slow down speed.................... 51 Figure 3.21 Table top crossing increasing visibility and making road crossing easy ................. 51 Figure 4.1 Previous and Projected Population/ Municipal Solid Waste Status ........................... 56 Figure 4.2 Physical characterization of the municipal solid waste.............................................. 57 Figure 4.3 Location and pattern of dumping of solid waste ......................................................... 57 Figure 4.4 Integrated Waste Management Hierarchy .................................................................. 58 Figure 4.5 Key characterstics of Manek Chowk ........................................................................... 59 Figure 4.6 Activity patterns in manek chowk - early mornings .................................................... 60 Figure 4.7 Activity patterns in manek chowk – After noon........................................................... 60 Figure 4.8 Activity patterns in manek chowk – Evening .............................................................. 61 Figure 4.9 Inside of the waste treatment plant ............................................................................. 61 Figure 4.10 Flow of the waste according to the proposed model ................................................ 62 Figure 4.11 Awareness rally by the primary school students ....................................................... 63 9
Figure 4.12 Waste collected by Nagar Nigam .............................................................................. 63 Figure 4.13 Artifacts made out of waste. ...................................................................................... 64 Figure 4.14 Recycleable materials ............................................................................................... 64 Figure 5.1 Public Square in Vienna ............................................................................................. 74 Figure 5.2 snapshot of instagram page of "there is no Earth B" ................................................. 76 Figure 5.3 Strøget during the holiday season (Photo courtesy of Denmark Adventure Priority on Flickr) ........................................................................................................................................... 77 Figure 5.4 Broadway Avenue, New York (Photo courtesy of NYC DOT on Flickr)..................... 78 Figure 5.5 Clarion Alley (Photo courtesy of torbakhopper on Flickr)......................................... 79 Figure 5.6 Marine Drive (Photo courtesy of Elizabeth Ramaccia on Flickr) .............................. 79 Figure 5.7 Sherrett Street (Photo courtesy of The City Repair Project) ...................................... 80 Figure 5.8 October 20, 2009- Portland, OR- TriMet’s MAX Green Line Light Rail Project (PPS) ....................................................................................................................................................... 81 Figure 5.9 plan of space 1 ............................................................................................................ 84 Figure 5.10 Plan of space 2 .......................................................................................................... 85 Figure 5.11 Section A-A ................................................................................................................ 86 Figure 5.12 Seating detail and section ......................................................................................... 86 Figure 5.13 Section B-B ................................................................................................................ 86 Figure 6.1 Parameters .................................................................................................................. 89 Figure 6.2 wheel of urban prosperity ........................................................................................... 90 Figure 6.3 Location 1 ................................................................................................................... 92 Figure 6.4 Photos of the area at night .......................................................................................... 92 Figure 6.5 Location 2 ................................................................................................................... 93 Figure 6.6 Location 3 ................................................................................................................... 94 Figure 6.7 Land use map of the node ........................................................................................... 94 Figure 6.8 Nanma maram, Kochi ................................................................................................. 95 Figure 6.9 Extensive spitting on the walls .................................................................................... 96 Figure 6.10 Pictures f Gods stuck on the walls prevented people from sptting on them.............. 96 Figure 6.11 Kankariya , Source : Google Earth .......................................................................... 97 Figure 6.12 Evolution ................................................................................................................... 98 Figure 6.13 Contour map of the area ........................................................................................... 98 10
Figure 6.14 Kankariya redevelopment plan ................................................................................. 99 Figure 6.15 Site layout................................................................................................................ 100 Figure 6.16 Resdential Land use ................................................................................................ 101 Figure 6.17 Recreational Land use ........................................................................................... 101 Figure 6.18 Intervention in the area ........................................................................................... 102 Figure 6.19 Chart with other infrastructure facilities incorporated .......................................... 103 Figure 6.20 Work plan - Social groups ...................................................................................... 105 Figure 6.21 Comparison between the vendors before and after redevelopment ........................ 105 Figure 6.22 Section ..................................................................................................................... 106 Figure 6.23 Photo of the area Before redevelopment................................................................ 106 Figure 6.24 Photo of the area at night After redevelopment ...................................................... 107 Figure 6.25 Location 1 key plan ................................................................................................ 108 Figure 6.26 Location 1 ............................................................................................................... 109 Figure 6.27 Location 3 key plan ................................................................................................. 110 Figure 6.28 Location 3 ............................................................................................................... 111 Figure 7.1 Circular Economy ..................................................................................................... 114 Figure 7.2 Concept of Circular Economy................................................................................... 115 Figure 7.3 Business Models ........................................................................................................ 116 Figure 7.4 Circular economy in India for cities and construction ............................................. 116 Figure 7.5 Circular economy for food and agriculture .............................................................. 117 Figure 7.6 Circular economy for vehicle and manufacturing .................................................... 117 Figure 7.7 Circular Economy Cycle ........................................................................................... 120 Figure 7.8 Towels from Plastic................................................................................................... 121 Figure 7.9 Fabric from waste ..................................................................................................... 123 Figure 7.10 Recycled Floor Tiles ............................................................................................... 124 Figure 7.11 Recycled packing..................................................................................................... 125 Figure 7.12 Biodigester Toilets .................................................................................................. 126 Figure 7.13 The working of Biodigester ..................................................................................... 127 Figure 7.14 Biodigetser cum reed beds ...................................................................................... 128 Figure 7.15 Indian style bio- digester toilets .............................................................................. 128 Figure 7.16 Proposal for toilets on site ...................................................................................... 129 11
Figure 7.17 Proposal for toilets on site ...................................................................................... 129 Figure 7.18 Site plan................................................................................................................... 130 Figure 8.1: NH-58 ...................................................................................................................... 133 Figure 8.2 Graph showing how good highway network reduces production cost. .................... 134 Figure 8.3 Bharatmala Logo ...................................................................................................... 135 Figure 8.4 Local Government Directory Flowchart................................................................... 136 Figure 8.5 Major functionaries................................................................................................... 137 Figure 8.6 Key Components of SBM (U) .................................................................................... 139 Figure 8.7 Implementation Strategies of SBM (U) .................................................................... 140 Figure 8.8 Sarv Shiksha Abhiyan Logo ...................................................................................... 145 Figure 8.9 wall painting in rajasthan ......................................................................................... 146 Figure 8.10 Advertisement of Gujarat for Swachh Bharat ......................................................... 147 Figure 8.11 Swachh Bharat Mission Advertisement................................................................... 147 Figure 8.12 Swachh Bharat mission advertisements showing waste segregation at its source 148 Figure 8.13 Swachh Bharat campaigns ..................................................................................... 148 Figure 8.14 Campaign for sanitation ......................................................................................... 149 Figure 8.15 Small competitions for awareness.......................................................................... 149 Figure 8.16 Wall painting showing Rajasthani tradition .......................................................... 149 Figure 8.17: wall painting in jaipur Rajasthan .......................................................................... 150 Figure 8.18 Wall painting showing tribal dance in Raipur ........................................................ 150
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1 INTRODUCTION Roorkee is spread over a flat terrain under Sivalik Hills of Himalayas and is developed on the banks of Ganges Canal, its dominant feature, which flows from north–south through middle of the city. The city has its own character, features, identity, perspectives and also drawbacks and issues. The stretch taken for study, from NIH gate till Pizza hut junction, is shown below:
The purpose of this report is to analyse existing scenarios and issues in Roorkee and propose interventions that can make Roorkee more livable, safe, comfortable and people centric, through the lens of sustainability in the study area chosen. Though researchers are still arguing on how to define “livable”, it can still be defined on a broader basis as the high quality of life for people. Livability for all is an equitable distribution of services. 13
Livability and livable places are defined as how local people are willing to work to make their community a better place. A community usually defines for itself what livability is. Quality of life has been widely used in a wide range of contexts, including the fields of international development, healthcare, political science, built environment, education, recreation and leisure time, and social belonging. The objective of this paper is to study the urban design features that could enhance the quality of life in the built environment through the analysis of contemporary urban planning theories and approaches; whereas the objectives of these theories and approaches are to develop communities that will more successfully serve the needs of those who live and work and to control the urban sprawl while enhancing urban quality of life. These features of urban design are introduced in the form of a set of urban planning principles called Urban quality of life parameters. 7 parameters have been defined and one student has worked on each parameter namely: 1. Physical aspect of urban quality of life: Abhishek Palit 2. Mobility aspect of urban quality of life: Akshay Varshney 3. Environmental aspect of urban quality of life: Arshad Saifi 4. Psychological aspect of urban quality of life: Shreya Shukla 5. Social aspect of urban quality of life: Oshin Varughese 6. Economical aspect of urban quality of life: Raman Kant 7. Governance and management aspect of urban quality of life: Navneet Kumar
AIM To study and analyze the chosen study area in Roorkee , identify the potentials and issues in the stretch and to put forward comprehensive and practical design interventions and solutions for improving the urban quality of life .
OBJECTIVES 1. To identify the potential and issues in the stretch based on the chosen 7 parameters of the Urban quality of life: Physical, Environmental, Mobility, Psychological, Social, Economical and Political. 2. To draw possible ideologies and lessons from similar interventions globally and nationally. 3. To conduct few live experiments to study people’s behaviour in public places. 4. To arrive at practical design interventions that maybe implemented in the given study area based on the findings. 14
SCOPE The scope of this report is limited to the study of a stretch in the city of Roorkee. Assessment of Urban Quality of Life Parameters on the same stretch and add possible solutions and interventions.
LIMITATIONS The Study is limited to one single stretch in Roorkee The paucity of time.
METHODOLOGY Various methods were followed for the analysis of this report. Numerous surveys were conducted to understand the context and understand the users. Also, documents from web browsing, journals, articles were used to expanse knowledge on the respective topics. Literature of this report was guided by such articles and books, one for building up the knowledge to influence writing and other to quote/use essential data as it is. Numerous desk appraisals, national and international both were done for a better understanding of the subject.
15
2 PHYSICAL ASPECT OF URBAN QUALITY OF LIFE
16
INTRODUCTION “Socrates, we have strong evidence that the city pleased you; for you would never have stayed if you had not been better pleased with it” – Plato The desire to improve the quality of life in a particular place or for a particular person or group is an important focus of attention for planners. Improving the quality of life in cities is no longer a simple matter of bricks and mortar, but the human satisfaction with different urban attributes such as transportation, quality of public spaces, recreational opportunities, land use patterns, population and building densities, and ease of access for all to basic goods, services and public amenities. As well as social attributes such as protecting public health, safety and security, education and social integration, promoting equality and respect for diversity and cultural identities, increased accessibility for persons with disabilities, preservation of historic, spiritual, religious and culturally significant buildings and districts, promoting spatial diversification and mixed use of housing and services at the local level in order to meet the diversity of needs and expectations. These are in addition to environmental attributes such as respecting local landscapes and treating the local environment with respect and care. This study focuses on analyzing the different parameters for the Physical Urabn Quality of Life, creating analysis of Human Comfort Levels in the Urban Context and Quality of Infrastructure and Analysing the Walkability of the Stretch. Also, there are a few interventions that have been proposed in order to improve the Quality of Life with Sustainable measures and also changing the Human Behaviour.
METHODOLOGY Study of physical urban quality of life – based on parameters. 2.2.1 DEMOGRAPHY a.
Identification and Analysis of Issues and Scope i.
Identification of Demographics of the City – Population and Numbers
ii.
Identification of Settlement of Demography at different zones
iii.
Identification of Density at the Zone
iv.
Identification of Typologies of Population at Zone
b.
Action Items i.
Analysis of the City Demographics
ii.
Visual Survey – Concentration of Demography at the Zones 17
iii.
Identification of Typologies
iv.
Analysis of Changing Demography of the Zone – Analysis of future demography
2.2.2 NEIGHBORHOOD CHARACTER a.
Identification of Scope and Issues and findings Identification of Neighborhood Skyline – Structure Heights and Form – Style of
i.
Architecture ii.
Identification of Prominent Structure
iii.
Identification of Materials, Forms, Colors and Characters of the Structures
iv.
Identification of Infrastructure available at the Neighborhood
v.
Identification of Amenities available
b.
Action Items Visual Survey of Neighborhood – Skyline, Structure Heights, Materials, Forms,
i.
Colors, Architectural Style, Fenestrations, Characters, Urban Infrastructure, Amenities. ii.
Visualization of the Current Scenario (Representation and Informative)
iii.
Identification of Prominent Neighborhood Style/Character
iv.
Analysis for Scope of Retrofitting
v.
Analysis of Issues and Threats
vi.
Analysis of Opportunities
2.2.3 SERVICES AND FACILITIES THAT FULFIL PUBLIC NEEDS – HEALTH, EDUCATION, SANITATION a.
Identification of Scope and Issues i.
Identification of Health Facilities corresponding to the Stretch – No. of Public Health infrastructure in place – No. of Private infrastructures –
ii.
Quality and Services Provide at the facility – Types of Services –
iii.
Identification of Issues and Lack of Services
iv.
Identification of Requirements – by Public Perception and government standards
v.
Affordability of Stakeholders to these Health facility
vi.
Identification of Education Facilities near the Zone
vii.
Quality and Levels up to which the education is provided
viii.
Analysis of the Requirement by Government Standards
18
ix.
Affordability of Stakeholders to these educational facility
x.
Identification of Sanitation Infrastructure Provided by the Government
xi.
Identification of the Quality and Cleanliness of these infrastructures
xii.
Identification of Affordability and Users
xiii.
Identification of Requirements by public perception
xiv.
Location of the Prominent services from the zone
xv.
Connectivity to the Services
b.
Action Plan i.
Visual Survey of Facilities – Identification of Location – Quality Analysis – Level of Facility – Issue Identification
ii.
Analysis of Location of other city Facilities – Visual Survey of the Facility – Connectivity Analysis – Level of Facility
iii.
Analysis of Government Standards for the fulfilment of Services and Facilities – requirements – Gap Identification
iv.
Questionnaire/Interview with Stakeholders – Analyzing the Gap and Issues faced
2.2.4 ECO AND SAFE BUILDINGS AND HOUSINGS THAT FULFIL PEOPLE’S NEEDS a.
Identification of Scope and Issues i.
Identification of Present Built Environment – Appraisal and Requirements
ii.
Identification of Structural Integrity of the Buildings
iii.
Identification of Housing Need and Demand for the Zone
iv.
