SLUMS THROUGH MOVING Vaishnavi Venkataramanujam 17008725
Ackowledgement I would like to thank Professor. Bill Erickson for providing me with all the support and assistance in writing this dissertation and for sharing his expertise which proved to be invaluable in the formulating of the research topic and analysis in particular. I would also like to thank my parents for always being there with me and for showing immense faith in me. Finally, my friends Swetha Gunasekaran, Vijayalayan and Nithiyanandham for being extremely supportive with the research.
Abstract In urban design the essence of the traditional urban setting is the integration of structures, transport modes, and public spaces, allowing individuals to interact in the same location for varying reasons. It provides the chance to a face-to-face exchange of products, data, expertise, and money. The research explains and discusses the existing challenges faced in slums due to the inadequate facilities of movement and transportation and explains the importance and need for incorporating potential modes of mobility in slums. It also explains in detail about the crucial role of streets in planning and designing the town, inclusive of the slums. The research outlines the significant problems, its causes, and symptoms in redesigning and/upgrading the slums with the help of a few examples in Asia, specifically in India and thus explains the need for understanding and developing mobility enhancement and community empowerment in slums through urban design. It also discusses the significance of the multiple roles that a street plays in the slums and how it affects the routine functions and the informal economy of the slum dwellers. The comparative analysis of various slums with respect to mobility and development helps reflect on the details about the schemes and policies that were proposed in developing countries like India, to upgrade the slums by redesigning and/ relocating. It concludes with an explanation of how the surveys and planning do not always yield the expected outcomes concerning the movement and transport in the informal areas where it is most required.
Contents • Introduction
Introduction
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Streets and Movement in Slums
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Functions of Streets
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Issues and Challenges
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Recognising Slums
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Accessible and Legible Transport and Street Networks
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Challenges in Designing Transport System
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Socio -Economic Benefits
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Space Syntax- Methodological Approach
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Case Studies
Cities in developing nations have experienced an unprecedented level of urbanization and growing poverty since the 1950s. (The World Bank, 2000) Slum inhabitants lack the most fundamental municipal services, such as water supply, sanitation, waste collection, and are therefore subjected to disease, crime, and natural disasters. They also lack schools, hospitals, and locations to meet and socialize with the society. There are many connotations and meanings to the word slum. It often relates to settlements that are illegally occupied and lack fundamental facilities. Yet there is a broad variety of features that give each slum a distinct structure. Slums range from elevated density, squalid main town tenements to spontaneous squatter settlements without legal recognition or rights. Some of them are more than fifty years old while some are just ongoing land invasions. (The World Bank, 2000) This paper focusses on the existing challenges faced in slums due to the inadequate facilities of movement and transportation and explains the importance and need for incorporating potential modes of transport and movement in the slums. It explains how crucial is the role of streets in planning and designing the town, inclusive of the slums.
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NGO’S and Government Schemes In India
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General Guidelines For Street Dsign in India
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Study of Slums in Chennai, India
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Comparitive