Identification of Measures to ensure design intervention to be Eco-Friendly and Safe
b.
Action Items i.
Visual Survey of the Current Built Environment-Structural-Environmental-Appraisal and Deficiencies-Issue Identification
ii.
Analysis of the Survey
iii.
Measures to be adopted for Eco and Safe Buildings
iv.
Design Intervention
19
2.2.5 BUILDING
DESIGN
TO
INCREASE
HUMAN
COMFORT
(CONSIDERING THE BUILT AND UNBUILT ENVIRONMENT) a.
Identification of Scope and Issues i.
Identification of Housing Typologies in the Stretch
ii.
Identification of Human Comfort Levels at these Structures – Indoor
iii.
Identification of National Codes and Standards that can be applicable
iv.
Identification of Issues and Comfort Gap
v.
Identification of Zones with Optimum and Very less Human Comfort Levels in the Urban Context – Outdoor
vi. b.
Identification of Measures to ensure Human Comfort Action Plan
i.
Study of Human Comfort Levels at the Buildings – Indoor – Identification of Public Infrastructure with Optimum and Least Comfort Levels
ii.
Study of Human Comfort levels at the Outdoors – Identification of Zones and Areas with Optimum and Least Comfort Levels
iii.
Questionnaire/Interview to Analyze the comfort of Stakeholders in the Buildings and Urban Areas
iv.
Intervention through Design to ensure Human Comfort Levels – Indoor and Outdoor
2.2.6 WELL DESIGNED STREET AND OPEN SPACES BY A WELLSTRUCTURED BUILDING LAYOUT a.
Identification of Scope and Issues i.
Identification of Built Environment – Building Skyline – Order of Structures – Design – Architecture – Nature of Buildings – Materials – Structure of Building Layouts
ii.
Analysis of Street Pattern – Urban Infrastructure – Street Furniture – Street Widths and Shape – Connectivity and Interlinkages
iii.
Analysis of Street Width to Building Height – Human Eye Movement across the Street
iv.
Identification of Issues and Break Points in Visual Balance
v.
Identification of Open Spaces in the Built Environment
vi.
Identification of gaps between the Structures
vii.
Identification of Safety of Streets – Analysis – Issue Identification 20
b.
Action Items Visual Survey of Buildings – Skyline – Eye Movement – Breaks – Gaps – Focus Points
i.
– Unpleasant Points ii.
Visual Survey of Open Spaces
iii.
Survey of Streets – Measurements – Infrastructure – Facilities – Life – Safety
2.2.7 HIERARCHY OF COMPLETE STREET NETWORKS BASED ON PEDESTRIAN AND VEHICULAR LOAD a.
Identification of Scope and Issues i.
Identification of Road and Streets – Connectivity to and from prominent zones
ii.
Identification of No. of Passengers – Car Passenger Units – Analysis of no. of vehicles – Traffic Survey – Day and Night Analysis
iii.
Identification of Pedestrian Movement – Footfall – Activity – To and from movement
iv.
Identification Pedestrian Facilities and Quality of Network
v.
Identification of High Vehicular Load Zones
vi.
Identification of Conflict Points
vii.
Identification of Most Accident-prone Zones
viii.
Identification of Pedestrian Safety – Crime – Accident – Speeding – Day and Night – Identification of vulnerable zones
ix. b.
Identification/Analysis of Accessibility to Major Services and Facilities Action Plan
i.
Road and Street Survey – Junctions and Connectivity
ii.
Analysis of major points – to and from movement of Traffic
iii.
Traffic Survey – Car Passenger Unit Survey – Identification of Traffic Typology – Load – Dense Zones -
iv.
Visual Survey of Pedestrian Movement
v.
Questionnaire/Interview of Pedestrians/Traffic – Safety – Connectivity – To and from movement – Preferences – Design Options – Acceptance - Needs
vi.
Questionnaire/Interview – Authorities- Identifying Conflicting points and AccidentProne Zones
vii.
Seasonal Footfall Traffic Survey/Analysis – Efficiency – Planning – Infrastructure – (Government Bodies – Police Station – Traffic Police Station) 21
viii.
Analysis of Hierarchy based on typologies
ix.
Design Intervention
Figure 2.1 Methodology - Physical Urban Quality of life
22
ANALYSIS 2.3.1 PHYSIOGRAPHIC CHARACTERISTICS OF SITE A.
LOCATION
B. CLIMATE The climate at Roorkee is extreme during winters as well as summers. During winters, the temperature falls down to as low as 1 – 20 degC. In summers the temperature goes up to as high as 41 – 43 degC. The Rainfall is average and the downpour is heavy in the months of July and August. Roorkee has a typical climate as in the plains of Northern India with a touch of the winter chill – a clear effect of the proximity to the hills.
23
2.3.2 BUILT AND OPEN SPACES Zone 5 – NIH Gate to National Highway Stretch This Zone is majorly residential with a few coaching institutes and eateries. Thereare a few open spaces. The roads are wide and serene. There is not much of movement on this zone with a few mechanic shops and eateries on the right side.
Figure 2.2 Zone 5 - Built and open spaces
Zone 6 – National Highway to Pizza Hut Junction This Zone being on the national highway has fast moving traffic with a foster home and few residences. The zone also has many mechanic shops and commercial complexes. There are also presence of street vendors and eateries.
Figure 2.3 Zone 6 – Built and Open Spaces
24
2.3.3 LAND – USE The Predominant Land – Use for the Zone 5 is Residential with an Institution. Also there are a few Commercial Activities around the Stretch. The Land Use for the Zone 6 is majorly commercial and Institutional, with a few residential zones.
Figure 2.4 Zone 5 - Land Use Plan
Figure 2.5 Zone 6 - Land Use Plan
25
2.3.4 ACTIVITY MAPPING The Zone 5 being a Residential Zone incorporates very few activities like on street vending, pedestrian walking, some shops and Coaching centres. The Zone 6 is a Commercial zone with a lot of activities like hawking, vending, shopping, eateries etc.
Figure 2.6 Zone 5 - Activity Mapping Plan
Figure 2.7 Zone 6 - Activity Mapping Plan
26
2.3.5 PEDESTRIAN MOVEMENT AND PARKING The Zone 5 has a Pedestrian friendly road with some areas having pedestrian footpaths and also the Vehicular movement is less and at a slow speed making it safe for the Pedestrians. While, the Zone 6 has a heavy speeding traffic, and no pedestrian footpaths making it unsafe and uncomfortable pedestrian space.
Figure 2.8 Zone 5 – Pedestrian Movement and Parking Plan
Figure 2.9 Zone 6 – Pedestrian Movement and Parking Plan
27
2.3.6 HUMAN COMFORT ASSESSMENT FOR ZONE – 6 The Human Comfort in Urban context can be assessed using the following parameters: 1. Shading – The Shadow Analysis is done to analyze the Thermal Comfort of the zone. This study also tells us the preference of pedestrians based on the sun movement and radiation. 2. Sensory Analysis – Smell – The Smell Analysis is used to analyze the various odors and fragrances one experience while walking through the site. This also analyses the psychological preference of the user. 3. Sensory Analysis – Sound – The sound Measurement is done at different parts of the stretch to analyze the amount of discomfort experienced by the users in hearing and how this noise change the mood and behavior and risk the user. 4. Walkability – Based on the Comfort parameters and also analysis and survey of the physical characteristics of the place, walkability analysis is done to analyze the preference of the user on the site.
2.3.7 SHADOW ANALYSIS
Figure 2.10 Shadow Analysis Map
28
2.3.8 SENSORY MAP – SMELL The Zone 6 has a variety of smell and odour experience. Few places in the Zone have smell of flowers, with a few places with smell of garbage and at some specific locations smell of Urine can also be experienced.
Figure 2.11 Sensory Map - Smell
Open Garbage Disposal
Noise Map Open Urinification Unhygienic Public
29 Smell of Vegetation
Toilet
2.3.9 NOISE MAP The Acoustical Comfort of the Zone 6 can be mapped based on the Sound Levels in Decibels. The zone has high acoustical discomfort due to heavt traffic movement.
Figure 2.12 Acoustical Comfort Map
People and Shops Noises Dense Traffic
Moving Traffic 30
2.3.10 WALKABILITY ANALYSIS MAP The Walkability Analysis Map identifies the Walkability of the Zone with High to Low Walkable. The zone overall has low walkability with some areas having good walkable space but major area has obstruction or no provision for the pedestrians.
Figure 2.13 Walkability Analysis Map
Encroachment by Shops Garbage
Disposal
and
Open No Pedestrian Walkway Urinification - Not Walkable Low Walkability
No Pedestrian Walkway Open Drainage -
Pedestrian Walkway31 Available
No Pedestrian Walkway
Encroached by Road Divider -
Narrow Road Low Walkability
Walkable Space
CASE STUDY 2.4.1 CASE STUDY 1- IMPROVING ROAD SAFETY USING TACTICAL URBANISM - CREATING CHILD FRIENDLY STREET IN CHENNAI Within Greater Chennai Corporation’s limits 285 Schools are being operated by the Chennai Corporation. Most Students in these Schools are from lower income group families and hence they commute to school on foot. However, the journey on foot to these schools is UNSAFE. In 2017, 56 pedestrians were killed every day due to road accidents in India. 25 of them were children.
Figure 2.14 Movement of children on road
2.4.1.1 IDENTIFICATION OF ISSUES A. Damaged Footpath – People forced to walk on Carriage-way
Figure 2.15 Damaged Footpaths
B. Open Urination
Figure 2.16 Open Urinification
32
C. Car Parking Alongside Road – Reducing Pedestrian Space
Figure 2.17 Illegal Parking
D. Fast Moving Vehicles – Making it unsafe for pedestrians
Figure 2.18 Fast Moving Traffic
2.4.2 Actions To address these issues – •
ITDP India brought together all the different Stakeholders like: Traffic Police, ITDP and the Corporation Schools to collectively identify the major issues and solutions….
•
Traffic Police removed all the Abandoned Vehicles and the Unauthorized Parking, and the space was cleaned up…
•
The walls were beautified, and the Zone was declared as no parking zone. Now that the place was reclaimed, there was an opportunity to transform it into a Vibrant and Safe environment for Walking
33
•
The Space was cleaned and the Help of Volunteers, beautification process started…. By using simple materials like paints, cones and tapes – were able to activate the space almost overnight
•
This intervention was to improve the walking experience for the pedestrians by transforming streets into vibrant Public Spaces
•
This street was transformed into a child friendly street with safer pedestrians walking and crossing
•
As a next step, Chennai Corporation is planning to do such interventions along 20 Streets in the city, near corporation schools and aanganwadis.
34
\
35
2.4.3 CASE
STUDY
2-
BHUBANESHWAR
STREET
VENDING
INTERVENTION The Regularization of Street Vending in Bhubaneshwar, India 2.4.3.1 ISSUES FACED •
Before 2007, street vending in Bhubaneshwar, the capital city of Odisha (a state in India), exemplified an over-regulated informal economy.
•
Police and municipal inspectors would persistently harass the vendors by threatening them and confiscating their merchandise.
•
The authorities treated street vendors as illegal entities, encroachers on public space, and a source of unsightly nuisance.
•
This negative approach towards the vendors generated a classic “Conflict Model” case, characterized by distrust and an ongoing tug-of-war between the town authorities and the street vendors.
•
On one side, the town authorities would resort to anti-encroachment drives attempting to contain or eliminate the street vendors.
•
On the other side, the vendors, struggling to safeguard their livelihood, would demonstrate their anger and resentment through massive protests.
2.4.3.2 POLICY FRAMEWORK •
In Bhubaneshwar, the basic issue of devising a policy framework for regularizing street vending remained unaddressed for a long time.
•
However, the need for an amicable policy was felt by both the town authorities and vendors alike.
•
Both the parties realized that their tug of war benefited no one and producing an enduring solution would require peaceful negotiations through social dialogue.
•
After multiple rounds of brainstorming between the vendors’ organization and town authorities, a conceptual model involving dedicated vending zones was collectively agreed to in December 2006.
•
Under this model, legally sanctioned, aesthetically pleasing fixed kiosks were to be constructed in the vending zones and handed over to the vendors working in the area.
36
Between 2007 and 2009, 52 vending zones were created; as of December 2011, there were 54 vending zones with approximately 2,600 kiosks (Mohapatra 2011). •
The key ideas behind designing the policy framework were to bring all the relevant stakeholders together for joint planning and then to implement it through partnership among them
2.4.3.3 PUBLIC PRIVATE PARTNERSHIP – COMMUNITY MODEL •
The process of conceptualizing and designing the vending zone model was initiated through the partnership between town authorities (public) and street vendors (community).
•
Prime actors in the public domain - Bhubaneshwar Municipal Corporation and General Administration (GA Department, Government of Odisha),
•
The street vendors’ community was represented by a body of eight elected members from the National Association of Street Vendors of India (NASVI) and its associates, AORVA and NKUBM.
•
Other stakeholders invited to take part in planning were representatives from Bhubaneshwar Development Authority, Public Works Department, National Highway Authority of India, Orissa Industrial Infrastructure Development Corporation, Forest Department, local Police and the Regional Transport Office.
•
Representatives from all the stakeholders together constituted a body called the City Management Group (CMG).
Figure 2.19 Public, Private and Community participation model
IMPLEMENTATION •
The third phase involved converting the temporary bamboo structures into aesthetic looking fixed kiosks. 37
•
The guidelines specified iron structures must have dimensions of either 6x6 sq. feet or 8x6 sq. feet.
•
Financing the construction required pooling resources to benefit all the participants. The vendors were ready to contribute, but many did not have the resources. Furthermore, they were constrained due to lack of available credit.
•
NGO, called Bhagidari intervened and helped needy vendors in securing loans from the State Bank of India.
•
Several other local philanthropic bodies like Rotary Club, Lions Club and Marwari Yuva Manch contributed in kind by providing for sweeper’s uniforms and dustbins in the vending zones.
•
Concurrently, BMC instructed the relevant departments to provide vending zones with electricity and water.
2.4.3.4 SUSTAINABILITY AND INCLUSION •
If the informally-held assets of vendors are given some sort of limited formalization, then this will facilitate further development of entrepreneurship and profitability.
•
The establishment of vending zones led to an improvement in working conditions and reduced losses related to rains and storms.
•
For BMC, the vending zones proved to be a new source of income in the form of an annual fee of Rs. 5005/per kiosk.
•
Patrons who buy the services and goods from the vendors of vending zones have benefited.
•
For the vendors too, although the basic nature of trade is the same, a sense of pride is reflected in their attitude as now they consider themselves shopkeepers and not merely roadside vendors. Bhubaneswar is trying to achieve new landmarks in the sustainability and welfare of the vendors.
38
INTERVENTION – CREATING ACTICATED PUBLIC SPACE 2.5.1 INTRODUCTION Public Spaces are the key factor for any community to be Healthy and Socially interactive. These spaces create a sense of self actualization among the people and bring out the responsible, aware, and the thoughts of belongingness to a city. If these public spaces are built with some activated installations or design that interacts with the people, it creates a huge impact on the behavior of people, creating moreand more interaction between people and making the space socially active. The design intervention aims to identify an bring out these socially interactive acticated spaces that cater human interactiona dn bring the self actualizationa dn sense of belongingness among people.
2.5.2 SITE LOCATION The Site selected for intervention is at the NIH Gate where we see two different ctivities merging – Institutional and residential. Also, this open space is in a degraded scenario at present.
Figure 2.20 Site Location
39
2.5.3 DESIGN LAYOUT PLAN The Design of the Park – Open Space focuses on creation of Healthy environment for the people and also catering to Human interacton through design measures.
Figure 2.21 Layout Plan
40
2.5.4 COMPONENTS OF THE DESIGN
Figure 2.22 Design Renders
41
3 MOBILITY ASPECT OF URBAN QUALITY OF LIFE
42
INTRODUCTION Urban quality of life is a concept that has the challenge to solve the problems of urban areas, to control urban sprawl and to prevent environmental deterioration. It has the objective to restore existing urban areas and control the development of new communities. One such dimension is Mobility Urban Quality of life which deals with street designing for pedestrian and transit friendly neighborhood improving walkability and at the same time providing safe and secure environment to the users of all age groups, fine network of interconnecting streets and thereby providing variety of transportation choices, keeping a check on efficient traffic flow ranging from heavy truck to non-motorized para-transit.
ANALYSIS 3.2.1 ROORKEE HIGHWAY STRETCH (ZONE 6) 3.2.1.1 ISSUES ON JUNCTION A •
slow moving e-rickshaws
•
highly loaded or crowded during peak hours
•
no traffic lights/refuse areas.
•
poor legibility-no signages confuses car drivers
•
stray cows wandering on highway
Figure 3.1 Crowded junction A with traffic, poles, vendors from Pizza Hut
43
Figure 3.2 Bottleneck at junction A due to parking
Figure 3.3 Highway suddenly gets narrow from Junction A to Junction B
Figure 3.4 Non-functioning Street lights, poor legibility of signage
44
3.2.1.2 ISSUES ON JUNCTION B •
police stopping cars for checking
•
buses stopped by passengers for boarding/deboarding
•
abrupt diversion of traffic directly from highway to sub arterial road without access control
•
no traffic lights/refuse areas.
•
vendor/hawkers creates bottlenecks when passengers stops in between to buy fruits/vegetables
Figure 3.5 Abrupt diversion of traffic from Haridwar side to internal road maneuvering from wrong side around street floodlight fixed in the junction
3.2.2 TRAFFIC ANALYSIS MAP 10 min Traffic count survey of the stretch towards Junction A from Junction B during 5:30pm-5:45pm on a non-festival day
Figure 3.7 Buses movement and density
Figure 3.6 Cars movement and density
45
Figure 3.9 NMT 2-wheeler movement
Figure 3.10 Motorized 2-wheeler movement
Figure 3.11 E-rickshaw movement
Figure 3.8 Pedestrian and Hawkers movement
46
3.2.3 COMBINED TRAFFIC MAP
Figure 3.12 Combined traffic map showing different traffic movement pattern and density during peak evening time.
47
3.2.4 EXISTING SCENARIO SECTION AT JUNCTION A
Figure 3.13 Section at Junction A
SECTION AT JUNCTION B
Figure 3.14 Section at Junction B
48
CASE STUDIES 3.3.1 ITDP, COIMBATORE, TAMIL NADU (STREET DESIGN ELEMENTS APPLIED AND STANDARDS) A. FOOTPATHS
Figure 3.15 Footpaths includes space for business frontage (frontage zone), space for pedestrian mobility (pedestrian zone) that is at least 1.8m wide in residential areas and 2.5m in commercial areas, and space for landscaping and street furniture (furniture zone)
•
Height of the footpath not exceeds 150mm above the carriageway.
•
Footpath surface is evenly paved and smooth for all users, including those on wheelchairs.
Figure 3.16 Footpath are continuous even at property entrances for uninterrupted pedestrian movement. The height of the footpath remains the same.
49
B. PEDESTRIAN CROSSINGS: MID BLOCK •
Pedestrian crossings are located every 80- 250m in residential areas, and every 80-150m in commercial and mixed use area.
•
Medians are designed as surmountable pedestrian refuge with bollards to enhance pedestrian safety.
Figure 3.17 Raised pedestrian crossing reduces vehicle speed, thereby increasing pedestrian safety
C. PEDESTRIAN CROSSINGS: INTERSECTION Pedestrian crossings are located in alignment with pedestrian desire line - pedestrian travel path
Figure 3.18 Raised pedestrian crossing at intersection
50
3.3.2 ITDP, CHENNAI, TAMIL NADU (EFFICIENT TRAFFIC FLOW) First city in India with Non-motorized transport policy 2014, inspiring cities locally and globally. The Chennai Corporation, in collaboration with the Institute of Transportation and Development Policy (ITDP) proposing measures: Colorful pedestrian crossings, tabletop crossings and refuge islands on medians. A. EMPHASIS ON STREET INTERSECTION DESIGN
Figure 3.19 Livable street crossing with ‘refuge islands’ on medians, so that several people can stand on them while waiting to cross ensuring easy traffic flow and pedestrian safety.
B. ELEMENTS TO AWARE DRIVERS HELP EFFICIENT MOBILIT
Figure 3.21 Table top crossing increasing visibility Figure 3.20 Optical illusion: 3D zebra crossing tricks drivers to slow down speed and making road crossing easy
51
INTERVENTION 3.4.1 INTERVENTION JUNCTION A •
Table top crossing and the refuge area for efficient traffic flow.
•
Provision for functional Traffic lights and rumble strips for Drivers caution.
3.4.2 INTERVENTION JUNCTION B •
Table top crossing and the refuge area for efficient traffic flow.
•
Provision for functional Traffic lights and rumble strips for Drivers caution.
•
Separately painted Red Tarmac paved lane for cars coming from Haridwar side.
Figure 22 Plan showing intersection renewal at Junction A with tarmac paving to warn drivers.
Figure 23 Plan showing intersection renewal at Junction B with medians and refuge island for safety and improved traffic flow
52
CONCLUSION •
Provide alternatives to using car such as e-rickshaws or pooling system in order to reduce traffic load at junctions and intersections, minimizing air pollution and conserve energy.
•
Provide activities of daily living and transit stops within walking distance to allow independence to elderly, young and who do not drive.
•
Provide fine network interconnecting streets to encourage walking.
•
Provide streets friendly with pedestrian, cycle and vehicle.
•
Provide traffic lights and signage boards within the eye-sight of drivers to ensure passenger safety.
•
Provide road safety and traffic calming measures to warn drivers prior in advance.
53
4 ENVIRONMENTAL ASPECT OF URBAN QUALITY OF LIFE
54
INTRODUCTION Environmental urban quality of life is a broader term. All the parameters under it can’t be covered in short time period, for this study I am considering only two points as my point of interest for this report, • •
Solid Waste Management Efficient Use Of Land
Solid-waste management, the collecting, treating, and disposing of solid material that is discarded because it has served its purpose or is no longer useful. Improper disposal of municipal solid waste can create unsanitary conditions, and these conditions in turn can lead to pollution of the environment and to outbreaks of vector-borne disease that is, diseases spread by rodents and insects. The tasks of solid-waste management present complex technical challenges. They also pose a wide variety of administrative, economic, and social problems that must be managed and solved. When we utilize a single chuck of land for more than one purpose then it is called efficiency in land use. These purposes may have time differences so as to happen at same land. There are many examples worldwide where people use the same space for a purpose during daytime and for the another purpose during night time. As we know global population is increasing and available free land is decreasing specially in India it becomes more important to use available resources wisely like the countries in India.
ANALYSIS Solid Waste Management is one of the essential obligatory functions of the Urban Local Bodies in India. This service is falling too short of the desired level of efficiency and satisfaction resulting in problems of health, sanitation and environmental degradation. Most urban areas in the country are plagued by acute problems related to solid waste. Due to lack of serious efforts by town / city authorities, garbage and its management has become a tenacious problem and this notwithstanding the fact that the largest part of municipal expenditure is allotted to it.
4.2.1 NEED OF SOLID WASTE MANAGEMENT • The Ministry of Environmental and Forest, Government of India vide their Notification dated 8th April 2016 enacted “Solid Waste Management Rules, 2016” stipulating compliance criteria for segregation, collection, storage, transportation, processing and disposal of municipal wastes.
55
In accordance with the SWM Rules, 2016, State Urban Development Department has to prepare a state action plan/strategy on solid waste management within a year of the Rule notification. • Estimate Future Population and Waste Generation Quantities: The town wise current and projected population and waste generation details areas follows of Uttarakhand state. MSW- Municipal Solid Waste ULB- Urban Local Bodies
Figure 4.1 Previous and Projected Population/ Municipal Solid Waste Status
•
•
This table includes population and waste generation estimations only for Urban Local Bodies and does not include areas under peri-urban and rural area. The peri urban areas surrounding the ULBs clusters as well as the villages en-route to the should be included for estimation of waste generation and during further appraising the efforts to set-up the new infrastructure on the state level. To design strategy as per the SWM Rules 2016 for proper management of state’s current SWM situation, following guiding principles of waste management have been considered: • Waste is a resource • Individuals must accept responsibility for and cost of their own waste • Resource recovery and recycling is a priority and the Integrated Solid Waste Management Hierarchy will be adhered to. • Segregation at source must be adopted • The informal sector plays a critical role in recycling • Public participation is essential • Residual waste must be properly handled, treated and disposed to minimize the load on landfill • The system must be run on incentivized, performance based principles and • All stakeholders have different responsibilities and each should be effectively integrated 56
• • • •
Land is limited, thus should be utilized as minimum as possible The waste generator has a critical role in the entire system and the ULBs are responsible for the management of waste. The full cost recovery according to the “polluter pays principle” should be implemented with adequate measures for cross subsidising the poorer sections of society. Extended Producers Responsibility used for incentivizing recycling.
4.2.2 CURRENT SCENARIO OF WASTE DISPOSAL AT THE STRETCH •
Physical characterization of the municipal solid waste Inert 18% Organic waste 45%
Recyclables 24%
Inert
Figure 4.2 Physical characterization of the municipal solid waste
Locations of the authorized or unauthorized dumping points at the stretch.
There are four dumping points on the entire stretch. Out of these only 02 & 03Are authorized and 01 & 04 Are unauthorized dumping points.
Door to door waste is collected and then dumped to the 02 and 03 points.
04 04 03 04 03 04 02 03 04
Nagar nigam collects the waste from these points and this waste is dumped to a site outside the city.
02 03 04 02 01 03 04 Figure 4.3 Location and pattern of dumping of solid waste
02 01 03 04
There are four dumping points on the entire stretch. Out of these only 02 & 03Are authorized and 01 &
Fuel potential Recyclables
Fuel potential 13%
•
Organic waste
02 01 03 02 01
57
•
•
Primarily by the city municipality • No gradation of waste product eg bio-degradable, glasses, poly bags, paper shreds etc. • Dumps these wastes to the city outskirts Local raddiwala / kabadiwala (Rag pickers) • Collecting small iron pieces by magnets • Collecting glass bottles • Collecting paper for recycling
4.2.3 BEHAVIOUR IN HANDLING AND DISPOSAL OF SWM This study helps us to find the status of disposal of municipal solid waste, segregation of garbage, pattern of waste disposal. The key findings of the study are as under •
•
• •
Waste Segregation: As per the existing practices only dry recyclables like – newspaper, glass bottles, plastic bottles and metal scrap are separated out from the waste stream at generation level; approximately 30-40% of the waste generators segregate high value dry recyclables and sell it to the scrap dealer or Kabariwala for monetary benefits. Other than the separation of high value dry recyclables from generator, segregation at source does not happen. It is also witnessed that the different type of wastes viz. biomedical, hazardous, industrial and e-waste including construction debris are mixed with municipal wastes and dumped at the same site. Waste as a Resource: Awareness about converting waste to resource is very less amongst the generator, thus efforts to segregate the waste at source is not made. Efforts in this direction if made will yield significant results. Waste Disposal: No efforts are made to recover the resources from the waste. Waste Collection: Door to door waste collection service is provided only at a few places, with the help of NGOs. Whereas, in most of the places the waste is routed directly to community bins or dumped in adjoining empty land.
4.2.4 PRIORITIES FOR THE STRETCH This stretch is just a part of a whole. Although there are more scientific and integrated solid waste management models are available, But for this stretch I want to only concentrate on to prevent the maximum waste to be disposed at landfills. For that purpose we will be recycling and reusing the materials. Producing energy out of Figure 4.4 Integrated Waste Management Hierarchy
58
waste is not considered as the part of our work domain.
CASE STUDIES Different cases are elaborated below under different heads that is solid waste management and efficient use of land.
4.3.1 CASE STUDY-1 How efficiently land is used at Manek chowk Ahmedabad • Manek Chowk is the most popular commercial center of the Walled City of Ahmedabad, however, it is losing its importance in the present context. • Developed on traditional city planning principles centuries ago and even now it thrives as a vibrant community space. • The public space served as a vibrant market place and the main commercial center for the city attracting people and entrepreneurs from the local community and the city for several centuries. Today, it is home to a diverse community of residents, business owners and vendors from various economic and ethnic groups. • However in the present day, the public space is dominated by vehicles; this ceates conflicts with pedestrians' movement, increases noise and air pollution, and increases the lack of safety for pedestrians and non-motorized transit users.
Figure 4.5 Key characterstics of Manek Chowk
59
•
Activity patterns in manek chowk - early mornings
Figure 4.6 Activity patterns in manek chowk - early mornings
•
Activity patterns in manek chowk – After noon
Figure 4.7 Activity patterns in manek chowk – After noon
60
•
Activity patterns in manek chowk – Evening
Figure 4.8 Activity patterns in manek chowk – Evening
4.3.2 CASE STUDY-2 B’luru residents turn kitchen waste into 100 kg of biogas • In 2017, Som Narayan, co-founder of Carbon Masters, recalls how a few members of the Koramangala Residents Welfare Association visited the biogas facility that his team set up at the Iskcon Temple in Rajaji Nagar. •
•
BTM constituency generates close to 120 tonnes waste per day, of which 55 per cent was organic. The idea, therefore, was to avoid organic waste from exhausting landfills and find the right solution that incorporated principles of circular economy.
Figure 4.9 Inside of the waste treatment plant
It was only a matter of time until the civic body floated tenders to get an agency on board. The idea was to set up the biogas plant under a Public Private Partnership (PPP) model. Som’s startup, Carbon Masters, won that tender.
61
•
As per this model, the startup would work with the residents association and BBMP for the next 15 years, which is also coincidentally, the shelf life of the biogas plant.
•
The segregated waste from the societies is sent through a screw conveyor to be crushed into slurry.
•
Four tonnes of processed waste generate 100 kg of gas. The Carbon Masters team have been selling this gas to a restaurant close to the biogas plant which uses it to cook 3,000 meals a day.
PROPOSED MODEL (INTERVENTION) Idea is to generate economy out of waste. Community based solid waste management model is likely to be applicable at site. Salient features of this model will be as follows:
Figure 4.10 Flow of the waste according to the proposed model
• •
•
•
Door to Door Collection of Waste in segregated manner in every ULB shall be must Local Composting and Material Recovery Facility shall be provided so that the stretch utilizing their own resources or with the help of NGOs can recover the maximum resources for the received wastes generating some financial benefits. Comingled waste left out after recovery, and rejects from recycling shall be send to the local composting plant, where the waste along with its own waste shall be processed. The processed output could be a compost, recyclable/ saleable material. The inerts shall be transported further to the landfills. Transportation of comingled and inerts material to regional processing/ disposal site shall be based on waste quantity and will be transported only when 6-8tons of post processed waste material is accumulated.
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• • •
Such processes will ensure maximum recovery of waste material from the stream and will make the entire process transparent and self-sustainable. Proposed flow chart. Application of this model is divided into three stages which are elaborated below so as to understand deeply the process and procedure of solid waste management of this stretch and communities along it.
4.4.1 STAGE-1 • • • • •
•
•
Segregation at source is the first key to achieve this model. For that purpose awareness should be there among the people who are associated with it. Awareness is the only key to achieve this stage. For this I want to tackle the young age group like school kinds. Children are the ones who take these kind of things seriously, ultimately they will implement these things to their respective homes. Figure 4.11 Awareness rally by the primary school students We can talk to teachers to give students small assignments related to the issue. This will be very enthusiastic for them. Awareness rallies can be conducted incorporating school children of different age.
4.4.2 STAGE-2 • • •
• • •
Collection of waste Waste will be collected door to door as being done in current scenario. But the destination point will not be the nagar nigam dustbin, This whole waste will be collected at a nearer treatment plant. These workers will get exact amount for their service as being done right now. This can cater to an startup. Money can be made through this process. Focus will be on those people who will be wilingful to start a business to sell these recylable and non recyclable materials.
Figure 4.12 Waste collected by Nagar Nigam
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4.4.3 STAGE-3 4.4.3.1 TREATMENT OF GENERATED WASTE- BIO DEGRADABLE • • •
Bio degradable waste will be treated and stored to convert it into natural manure or any other kind of fertilizer. This process takes around 21 days to convert this waste into fertilizers, so the size of the plant should be sufficient to store the collected waste. This process of converting waste into manure so ecofriendly that it have zero impact on environment.
4.4.3.2 TREATMENT OF GENERATED WASTE- NON BIO DEGRADABLE (RE USABLE MATERIALS) • • •
Reusable materials which can be used to make some different products out of waste will be used for that purpose. This also can be startup in itself. Products will be sold to the artisan shops.
Figure 4.14 Recycleable materials
Figure 4.13 Artifacts made out of waste.
4.4.3.3 TREATMENT OF GENERATED WASTE- NON BIO DEGRADABLE (RE CYCLABLE MATERIALS) • • •
Materials which cant be used or reused for some other purposes, will be sold to the recyclers. These materials are used by the factories. This will act as a part of raw materials for the production of new ones.
4.4.4 STAGE-4 • • • •
Selling the products produced Selling the manure produced is the last stage in this chain. This can be sold to the residences for the gardening purpose. If the production is high we will tackle the farmers and encourage them to use natural manure rather than chemical fertilizers.
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4.4.5 AFTERMATH OF THE IMPLEMENTATION OF PROPOSED MODEL Following results are expected if the proposed action plan it put at place; • • • • • • •
Clean and Green Cities. Decentralized approach of primary collection system through Resident Communities. Sustainable Development through Resource Recovery. Meeting International hygiene and sanitation city standard Pollution free rivers. Rise in civic sense awareness, personal and community hygiene Reduction of waste generation per capita, and maximize the diversion to waste to resource. Achieving 98% compliance of waste generation and disposal. Rise in awareness level about sanitation and personal hygiene.
CONCLUSION Solid waste management has received less attention from policy makers and government. Nevertheless, the improper handling and disposal of solid wastes constitutes a serious problem: it contributes to the high morbidity and mortality rates. Rapid population growth in the cities intensifies the pressure on urban infrastructure in many urban areas which were already overburdened with the provision of urban public services. Importantly, most of these lack the resources to meet the demand for services such as water, sanitation and solid waste management. Naturally, the insufficiency ofservices results in a deterioration ofthe urban environment in the form of air, water and land pollution that poses risks to human health and the environment. There is no doubt or tendency that waste management in this area needs to radically change from current practices. The collection of urban solid waste needs to ensure that piles of garbage do not litter the cities and towns. Of course, certainly, waste reduction is a worthy goal, and several cities in India are attempting to reduce the amount of non biodegradable waste by banning plastic bags. Improper disposal of waste at any available also creates a problem. Penalties in the form of fines may discourage such practices. Proposed model works on an inclusive approach, it includes rag pickers, Recycling contractors, Residents and a body whick takes the responsibility to recycle the generated waste.
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5 PSYCHOLOGICAL ASPECT OF URBAN QUALITY OF LIFE
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INTRODUCTION Psychological aspect of urban quality of life deals with how people perceive a space. How people feel in a place and how they behave is governed by the quality of a space. Altogether, Psychological aspect focuses on emotional response of peopleto a space. There are various aspects of this aspect that need to be understood for analysed so that understanding the emotionals needs of a person from a space can be understood properly which then guides the steps that need to be taken to make public spaces more livable. Parameters of psychological aspect of urban quality of life that have been talked about in this chapter are: •
Gender centric safetty
•
Community participation
•
Sense of belongingness
•
Urban aesthetics
•
Safety
•
Interaction
The stetch from NIH gate to Pizza Hut has been analysed through the lenses of these parameters. To get a better understanding of these parameters, case studies all over the world have been done which helped in forming a deep understanding of this topic.
ANALYSIS 5.2.1 STTRATEGY The strategy for this process has been divided in 4 steps: 1. DIAGNOSIS: The stage of examination and observation which includes surveys 2. OPERATION: brief of operation and the design interventions which are going to deliver the very first of impacts on targeted area 3. THERAPY TRANSFORMATION: Long term solutions which have prolonged impact like adding street light. 4. IMMUNITY: Once equity becomes part and parcel of the society, it shall become immune to gender selective banes.
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5.2.2 EXISTING SCENARIO EXISTING SCENARIO-DAY 1. Provision of toilets but not in a good location. Also, very unhygienic.
2.
Unhygienic spaces along the streets and open plots acting as negative spaces
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3. Uncontrollable traffic at points putting pedestrian safety at risk
EXISTING SCENARIO – NIGHT During night, the road from NIH gets extremely dark with very low visibility. At few points provision of street lights is given except that the whole stretch becomes a little shady as soon as sun sets. Also, the stretch gets deserted after the last coaching class which ends around 8 PM daily. No activity is noticed on this part except few notorious activities by people.
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5.2.3 DISCOMFORT MAP Marking the potential zones where comfort level is very low for women by overlapping the following maps:
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5.2.4 STAKEHOLDER ANALYSIS Based on survey conducted on the stretch, following inferences were made:
% OF MEN VS WOMEN – DURING DAY
MEN
% OF MEN VS WOMEN AFTER 8
WOMEN
MEN
COMFORT % - AFTER 7 PM
COMFORT % - AFTERNOON
COMFORTABLE
UNCOMFORTABLE
% OF WOMEN COMFORTABLE AT NIGHT
WOMEN
COMFORTABLE
UNCOMFORTABLE
PEOPLE’S PERCEPTION GIRLS (Target Group): Prefer to move in groups after sunset. BOYS (Unconcerned party): Think that girls are comfortable walking alone during day as well as night. FAMILY (Concerned party): Prefer accompanying
INDIVIDUAL
them after dark or come in group. Families have
GROUP
provided girls with 2-wheeler to come back from
WITH FAMILY/RELATIVE
coaching while guys come by cycle. 72
CASE STUDIES 5.3.1 GENDER CENTRIC SAFETY GENDER EQUALITY IN PUBLIC SPACES • Public spaces enable women, girls, elderly and other marginalised groups (transgenders, migrants, etc.) to participate in public life (UCLG, 2016). • In India it is noticed that women tend to limit their participation in public sphere to day time in markets or parks in urban areas (Shukla, 2017). • Reported cases of physical and psychological harassment in parks, streets and public transports have raised the levels of fear or vulnerability among them (Phadke, 2012). • Studies show that women prefer active public spaces with characteristics of safer perimeter, cleanliness and safety (Gholamhosseini et al., 2018). • They perceive lack of proper lighting, deserted roads, absence of street vendors and stores as unsafe situations. Public spaces that ensures comfort, accessibility and safety through features like clean toilets, proper lighting, etc. are preferred by women, elders and children (PUKAR, 2011). CASE STUDY: GENDER-SENSITIVE PUBLIC SQUARE DESIGN: REDESIGN OF CHRISTIAN BRODA PLATZ Public squares are a focus area for gender mainstreaming in the planning of public spaces in Vienna (Chalaby, 2017). On submitting the winning entry for a gender-sensitive architectural competition, architects Beitl and Wallmann redesigned the Christian-Broda-Platz in the 6th district of Vienna. The team designed the square by paying attention to direct walking routes, playing equipment, barrier free toilets, drinking fountains, etc. The pilot project resulted in a generous use of the public square by all genders among youth, children and senior citizens (Damyanovic, Reinwald and Weikmann, 2013). •
A survey conducted by City of Vienna in 1992 identified that females use public transit and pedestrian paths more than males.
•
As a result, city planners adopted steps to improve pedestrian mobility and access to public transit (Foran, 2013).
•
This includes 26 street lighting projects, widening of sidewalks and barrier free designs by the City of Vienna Women’s Office (Chalaby, 2017).
Government missions like JNNURM seeks to promote planned urban development and equitable cities as an opportunity to build gender-fair and inclusive cities (Khosla, 2009). In patriarchal
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economies like India where women’s interests are conventionally under-represented, there is still a lot to achieve.
Figure 5.1 Public Square in Vienna
POSSIBLE SOLUTIONS Gender equality in public spaces can be achieved by accommodating features that improve women’s safety (UNIFEM, 2010). Planning and designing should put special focus on (UCLG, 2016; UNIFEM, 2010): 1. Proper lighting 2. Landscaping 3. Visibility 4. Clean toilets 5. Signages 6. Proximity to other public spaces and emergency services 7. Access to public transportation 8. Mixed-land use 9. Women’s participation in decision making
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5.3.2 COMMUNITY PARTICIPATION With community participation, we can bring a huge change in existing scenarios, nevertheless even if there’s no huge change a tremendous impact of community participation always stays on people and changes their perspectives. CASE STUDY: GLOBAL CLIMATE STRIKE 2019 •
March calling for urgent measures to combat climate change
•
Protesters are taking part in the global climate strike movement, which has seen people around the world take to the streets.
•
The movement wants world leaders to adopt ambitious climate change policy.
•
Initial school strikes were inspired by Swedish campaigner Greta Thunberg's "Fridays for Future" movement.
•
Global event – possible with the help of technology as a communication tool
CASE STUDY: THERE IS NO EARTH B “There is no Earth B” is an Instagram page which conducts cleaniless and awareness drives in Delhi NCR •
Operating weeks: 70
•
Successful Drives: 140
•
Goal: to expand on national level to tackle climate issues
•
Demonstrates how Community participation can make world a better place to live
•
Inclusive events: elderly people, kids, women all have participated enthusiastically
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Figure 5.2 snapshot of instagram page of "there is no Earth B"
5.3.3 GREAT ACTIVITIES & DESTINATIONS People need to have a reason to be, and stay, in a particular place. The more activities and options a street offer, the more it attracts diverse groups of people – which is essential for creating a place that feels vibrant and dynamic (PPS). CASE STUDY: STRØGET – COPENHAGEN, DENMARK One of the oldest and longest pedestrian streets in Europe, Strøget is home to a variety of great destinations that draw thousands of pedestrians to this street every day as can be seen in the figure 5.3 below. In addition to being a popular shopping destination, Strøget serves as a gathering space for locals and a great street for walking to reach City Hall or Kongens Nytorv Square. In the winter, a Christmas Market takes place next to this street’s landmark Stork Fountain (PPS).
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Figure 5.3 Strøget during the holiday season (Photo courtesy of Denmark Adventure Priority on Flickr)
Streets as Places Strategies: •
Active storefronts and building edges
•
Clustered nodes of activity
•
Street markets
5.3.4 SAFETY “The safety of a street works best… Most casually, and with least frequent taint of hostility… precisely when people are using and most enjoying the streets voluntarily.” – Jane Jacobs No one wants to spend time in a place that is unsafe. Speeding cars pose the biggest threat on many of our streets, but crime – real or perceived – can also keep a street from teeming with life. CASE STUDY: BROADWAY AVENUE – NEW YORK, NEW YORK Despite being a top tourist destination, narrow sidewalks and vehicular congestion previously made Broadway an unpleasant or unsafe place to be. In 2009, 2.3 miles of Broadway Avenue were redesigned, which included removing traffic lanes, limiting turns, widening sidewalks, and adding separated bike lanes, pedestrian plazas and promenades, refer to fig. 5.6. The result is a street with improved traffic flows and a safer and more welcoming experience for pedestrians (PPS). 77
Figure 5.4 Broadway Avenue, New York (Photo courtesy of NYC DOT on Flickr)
Streets as Places Strategies: •
Plazas
•
Rightsizing
•
Parking protected bike lanes
•
Mixed uses that encourage activity at different times of day
5.3.5 INVITING AND RICH IN DETAIL Great streets are the result of thousands of tiny details that involve the design of their buildings, landscaping, sidewalk features, and street layout itself. A walk on a beautiful street feels like strolling; A walk on a terrible street feels like trudging (PPS). CASE STUDY: CLARION ALLEY – SAN FRANCISCO, CALIFORNIA As can be seen in the figure below, this block long alley in San Francisco’s Mission District is known for its high concentration of murals. Artists from the Clarion Alley Murals Project have turned a drab alley into their message board, with murals that often offer both aesthetic appeal and social commentary. Today, this alley is a place where tourists and local street art enthusiasts can go to find intricate and powerful art (PPS).
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Figure 5.5 Clarion Alley (Photo courtesy of torbakhopper on Flickr)
Streets as Places Strategies: Murals and public art
5.3.6 DESIGNED FOR LINGERING “The desire to go ‘through’ a place must be balanced with the desire to go ‘to’ a place.” People spend more time in places where they feel comfortable, where there are features that capture their attention or interest, and where their basic needs are met – including having a place to sit if they’re tired, a place to grab a drink or bite to eat when they’re hungry, and a place to take refuge from the hot sun or pouring rain. CASE STUDY: MARINE DRIVE – MUMBAI, INDIA Hundreds of locals and tourists flock to Marine Drive’s pedestrian promenade every day as can be seen in figure below. Set against the beautiful backdrop of Mumbai’s skyline and the Arabian Sea, Marine Drive is a great space for resting and relaxing. With a variety of street vending as well as seating amenities that are incorporated into the design of the space, this street is a pleasant place for a stroll and a welcoming public space for all (PPS).
Figure 5.6 Marine Drive (Photo courtesy of Elizabeth Ramaccia on Flickr)
Streets as Places Strategies:
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•
Seating
•
Street vending
5.3.7 INTERACTIVE AND SOCIAL “The best streets encourage participation. People stop to talk or maybe they sit and watch… taking in what the street has to offer.” – Allan Jacobs, “Great Streets” There are many ways a street can spark interaction between people, from amenities like public art, water features, and seating options, to entertainment like street performers or programming, to interesting shop and window displays. CASE STUDY: SHERRETT STREET & 9TH AVENUE – SHARE IT SQUARE – PORTLAND, OREGON Residents of Portland’s Selwood Neighborhood transformed a residential intersection into an interactive social gathering place for people. Each corner of this colorful intersection includes a unique amenity such as a community bulletin board, a little free library, a 24hour tea stand, and an open-air playhouse for children (figure 5.10). Today, this intersection is a community-oriented space for both neighbors and visitors (PPS).
Figure 5.7 Sherrett Street (Photo courtesy of The City Repair Project)
Streets as Places Strategies: •
Pavement painting
•
Little Free Library
•
Neighborhood bulletin boards 80
•
Seating options
5.3.8 ACCESSIBLE Great streets are true meeting grounds of local society – where people of different ages, ethnicities, and income levels intersect and interact. To make that happen, not only does a street need to have diverse destinations and activities, but it also needs to be easily accessible to all (PPS). When a street can be easily accessed by walking, biking, and transit, it attracts a wider variety of people to it than if it is only within reach of those with a car. CASE STUDY: 5TH AND 6TH AVENUES – PORTLAND TRANSIT MALL – PORTLAND, OREGON Spanning 57 blocks, the Portland Transit mall is a couplet of one-way streets in downtown Portland that includes bus and light rail service (see figure 5.12). Serving more than 600,000 transit users on the average work day, the Portland Transit mall is a pedestrian and transit oriented corridor that features wide sidewalks for pedestrians, designated bicycle lanes, bicycle parking, and more than 40 public art pieces along its span (PPS).
Figure 5.8 October 20, 2009- Portland, OR- TriMet’s MAX Green Line Light Rail Project (PPS)
Streets as Places Strategies: •
Placemaking at transit stations and bus stops
•
Accessible by multiple modes of travel
•
Protected bicycle lane 81
INTERVENTION 5.4.1 INTERVENTION AREA A CONCEPT: “SAILING THE PAPER BOATS – REVIVAL OF CHILDHOOD” •
In the coaching and residential area, almost every age and gender group is involved – chances of making this street lively is high because of residential kids and coaching students.
•
Intervention point 1: reviving the landscape of little spaces that made us happy in the childhood giving a positive vibe. introducing games like ‘langdi’ can be refreshing and engage people.
•
Intervention point 2: provision of notice boards/media boards where students can pin up various things and increase interaction and aesthetical quality of the space and also can be a great tool to increase awareness.
POSSIBLE PLACES FOR INTERVENTION
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5.4.2 INTERVENTION AREA B CONCEPT: “TO CALL IT YOUR OWN – SENSE OF BELONGINGNESS” •
The wall in front of children’s home is being completely deteriorated by activities like peeing and spitting
INTERVENTION: Graffitti which is related to context of roorkee will be a good solution. 1. it will help bring a sense of place 2. decrease ill activities 3. increase the urban aesthetics which directly links to our psychological perspective and make it a better and livable place
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5.4.3 DESIGN Two parts of the street were designed to increase interaction in the street and make the street more safe, livable and comfortable.
Figure 5.9 plan of space 1
SPACE 1 •
Landscape of the space is revived by proposing seating, games and interesting pathways intertwined with green spaces.
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Figure 5.10 Plan of space 2
SPACE 2 •
Exinsting parking was accomodated with the seatings which were required on the site.
•
Parking is more organized now.
•
Place for interaction provided 85
Figure 5.11 Section A-A
Figure 5.13 Section B-B
Figure 5.12 Seating detail and section
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CONCLUSION As per the analysis of discomfort map, many zones very identified as major discomfort zones while traversing through those paths based on various factors like hygiene, isolation, noise, traffic & darkness levels. These major discomfort zones lie on the road which has a lot of coaching centers making it a coaching hub with a lot of students. When we talk of gender sensitivity in this space, girls face discomfort on a daily basis which has become a part of their lives and they are always in a precaution mode. The main motive of this analysis was to find ways in which we can rejuvenate the space in such a a way that people find a sense of belongingness and get comfortable with it making the space their own which will ultimately make peope especially women feel safe. The landscape of the space is revived by defining interesting pathways interweaved with green spaces. Due to the presence of the residential area, the space has lots of kids thus providing spaces for them to play and interact was a good oppurtunity to revive the place, Hence, the game of ‘langdi’ was introduced. Involving kids and providing them a space to play will involve other age and gender groups too. Seatings are provided too. Designed seatings are provided in the parking area to segregate cycle and 4 wheeler parkings. These seatinngs are charactrised by notice boards where students can put posters, awareness posts, display their work etc.
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6 SOCIAL ASPECT OF URBAN QUALITY OF LIFE
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INTRODUCTION Quality of life has been widely used in a wide range of contexts, including the fields of international development, healthcare, political science, built environment, education, recreation and leisure time, and social belonging. The objective of this paper is to study the urban design features that could enhance the quality of life in the built environment through the analysis of contemporary urban planning theories and approaches which appeared in the late twentiethcentury, such as New Urbanism, Smart Growth, Urban Village and Principles of Intelligent Urbanism; whereas the objectives of these theories and approaches are to develop communities that will more successfully serve the needs of those who live and work and to control the urban sprawl while enhancing urban quality of life. These features of urban design are introduced in the form of a set of urban planning principles called urban quality of life principles.. Quality of life refers to the day living enhanced by wholesome food and clean air and water, enjoyment of unfettered open spaces and bodies of water, conservation of wildlife and natural resources, security from crime, and protection from radiation and toxic substances. It may also be used as a measure of the energy and power a person is endowed with that enable him or her to enjoy life and prevail over life’s challenges irrespective of the handicaps he or she may have.
Figure 6.1 Parameters
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Social analysis adds value to urban projects by promoting:
Figure 6.2 wheel of urban prosperity
Equality of opportunity and access. Urban areas are typically occupied by diverse groups of people with different needs and interests. Urban projects thus tend to involve a greater number of stakeholders with overlapping or competing interests. To design effective and sustainable urban projects, it is critical to understand the social dynamics of an urban area, as well as existing conflicts among different governments, communities, and private actors. 90
Genuine participation. The experience of urban upgrading projects suggests that public participation improves the performance of these projects and increases their impact and sustainability. A participatory approach in urban projects recognizes that citizens are significant stakeholders and thus key to project success. Strong institutions. An increasing emphasis on urban areas as “economic engines� of national growth can be seen in urban-level decentralization and financial reform projects that focus on the management and delivery of infrastructure and services. For example, one common argument is that municipalities should have better financial resources and increased capacity to service their growing populations of poor citizens (World Bank, 1991, 1995). Social risk management. Urban development projects need to take into account the interconnected and multidimensional social issues that affect these projects, going beyond mere consideration of social safeguards. Such projects accordingly need to be designed from inception using a multisectoral perspective. Social impact monitoring and evaluation. Transparent accountability mechanisms shared among the local government, local communities, service providers, and policy makers result in better delivery of social services to the urban poor. It is important to understand and encourage mechanisms that enable the poor to effectively monitor service providers and to strengthen the incentives of these providers to engage in poor areas.
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ANALYSIS OF THE STRETCH
Figure 6.3 Location 1
Figure 6.4 Photos of the area at night
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Figure 6.5 Location 2
The first two areas in the stretch have wide carriageway and sufficient sidewalk area also but are not utilised because of unkempt nature and dumping on both the sides of the road. Added to that the sharp curve is dangerous because people are walking on the roads even with the presence of the sidewalk and this can lead to dangerous accidents.
The lack of lights / street lights also create an unsafe atmosphere, especially for women and for the children who mosty attend the tuition classes.
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Figure 6.6 Location 3
Figure 6.7 Land use map of the node
The area in front of the orphanage is characterised by a long blank wall that is being urinated on and illegal parking of lorries and other good vehicles create a negative space on the side of the main road itself. 94
CASE STUDIES 6.3.1 NANMA MARAM , KERALA Called ‘Nanma Maram’ or the ‘Tree of Goodness’ the refrigerator which works 24x7 is installed outside Pappadavada, a restaurant in Kochi. Pappadavad, other than running the expense of the refrigerator also contributes fifty food packets everyday to the initiative. Those leaving food packets in the refrigerator are asked to write the date of packing, so that they only provide fresh food.
Case Study – 2 : PERUMBAVOOR , KERALA Figure 6.8 Nanma maram, Kochi
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6.3.2 PERUMBAVOOR , KERALA
Figure 6.9 Extensive spitting on the walls
A demonstration was done to show how that painting pictures of gods or painting religious symbols help to discourage people from spitting on walls might work upto an extent.Indians respect their own religious characters, but donot have any idea of etiquette, responsibility toward public property, or sense of hygiene in public places. Unless, it’s a private property (especially own property) it doesn’t matter how unpleasant a place becomes due to spitting or urinating on walls. To stop people from spitting images of gods and religious symbols painted on ceramic tiles are placed on the walls after cleaning and painting it.
Figure 6.10 Pictures f Gods stuck on the walls prevented people from sptting on them
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6.3.3 KANKARIYA REDEVELOPMENT, AHMEDABAD The historic Kankaria Lake has been a part of Ahmedabad since its foundation was laid by its then ruler Ahmed Shah in 1451. Originally planned as a green destination, it suffered due to heavy vehicular traffic encircling the lakeside road, unorganized and informal activities in the area as well as an unkempt environment.
Figure 6.11 Kankariya , Source : Google Earth
Initiated by the Ahmedabad Municipal Corporation, the primary objective of the Kankaria Lakefront Development was to transform this city-scale public space with efficient and robust infrastructure. The strategies to implement this transfromation included creating complete pedestrian zones encircling the lake's edge, developing an outer ring road by strengthening the existing road network, creating approximately 6 km of access streets as well as new access points to the lakefront, enhancing recreational potential by improving public facilities, preserving historic buildings and encouraging overall development within the precinct.
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Figure 6.12 Evolution
Figure 6.13 Contour map of the area
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Figure 6.14 Kankariya redevelopment plan
The pedestrian promenade is lined with gardens, food courts and organized vending spaces. The design of the promenade includes 2 km-long uninterrupted pedestrian zone along the edge of the lake lined by street furniture. The street furniture zone comprises trees, lights, seating facilities and dustbins act as a buffer between the pedestrian zone and the cycle track. Amongst the various recreational activities provided, the mini train circling around the lake is the most popular. While designing, great attention was paid to the detailing of sidewalks, carriageways and on-street parking. 99
Figure 6.15 Site layout
Built Fabric (Lakefront Promenade) The lakefront promenade is 2.5 km long (circumference) beyond the periphery of the lake which is easily accessible for the differently-abled. With good storm water drainage in between the tracks and with clear markings on slopes provided at regular intervals allows for easy access on the promenade. It proposed to shift the tracks of the toy-train over ASI protected sluice gates as it is impermissible within a 100 m radius of ASI protected heritage structures.
There is a frequent crossing over of crowd from the pedestrian lane into the bike lane due to lack of clear signage. Hence, markings to indicate bike lanes, along with strict vigilance on the adherence of rules are proposed to re-introduce cycling at Kankaria. Certain portions of the pavement have become distorted due to tree growth.
Presently, treated water is used for gardening and the watering of the lawn. It is proposed that rather than using treated water, lake water should be used to water the lawn area. Additionally, the
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use of sprinkler system is more cost effective vis-a-vis manually watering the lawn in the long term with installing cost approximately INR 48,000 for 5 acres of lawns.
Figure 6.16 Resdential Land use
Figure 6.17 Recreational Land use
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Figure 6.18 Intervention in the area
Water Supply: The current sources of water for the lake are rainwater, ground water from borewell, water from the overhead tank, used water from swimming pool and overflow water from the zoo. The usage of ground water for the refilling of the lake is causing depletion in the total available ground water for the residents of Maninagar. To reduce the usage, a subsurface infiltration trench has been proposed to collect and store runoff.
Electricity: Currently, Kankaria pays INR 1.5 crores annually towards its electricity bill. This figure can drastically be brought down upto 50% annually by replacing the CFL lights with the LED lights with payback Period of 1 year and 9 months. The cost of capital and the replacement cost of the bulbs have been assumed to balance each other out, and hence have not been accounted for in the calculation for payback period.
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Figure 6.19 Chart with other infrastructure facilities incorporated
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Accessibility and parking: The purpose of the survey was to find out the most preferred entry gate for the visitors and the outcome was Gate-1 and Gate-3. These gates are over utilized as Gate-1 is where the BRTS bus stop is located and gate-3 is where most of the roads from the city leading to Kankaria converge. The survey also revealed that 80% of those surveyed were unaware of the multilevel parking facility opposite gate-3 and others are reluctant to use it as it was far from their preferred gate. A visitor’s decision to use a certain gate to enter Kankaria depends on the proximity of the gate to the activity that he wishes to perform once he is inside Kankaria. It is recommended to enhancing the peripheral connectivity along the 4.5 km ring road surrounding the Kankaria lakefront.All Access Pass Currently, visitors to Kankaria have to purchase separate tickets for every different amusement activity that they wish to experience. Hence, an all access pass that allows the user to make use of all the amusement activities with one card and single time payment is proposed.
The civic authority of Amsterdam, when they rolled out the I-Amsterdam pass, successfully conveyed the monetary savings to the tourists visiting the city by the means of a comparative price chart. A similar chart can be prepared for the visitors to Kankaria to convey to them the advantages of purchasing an all-access pass by knowing their monetary savings.
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Figure 6.20 Work plan - Social groups
Asset Mapping : Asset Mapping is a process where participants make a map or inventory of the resources, skills and talents of individuals, associates and organizations. Specific information about the asset like the place it is purchased from, the present value of it, its warranty period, etc. can be easily known. Presently, no record of assets is being maintained at Kankaria. With the help of an asset mapping techniques, they can have a proper record of all the assets that they hold.
Figure 6.21 Comparison between the vendors before and after redevelopment
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Figure 6.22 Section
Figure 6.23 Photo of the area Before redevelopment
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Figure 6.24 Photo of the area at night After redevelopment
Seeds for Change symbolically and substantively counters car dominance by transforming four parking spots in a vast lot into a colorful public space with parking for 40 bicycles. After cordoning off parking spots, secure bike racks can be purchased for several hundred dollars. The sculptural centerpiece of this project is a larger investment, but serves as a beacon to users of the parking lot and contributes mightily to the aesthetics.
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INTERVENTION The first stretch in the study area has wide carriageway and sufficient sidewalk area also but are not utilised because of unkempt nature and dumping on both the sides of the road. Added to that the sharp curve is dangerous because people are walking on the roads even with the presence of the sidewalk and this can lead to dangerous accidents. The lack of lights / street lights also create an unsafe atmosphere, especially for women and for the children who mosty attend the tuition classes. The NIH gate has to be open post 6 pm so that the IIT tudents start to use the area alog with the residents of the residential arae and school students and become an area for social interaction.
Figure 6.25 Location 1 key plan
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A
A
Figure 6.26 Location 1
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The area in front of the orphanage is characterised by a long blank wall that is being urinated on and illegal parking of lorries and other good vehicles create a negative space on the side of the main road itself. The road inspite of being a National Highway has no pedestrian space for walking because of illegal parking issues. The stretch hence becomes a dangerous area to pedestrians without proper street lighting also. Because of the lack of public tolets and other such faclities , the people urinate on the walls and other public spaces. The provision for public toilets have to be provided along with the wall so that the aesthtics is not affected but the locals have amenities for the same.
Figure 6.27 Location 3 key plan
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B
B
C
C
Figure 6.28 Location 3
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CONCLUSION Quality of life refers to the day living enhanced by wholesome food and clean air and water, enjoyment of unfettered open spaces and bodies of water, conservation of wildlife and natural resources, security from crime, and protection from radiation and toxic substances. It may also be used as a measure of the energy and power a person is endowed with that enable him or her to enjoy life and prevail over life’s challenges irrespective of the handicaps he or she may have. In the stretch the lack of lights / street lights also create an unsafe atmosphere, especially for women and for the children who mosty attend the tuition classes. The NIH gate has to be open post 6 pm so that the IIT tudents start to use the area alog with the residents of the residential arae and school students and become an area for social interaction. The stretch hence had become a dangerous area to pedestrians without proper street lighting also. Because of the lack of public tolets and other such faclities , the people urinate on the walls and other public spaces. The provision for public toilets provided in the proposed intervention along with the wall so that the aesthtics is also not affected but at the same time providing the locals with amenities of the kind.
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7 ECONOMICAL ASPECT OF URBAN QUALITY OF LIFE
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INTRODUCTION Economy is defined as the state of a country or region in terms of the production and consumption of goods and services and the supply of money.
7.1.1 CIRCULAR ECONOMY “Circular economy is presented as a system of resources utilization where reduction, reuse and recycling of elements prevails.�
Figure 7.1 Circular Economy
Manufacture, use and disposal? No, reduce, reuse and recycle. The current paradigm of lineal economic model could be coming to an end and its place will be taken by the circular economy. The current model of production and management of resources, goods and services that seeks to promote short-term consumption is leading the planet to an unsustainable situation. The nowadays economic system is the opposite of the life cycle of nature and collides with sustainable development, focused on the long term. In nature there is no waste or landfill: all elements play a role continuously and are reused in different stages. 114
7.1.2 CIRCULAR ECONOMY PRINCIPLES There are ten principles that define how circular economy should work: 1. Waste becomes a resource: is the main feature. All the biodegradable material returns to the nature and the not biodegradable is reused. 2. Second use: reintroduce in the economic circuit those products that no longer correspond to the initial consumers’ needs. 3. Reuse: reuse certain products or parts of those products that still work to elaborate new artifacts.
Figure 7.2 Concept of Circular Economy
4. Reparation: find damage products a second life. 5. Recycle: make use of materials founded in waste. 6. Valorization: harness energy from waste that can’t be recycled. 7. Functionality economy: circular economy aims to eliminate the sale of products in many cases to establish a system of rental property. When the product completes its main function returns to the company, where it is dismantled for reusing the valid parts. 8. Energy from renewable sources: elimination of fossil fuels to produce the product, reuse and recycle. 9. Eco-design: considers and integrates in its conception the environmental impacts throughout the life cycle of a product.
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10. Industrial and territorial ecology: establishment of an industrial organizational method in a territory characterized by an optimized management of stocks and flows of materials, energy and services.
7.1.3 FIVE
BUSINESS
MODELS
TO
ECONOMY
Figure 7.3 Business Models
Figure 7.4 Circular economy in India for cities and construction
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MAINSTREAM
CIRCULAR
Figure 7.5 Circular economy for food and agriculture
Figure 7.6 Circular economy for vehicle and manufacturing
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7.1.4 HOW TO IMPLEMENT CIRCULAR ECONOMY? Circular implementation involves various stakeholders at different stages and calls for strong collaboration all along the value cycle. While the challenges differ by industry and by company, we were able to distil ten recommendations for putting circular initiatives in place.
1. Engage with External Stakeholders External stakeholders typically play an important role in pushing circular initiatives to the top of the corporate agenda, so it makes sense to be proactive. Customers often have their own sustainability goals, and more than 50% of survey respondents said customers were one of the most influential outside groups. Other influential external stakeholders include government agencies and regulators, NGOs and community organizations, and investors, who are increasingly embracing sustainability.
2. Provide Consistent and Strong Top Management Support Respondents cited top management as the most important internal stakeholder for driving circular initiatives. Without leadership from top management, the organization will not deploy the necessary financial and human resources. Leaders’ vocal and visible support is also vital to maintaining momentum and building enthusiasm among the rank and file. Engaged leaders understand the potential relationship between circular initiatives—which can decrease costs or unlock new profit pools—and competitive advantage.
3. Explain the Concept and Communicate the Vision Management must clearly define what circular means for the company—both strategically and operationally. This will ground the concept and make it easier for managers to communicate with employees. The explanation of circular will be unique for every company and will help foster a common understanding across the organization. Management also needs to explain the strategy and rationale.
4. Identify Specific Ambitions and Develop a Business Case According to our survey, 81% of companies with a circular strategy also have a clear business case underlying it. Given the higher costs still often associated with circular activities, the business case 118
is usually strongly linked to acquiring new customers, strengthening existing customer relationships, or opening new markets. 5. Educate Your Employees Particularly in the first year of change, leadership should consistently reinforce the importance of circularity with employees—after all, they are the ones who will bring the circular vision to life. And companies need to back up the talk with training. For example, those in operations need education in dematerialization and remanufacturing, while those in design need to be trained in eco-design, recyclability, and practices that extend product lifetimes.
6. Engage and Empower Business Units Although sustainability departments may initiate and incubate circular-economy projects (46% do so), the core business is responsible for implementing and scaling these initiatives. Almost half the companies in our survey reported that the business units ultimately take over project responsibility and drive change. For this handoff to succeed, top management must ensure that sustainability departments involve the business units early on.
7. Start with Process Innovation, Followed by Product and Business Model Innovation It makes sense to start with the least disruptive change. Circular process innovations are often quick wins that help the organization align around the circular vision. Then, based on that foundation of early success, it’s easier to explore new product opportunities. Only after circular thinking is well established does it make sense to consider the big step of business model innovation—an area where even many circular leaders are struggling.
8. Collaborate with External Partners It takes an array of skills and new ways of thinking to develop circular products and processes. The most successful companies don’t try to develop or acquire all these skills internally. Instead, they collaborate with a variety of external partners, from suppliers to research institutions to NGOs. Sometimes this collaboration can even span industries. After all, one industry’s waste may be another industry’s raw material.
9. Define KPIs Around the Business Case 119
The circular economy promises improved sustainability, competitiveness, and profitability. But the only way a company can prove a business case is by having the right KPIs in place to measure progress. Regular reporting, both internally and externally, is also important in order to maintain accountability.
10. Do Good and Talk About It When circular initiatives are pursued correctly, they create tangible business and social benefits: among them, more efficient processes, compelling new products and services, adjacent growth, and enhanced brand equity. Circular products and services generally don’t support a price premium over traditional offerings; however, sharing information about circular initiatives can attract new customers, strengthen existing relationships, and satisfy investors.
Figure 7.7 Circular Economy Cycle
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CASE STUDIES 7.2.1 3SIXTY-TURNING
RECYCLED
PLASTIC
BOTTLES
INTO
TOWELS •
3SIXTY takes end of life, single use plastic bottles and/or ocean waste and mixes these with cotton to produce towels that look, feel and perform just like regular towels for the hotel, retail and cruise line industry.
•
Our products provide our customers with a simple, tangible medium, through which, they can demonstrate their commitment to a greener future.
•
Because we take end of life plastic bottles and re-purpose them in to useful, everyday, products our company is directly part of the circular economy.
Figure 7.8 Towels from Plastic
Added value •
Each towel can contain up to 10 recycled plastic bottles. That is 10 less plastic bottles that will end up in landfill or the ocean.
•
A 100-bedroom hotel, using a full range of our products, could prevent 80,000+ plastic bottles from entering our landfills or oceans. 121
Challenges •
Building awareness of our products: The challenge for a new company with an innovative new product is getting us noticed. This is time consuming and expensive to attend trade shows, public relations etc.
•
Finding and building the right team: Identifying the right people and attracting them to work for a new company is a big challenge. Without a strong team we will struggle so finding talented people to help build out our company will remain a key hurdle to overcome.
•
Financial limitations and lack of funding as a young company: As a start-up capital is limited, we must balance carefully where this capital is spent and concentrate the spend on areas we see as adding most value to our company in this start-up phase.
7.2.2 REBLEND: CIRCULAR FABRICS & FASHION ReBlend is a Dutch label for 100% recycled fabrics and fashion made from mainly post-consumer blended textile waste that otherwise would have been incinerated. We make new textiles in 4 steps: •
no longer wearable textiles are sorted by colour and material;
•
after removing zippers/buttons the textile waste is shredded into new fibres;
•
new yarn is spun from a composition of both shredded post-consumer textile fibers with recycled polyester;
•
the yarn is used for weaving or knitting of new textiles. The recycled textiles can then be used to make garments.
Added value •
100% recycled; 70% post-consumer textile waste and 30% recycled PET
•
Minimal dying: sorting by colour and making new colours
•
Each kilogram of textiles saves: •
26 kilograms GHG emissions
•
5000 litre of water usage
•
1.2 m2 cultivation area
•
0.2 kilogram of chemicals
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Figure 7.9 Fabric from waste
Challenges •
Scaling up; currently we only produce on small scale, this makes the yarn and fabrics more expensive. We are looking for funding to expand our collection and scale up the production.
•
Development of eco-coatings; currently, there are no ecologically friendly finishes & coatings for water repellence and flame retardancy. We aim to develop better eco-friendly finishes and coatings.
•
Lack of awareness and uncertainty regarding ecological impact of textiles in terms of water usage, water pollution and CO2 emissions as well as of those that are made in a more sustainable manner.
7.2.3 REUSABLE CERAMIC TILES •
T REVICOMFORT is a porcelain stoneware flooring for interior areas, public or residential, removable and reusable, quick and easy to apply. It does not need glues, cement or specialized workmanship and can be used immediately after application.
•
It is a versatile, innovative solution in the ceramic world, which revolutionizes the concept of fixed flooring. REVICOMFORT brings together, in a single product, the technical characteristics of porcelain stoneware, the economic advantages of a simplified placement,
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the profitability of time in its placement, ease of mobility, ease of use and easy maintenance.
Figure 7.10 Recycled Floor Tiles
Added value Being reusable, it means that its life span has been extended, so there is less waste production. It does not need complementary products of application by which implies reduction of material against the traditional tiles in its application.
7.2.4 RECOVERED AND RECYCLED INDUSTRIAL PACKAGING •
The project has been developed with the aim of recovering and recycling industrial polyethylene packaging – such as bags and liners – used for the shipping of Versalis’ products on pallets and by truck/containers.
•
It involves the collection of used bags and liners and their recycling for the production of secondary raw materials, suitable for new packaging. This resulted in the creation of an efficient “bag to bag” and “liner to liner” circular design scheme, in collaboration with supply chain operators.
•
Following the successful tests with bags containing 30% of regenerated material, an experimental test with 50% regenerated material has been launched (February 2019). Currently, for liners, the recycled content is as much as 30% 124
Figure 7.11 Recycled packing
Added value •
This project increases the circularity of polyethylene industrial packaging, allowing its recycling and reuse within the value chain. Adopting such a circular scheme enables to save resources, reduce plastics waste generation and improve the supply chain’s sustainability.
•
The liner to liner design scheme is estimated to reduce the carbon footprint up to 20%, while the water footprint and the resources depletion up to 20% and 30% respectively.
•
The project includes a controlled close loop of users, which also enables the use of packaging for food contact applications.
Challenges •
Raising the awareness of the whole value chain would help maximizing the collection and recovering of used packaging.
•
The support from institutions is crucial to encourage the purchase and use of products containing recycled material and the development of value chain initiatives for the management and reduction of waste.
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INTERVENTION 7.3.1 PAID BIODIGESTER TOILETS ON SITE What is biodigester technology? Biodigester technology is an eco-friendly human waste disposal technology. it has two component; fermentation tank and the cold active anaerobic microbial inoculum (AMI) which is used as seed material. both these components together carry out biodegradation of human waste quickly.
How does biodigester works or working principle of biodigester technology? Biodegradation is a natural process. tank is design in such a way that it biodegradation process. microbial inoculum used is prepared to temperature and other environmental conditions. both
accelerates the
work under extremes of
these component together carry out
biodegradation of human waste rapidly and convert it into biogas and water. the amount of the sludge generation is very less because of lower biomass production in the absence of oxygen (anaerobic process).
Why Biodigester ? •
Prevents human waste & untreated water from contaminating ground water.
•
Offers an alternative to dumping of wastes into rivers, lakes & fields in rural & semi rural
areas where there is no sewage
systems, •
Resources recovery (Renewable energy in the form of bio gas, water for recycling) from by productions.
•
Pathogens reduction from effluent lead to reducing of water born diseases. Figure 7.12 Biodigester Toilets
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WORKING OF A BIODIGESTER
BIODIGESTER/ : WATER QUALITY
Figure 7.13 The working of Biodigester
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BIODIGESTER CUM REED BED A Low Cost Eco-friendly, Alternative to Septic Tank. • • • • • •
Size: 1/4th to 1/10th Less space requirement Low material/ construction cost Can treat bathroom/kitchen wastewater also No foul smell Maintenance free
SCHEMATIC DRAWINGS
Figure 7.14 Biodigetser cum reed beds
Figure 7.15 Indian style bio- digester toilets
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Figure 7.16 Proposal for toilets on site
Figure 7.17 Proposal for toilets on site
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LOCATION OF BIODIGESTER TOILETS ON SITE
Figure 7.18 Site plan
Indian BDT
Specially Abled BGT
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Western BDT
CONCLUSION The modern concept underlying economic sustainability seeks to maximize the flow of income that could be generated while at least maintaining the stock of assets (or capital Economic efficiency plays a key role in ensuring optimal consumption and production.) which yield this income. Economic development is not a blessing for the human beings. No doubt, it brings higher material welfare by increasing national output of goods and services on one hand and on the other hand it pollutes the environment badly by overuse and misuse of natural resources. In the course of economic development, the cost of environmental damage in the shape of deforestation, land degradation, soil erosion and air and water pollution etc. may exceed the benefits of having more output of goods and service. The aftereffects of environmental damage have already been appearing in the form of greenhouse effects, inclement weather, Irregular monsoon, global warming and acid rain etc. In its conclusions, circular economy principles have helped make an increasing number of energyrelated products more energy-efficient. Circular economy encourages the use of economic instruments, such as environmental taxation, green tax reforms and extended producer responsibility schemes, to promote the circular economy, more sustainable production and consumption patterns, and improved waste management. The procurement of products and services can boost circular markets and investments in clean, safe, non-toxic and sustainable cycles. Businesses and the financial sector should be encouraged to use clear and comparable environmental performance targets to guide their investments. .
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8 GOVERNANCE & MANAGEMENT ASPECT OF URBAN QUALITY OF LIFE
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INTRODUTION Broad Sustainab ility Target Political urban quality of life
LEVEL of Action
Issues
Solution
Awareness of urban governance (UG) and Promote integrated participation UG
Personal rights and choice Codes and legislation to control evolution
Conforming
Community involvement in council decision Encouraging making
Figure 8.1: NH-58
NH -58 The stretch is on NH-58 in Roorkee city of Haridwar district in Uttarakhand state. It links Ghaziabad in Uttar Pradesh near New Delhi with Badrinath and Mana Pass in Uttarakhand near Indo-Tibet border. This 538 km (334 mi) highway starts from Mana village near Indo-Tibet border north of Badrinath temple.
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The National Highways Authority of India (NHAI) is the nodal agency responsible for building, upgrading, and maintaining most of the National Highways network. It operates under the Ministry of Road Transport and Highways.
8.1.1 POTENTIALS OF HIGHWAY ON A CITY/TOWN The highway can influence a city or town in following ways: •
Highly populated urban centers, which are part of dense highway networks, grow faster and have higher private sector wages.
•
These areas also develop specializations in business services and manufacturing.
•
Gave people the choice to live in two cities- one city for work and the other one for living.
•
Makes revenue for the government by using toll roads.
•
A highway will provide multidisciplinary benefits to a city: a) b) c) d) e)
All time transportation Employment Revenue generation Better infrastructure development Human capital growth(society)
8.1.2 NEED
Figure 8.2 Graph showing how good highway network reduces production cost.
These interventions are to develop the potential of the stretch, so that it can play its role on highway in a better way, its role on highway is much important for the Roorkee city and for highway as well. India's 5,482,000 km (3,406,000 mi) road network is second largest in the world, of which only 2% (~110,000 km) are national highways (NHs) carrying 40% road traffic. The highways sector in India has been at the forefront of performance and innovation. Good transport infrastructure, like highway network enhances transport system that reduces transportation costs and this, in turn, definitely reduces the production costs while it increases productivity and profitability of organizations. 134
Highway network also makes transportation schedules and deliveries more reliable and timelier. Highways also contribute immensely to social growth; relatives are able to visit their loved ones more often and it enhances good relationship between family and friends. Highways can relatively reduce travel time to villages, cities and towns thereby encourage people to travel for business and trade.Highways make journeys faster, comfortable and safer than usual while at the same time reduce fuel consumption.
ANALYSIS 8.2.1 POLITICAL MOTIVATION TOWARDS HIGHWAYS BHARATMALA PARIYOJNA Bharatmala Pariyojana (Project) is a centrally-sponsored and funded Road and Highways project of the Government of India. The project will build highways from Gujarat, Rajasthan, Punjab, Haryana and then cover the entire string of Himalayan states - Jammu and Kashmir, Himachal Pradesh, Uttarakhand. Figure 8.3 Bharatmala Logo The ambitious umbrella program will subsume all existing Highway Projects including the flagship National Highways Development Project (NHDP), launched by the Atal Bihari Vajpayee government in 1998.
8.2.2 POLITICAL SYSTEM IN UTTARAKHAND Uttarakhand has 5 Lok Sabha constituency: 1. 2. 3. 4. 5.
Tehri Garhwal Garhwal Almora Nainital- Udhamsingh Nagar Haridwar
Assembly Segments •
Presently, Haridwar Lok Sabha constituency comprises the fourteen Vidhan Sabha (legislative assembly) segments:
•
Roorkee Legislative Assembly constituency is a part of Haridwar (Lok Sabha constituency).
8.2.3 POLITICAL SYSTEM IN ROORKEE Government type: Mayor – Council. Government body: Roorkee municipal Corporation.
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Roorkee (Rūṛkī) is a city in North India and a Municipal Corporation in the Haridwar district of the state of Uttarakhand (previously Uttaranchal), India. The municipality of Roorkee was created in 1868. Now it is a Municipal Corporation. It had been home to the Bengal Sappers and Miners since 1853, and two artillery units were stationed there. Today, the Roorkee Cantonment has a large army base. The Bengal Engineering Group and Centre (BEG&C), are still there today. In 1901, when the city had a population of 17,197, it was made headquarters of the Roorkee Tehsil, in Saharanpur district of the United Province of the British Raj; the tehsil included in it 426 villages (of the parganas of Jwalapur, Manglaur and Bhagwanpur) and six towns, most important among them being Haridwar and Manglaur.
Figure 8.4 Local Government Directory Flowchart
MAJOR STAKEHOLDERS To execute such interventions such functionaries are required to bring on same table: •
State and local government functionaries
•
Elected representatives
•
Urban local bodies
•
National Highway authority of India
•
Bureaucrats
•
Informed citizens
•
NGOs
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Joint Megistrate Figure 8.5 Major functionaries
8.2.4 WHO’S WHO? 1. JOINT MAGISTRATE Sub Division Roorkee Profile Picture
Name
Designation
Ms. Nikita Khandelwal (IAS)
Joint Magistrate
Address Tehsil Roorkee
Joint Magistrate, being Joint to DM, and also holding the charge of an SDM, are subordinate to Additional Collector, who is Additional to the same Head. An SDM enjoys the powers of an Executive Magistrate and Collector. He performs various magisterial tasks under Criminal Procedure Code 1973 and several other minor acts. It is empowered by tax inspector, Collector magistrate. All subdivisions (tehsils) are under the charge of SDM (Sub Divisional Magistrate). He has direct control over Tahsildars of his subdivision and serves as a channel of correspondence between the District Officer of the District and Tahsildars of his subdivision. In India, a sub-divisional magistrate has several executive and magisterial roles to play under Criminal Procedure Code 1973. Some of the general responsibilities of an SDM are: Revenue function, Election work, Registration of vehicles, Registration of marriage, Issue and renewal of driving licenses, Issue and renewal of arm licenses, Issue of certificates such as SC/ST, OBC and Domicile etc.
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2. ROORKEE MUNICIPAL CORPORATION (URBAN LOCAL BODY) The Roorkee Municipal Corporation is the civic body that governs the city of Roorkee in Uttarakhand, India. This corporation consists of 40 wards and is headed by a mayor who presides over a deputy mayor and 39 other corporators representing the wards. The mayor is elected directly through a first-past-the-post voting system and the deputy mayor is elected by the corporators from among their numbers. (vacant) Municipal Commissioner: Pravesh Chandra Dandiyal, IAS 3. MEMBER OF LEGISLATIVE ASSEMBLY
Pradeep Batra (MLA) -ROORKEE (HARIDWAR) Powers of MLAs are as follows: • Legislative powers: The most important function of the legislature is law making. As defined by the Constitution of India – Seventh Schedule (Article 246), MLAs have powers to frame laws on all items in List II (state list) and List III (concurrent list). Some of these items are police, prisons, irrigation, agriculture, local governments, public health, pilgrimages, burial grounds, etc. Some items on which both parliament and states can make laws are education, marriage and divorce, forests, protection of wild animals and birds. • Financial powers: The next important role of the assembly and the MLAs is fiscal responsibility. The legislative assembly exercises control over the finances of the state and has to approve the budget presented by the government in power and ensure that money is allocated adequately and appropriately for the business of governance. • Executive power: The Legislature also has oversight over the Executive. MLA’s are expected to oversee and monitor all the programmes and schemes that the executive implements. This does not mean that they merely sit on committees approving beneficiary lists and houses and determining how local area development funds are spent. They are expected to ensure that the executive branch of the government does its job responsibly, responsively, transparently, impartially and in line with the decisions taken by the political executive. • Electoral power: The state Legislature plays a role in electing the President of India. Elected members of the Legislative Assembly along with the elected members of Parliament are involved in this process.
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•
Constitutional powers: Some parts of the Indian Constitution can be amended by Parliament with the approval of half the state Legislatures. Thus, the state legislatures take part in the process of amendment of our Constitution too.
8.2.5 GOVERNMENT MOTIVATION For the betterment of political urban quality of life, we need to develop an intervention by which we can aware the peoples about the existing government schemes/programmes for cities, and make them aware of that how these government schemes are made for the holistic development of an urban area. For that purpose, we need to select the important government schemes for urban development. GOVERNMENT SCHEMES/PROGRAMMES 8.2.5.1 SWACHH BHARAT MISSION URBAN The Government of India (GOI) launched the Swachh Bharat Mission (Urban) [SBM (U)], with the vision of ensuring hygiene, waste management and sanitation across the nation, as a tribute to Mahatma Gandhi on his 150th birth anniversary, to be celebrated in the year 2019. SBM (Urban) is being implemented by the Ministry of Housing and Urban Affairs (MHUA). Key thrust areas of the mission include: • Elimination of open defecation • Eradication of Manual Scavenging by converting insanitary toilets to sanitary • Modern and Scientific Municipal Solid Waste Management • Effecting behavioural change regarding healthy sanitation practices • Awareness generation about sanitation and its linkage with public health • Capacity Augmentation for Urban Local Bodies (ULBs) to create an enabling environment for private sector participation The mission also focuses on improving the levels of cleanliness through Solid Waste2 Management activities. The Mission has the following key components:
Figure 8.6 Key Components of SBM (U)
Key strategic elements in implementing SBM(U) are as follows: 139
Figure 8.7 Implementation Strategies of SBM (U)
Public Toilets Under this component, all places within the city attracting floating population should be covered. Care should be taken to ensure that these facilities have adequate provision for men, women and facilities for the disabled (e.g. ramp provision, Braille signage, etc.) wherever necessary. ULBs should ensure that all Public Toilets being constructed under SBM (Urban) Solid Waste Management Coverage or Target under the component is all Statutory ULBs ULBs are to prepare bankable Detailed Project Reports (DPRs) for Solid waste management of their city in consultation with state governments. Smaller cities can form clusters to become viable entities to attract private investment. Information, Education and Communication (IEC) activities and Public Awareness A key strategy under SBM (Urban) is behaviour change communication to ensure that sanitation as an issue is mainstreamed with the general public at large and should cover issues of open defecation, prevention of manual scavenging, hygiene practices, proper use and maintenance of toilet facilities (household, community or otherwise), etc., and its related health and environmental consequences. Target is general public at large covering issues such as open defecation, prevention of manual scavenging, hygiene practices, proper use and maintenance of toilet facilities and its related health and environmental consequences. 8.2.5.2 NATIONAL URBAN TRANSPORT POLICY India’s urban population is currently around 30% of its total population. Experience across the world has been that as economies grow, rapid urbanization takes this proportion to over 60% before it begins to stabilize. 140
Hence, cities must not only meet the mobility needs of the current population but also provide for the needs of those yet to join the urban population. In this context, the Government of India has launched the National Urban Renewal Mission (NURM) that inter-alia seeks to bring about comprehensive improvements in urban infrastructure, committing substantial funds for this purpose and requiring a series of reforms that would make the investments sustainable. VISION •
To recognize that people occupy centre-stage in our cities and all plans would be for their common benefit and well being • To make our cities the most liveable in the world and enable them to become the “engines of economic growth” that power India’s development in the 21st century • To allow our cities to evolve into an urban form that is best suited for the unique geography of their locations and is best placed to support the main social and economic activities that take place in the city. OBJECTIVES The objective of this policy is to ensure safe, affordable, quick, comfortable, reliable and sustainable access for the growing number of city residents to jobs, education, recreation and such other needs within our cities. This is sought to be achieved by: • •
• • • • •
• • • • •
Incorporating urban transportation as an important parameter at the urban planning stage rather than being a consequential requirement Encouraging integrated land use and transport planning in all cities so that travel distances are minimized and access to livelihoods, education, and other social needs, especially for the marginal segments of the urban population is improved Improving access of business to markets and the various factors of production Bringing about a more equitable allocation of road space with people, rather than vehicles, as its main focus Encourage greater use of public transport and nonmotorized modes by offering Central financial assistance for this purpose Enabling the establishment of quality focused multi-modal public transport systems that are well integrated, providing seamless travel across modes Establishing effective regulatory and enforcement mechanisms that allow a level playing field for all operators of transport services and enhanced safety for the transport system users Establishing institutional mechanisms for enhanced coordination in the planning and management of transport systems Introducing Intelligent Transport Systems for traffic management Addressing concerns of road safety and trauma response Reducing pollution levels through changes in traveling practices, better enforcement, stricter norms, technological improvements. Building capacity (institutional and manpower) to plan for sustainable urban transport and establishing knowledge management system that would service the needs of all urban transport professionals, such as planners, researchers, teachers, students, etc 141
• • • •
Promoting the use of cleaner technologies Raising finances, through innovative mechanisms that tap land as a resource, for investments in urban transport infrastructure Associating the private sector in activities where their strengths can be beneficially tapped Taking up pilot projects that demonstrate the potential of possible best practices in sustainable urban transport
8.2.5.3 AMRUT SCHEME MISSION: Providing basic services (e.g. water supply, sewerage, urban transport) to households and build amenities in cities which will improve the quality of life for all, especially the poor and the disadvantaged is a national priority. PURPOSE • To Ensure that every household has access to a tap with the assured supply of water and a sewerage connection. • Increase the amenity value of cities by developing greenery and well maintained open spaces (e.g. parks) • Reduce pollution by switching to public transport or constructing facilities for nonmotorized transport (e.g. walking and cycling). All these outcomes are valued by citizens, particularly women, and indicators and standards have been prescribed by the Ministry of Housing and Urban Affairs (MoHUA) in the form of Service Level Benchmarks (SLBs). 8.2.5.4 HRIDAY Ministry of Housing and Urban Affairs, Government of India, launched the Heritage City Development and Augmentation Yojana (HRIDAY) scheme, with a focus on holistic development of heritage cities. The scheme aims to preserve and revitalise soul of the heritage city to reflect the city’s unique character by encouraging aesthetically appealing, accessible, informative & secured environment. As a pilot, this flagship scheme of the government focuses on revitalising twelve heritage cities, namely Amrawati (Andhra Pradesh) , Gaya (Bihar) , Dwaraka (Gujarat) , Badami (Karnataka) , Puri (Odisha) , Amritsar (Punjab) , Ajmer (Rajasthan) , Kanchipuram and Velankanni (Tamil Nadu), Warrangal (Telangana) and Mathura and Varanasi (Uttar Pradesh). However, the Roorkee city was not being added under this scheme but to make it a significant part of the highway and to attracting more tourists we need to show the character of Roorkee to make it more interesting for the user. For that purpose, we can use the guideline for our vision to evolve the Roorkee’s character.
CASE STUDIES 8.3.1 CASE STUDY ON NAMMA TOILET BY TAMILNADU10 NAMMA SWACHH BHARAT MISSION (U) Toilet is a Modular Toilet solution that has been designed to eradicate open defecation, keeping in mind the requirements of Indian sanitary practices. A series of user studies, interviews and follow up presentations have resulted in a specific set of requirements based on which Namma Toilet has been designed. It is a total sanitary solution with a Universal Design. Namma Toilet is made of 142
Composite Fibreglass Sandwiched material, which has excellent durability and strength. It is designed to withstand the extreme harsh conditions one can expect outdoors in our country and the high usage. Namma Toilet can be configured to many different complexes based on the requirement at the site, as they are modular. One is the basic toilet module. This is available in 4 options. Male Physically Challenged (EWC), Ladies Physically Challenged (EWC), Male Regular (IWC) and Ladies Regular (IWC). There is a Urinal Module (2 People can use at same time), stand-alone modules for Handwash, Partitions for separating the Women section from the Men’s, End Partitions designed to keep stray animals away, Overhead Water tank structure and Canopies (Privacy Screens) for the individual toilet modules. In addition to these, the Solar based lighting module varies according to the design or size of the toilet complex. In rural areas where power is a problem or remote areas an additional option is available for having the bore motor run of solar power. A toilet complex can be designed with a combination of these individual modules to best fit the requirements of the site selected. In Urban areas where Underground drainage connections are available, we can connect the waste to these lines. In areas where this option is not available we can have a septic tank with a bioenzyme based treatment system. This helps control the COD/BOD levels and Ecoli in the waste. Additionally, in areas which have a very sensitive ecological system, we can provide a batch waste treatment system which totally controls the waste water let out and this water can be used for watering nearby trees. Due to the construction and philosophy behind Namma Toilet, it is suitable for all kinds of areas from remote locations to Villages, Towns and Cities. The design is modern and appealing and blends into the local landscape. The most common water source for Namma Toilet is a bore well sunk near the site. In most cases, this is preferred to ensure continuous supply of water to the toilets. There are many locations where existing water sources are available and have been made use of. These modular toilets are designed with the end user’s requirements in mind. Our effort has been on creating infrastructure that will be sustainable and the public will use happily, unlike many low cost toilets which become unusable within few months of deployment. The material used right from the Booth material, Interior surface finish quality, Ceramic Pans, to Stainless steel taps, Fittings and handles, modern LED lighting and Solar Power all enhance the end user appeal. Elements like Polycarbonate roofs for natural light ventilation and abundant SS louvers for good air ventilation are provided. Flush tanks are provided in every module and an overhead tank of sufficient capacity (2000 Litres) is provided. We thereby ensure availability of water at all times in the complex. The overhead water tank is designed in such a way that there is a room at the bottom with locking arrangement to house the cleaning material and also doubles as shelter for the maintenance team during heavy rainfall. The privacy screens are made from Stainless steel and provide the right level of privacy for the user, while also ensuring that the complex is not misused by antisocial elements. The whole complex is fixed on a platform with attractive tiling. When all these extras are added on and calculated, the per seat cost appears higher but in the end when you take the life cycle costs and facilities provided as compared to regular toilets, the costs are very much comparable and also the purpose for which it is built is served, which is of the most importance. We have had fantastic response from the public and have lots of feedback from end users on how good the toilets are. In public places like bus stands, more than 200 persons use each toilet per day. In tourist places like Ooty, people from all over India and even foreigners have given good comments on the quality of the toilets. In community toilet, we have seen steady increase in the number of people using toilets 143
from the initial installation. On further investigation, it was found that people from neighbouring areas are travelling long distances to use this facility. We are constantly listening and evolving the design to ensure we stay abreast of the latest developments in materials and production processes and also upgrade the design for more comfort. (GOI, 2017)
8.3.2 CASE STUDY ON DECENTRALIZED WASTE MANAGEMENT SYSTEM FOR APARTMENT COMPLEXES - A PUBLIC-PRIVATE INITIATIVE IN COCHIN (SOLID WASTE MANAGEMENT) Cochin Municipal Corporation (CoC), Kerala Builders Forum, now called Confederation of Real Estate Developers’ Associations of India (CREDAI), are the main players in this initiative. To manage the solid waste, the following approach was adopted in high rise apartments to implement an eco-friendly solid waste management system: A suitable technology was identified and approved by Clean Kerala Mission, Government of Kerala and the implementation of this decentralized system of waste management in few apartment complexes on a trial basis was started in 2007. In addition, the following activities were undertaken – • • • • • •
Planning and formulation of strategy and a dedicated team for implementation of the decentralized system for the high-rise apartments. Setting up of source segregated door to door collection system of waste in each of the apartment complexes. Establishment of the Bio-Bin system to process the bio-degradable waste to produce and utilize the compost on site within the apartment complex. Establishment of a recycling and plastic shredding unit by Corporation of Cochin and managed by CREDAI. Collection of dry/ recyclable material is sold to generate revenue for the CREDAI workers. Regular skill development and awareness programs through the print and mass media for the workers and citizens.
OUTCOME: • •
•
Currently 350 apartment complexes in Kochi are covered under this initiative. Decentralized system in apartment complexes led to employment opportunities for economically weaker sections, especially women for operationalizing and monitoring of the unit. Effective monitoring and timely complaint redressal at the time of any failure of the unit.
Overall Sustainability: Onsite operation and maintenance of the composting system as well as other expenditures are being met by the collection of user charges at the rate of Rs. 100- 150/- as well as sale from the recyclables. In order to further strengthen and ensure sustainability of the system, Local Self Government Department (Govt. of Kerala) issued an order in 2012 for making it mandatory for the apartments through the building associations/ firms to manage the waste 144
within the apartment complexes through different technologies for composting and sale of recyclable material. Information, Education and Communication (IEC) activities and Public Awareness A key strategy under SBM (Urban) is behaviour change communication to ensure that sanitation as an issue is mainstreamed with the general public at large and should cover issues of open defecation, prevention of manual scavenging, hygiene practices, proper use and maintenance of toilet facilities (household, community or otherwise), etc., and its related health and environmental consequences. Target is general public at large covering issues such as open defecation, prevention of manual scavenging, hygiene practices, proper use and maintenance of toilet facilities and its related health and environmental consequence.
INTERVENTION 8.4.1 MANIFESTO In our case, to intervene the stretch we need to develop a manifesto under which the vision of political motivation is split into different tasks with same intensions as backing. UTTARAKHAND ELECTIONS 2017: BJP MANIFESTO 1.
Education (Quality)
2.
Safety
3.
Tourism hub
4.
Health (tele-medicine, air ambulance, e-tendering services)
5.
Employment
6.
Corruption free government
OUR MANIFESTO Manifesto made to execute the interventions on site, the major pointers are: Education •
Safe environment for school going children. • • • •
Creating safe pathway along the road. In this way road will be accessible for all. Education for all. Detailed execution plan is available.
Safe pathways
Accessible for all 145
Figure 8.8 Sarv Shiksha Abhiyan Logo
Education for all
Health •
Hygienic streets- discouragement of open urination by creating a sense of place
•
Solid waste management Toilet infrastructure
Solid waste
Health safety
Tourist hub Knowing potentials: • • • •
Mid way facilities for tourists Providing clean and safe environment to them Providing a character to Roorkee Heritage character of Roorkee (wall painting)
Employment •
Figure 8.9 wall painting in rajasthan
With better tourism these stakeholders will be benefitted: a. b. c. d.
Vendors Shopkeepers Repair shops Rickshaw pullers
•
Revenue generation
•
Fulfilling their manifesto
POLITICAL URBAN QUALITY OF LIFE: DEFINITION Political Urban Quality of life, refers to the city policies which support the concept of urban quality of life and the extent to which these policies are implemented. (HamamSerag El Dina, 2013)
8.4.2 INTERVENTION DESIGN Intervention Design for Betterment of Political Urban Quality of Life For awareness of peoples about the existing government schemes/programmes for cities, and make them aware of that how these government schemes are made for the holistic development of an urban area. Awareness tools:
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• Advertisements • Campaigns • Wall paintings Advertisements: Examples
Figure 8.10 Advertisement of Gujarat for Swachh Bharat
Figure 8.11 Swachh Bharat Mission Advertisement
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Figure 8.12 Swachh Bharat mission advertisements showing waste segregation at its source
Campaigns:
Figure 8.13 Swachh Bharat campaigns
We will organise such awareness campaigns to change the conventional old behaviour. We need to address them that if the whole city would not get cleaner, there is no point of only cleaning their houses as city also is their neighbourhood.
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Figure 8.14 Campaign for sanitation
Figure 8.15 Small competitions for awareness
Wall paintings: To provide a character to the city for tourism boost.
Figure 8.16 Wall painting showing Rajasthani tradition
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Figure 8.17: wall painting in jaipur Rajasthan
Figure 8.18 Wall painting showing tribal dance in Raipur
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CONCLUSION This chapter has identified and discussed the major demographic and socio-political impacts of urbanization, highlighting its role in sustainable population management and improved quality of life. 1. Urbanisation can be regarded as a phenomenon which is accompanied by more negative points than the positive ones. On account of rapid urbanisation, both the developed as well as developing countries have been facing more or less the same problems and turmoil in the process of urban development. 2. Political Urban Quality of life, refers to the city policies which support the concept of urban quality of life and the extent to which these policies are implemented. 3. For awareness of peoples about the existing government schemes/programmes for cities, and make them aware of that how these government schemes are made for the holistic development of an urban area. 4. Poltical motivation is an important link which is required to join the aspects of planning and implementation. To intervene the stretch we need to develop a manifesto under which the vision of political motivation is split into different tasks with same intensions as backing. 5. Political support and motivation can led to great changes in implementation, in other dimentions the area of impact may remain to very small area but with with political urban quality the impact and benefits have a a very large domain, big changes are possible with help of it.
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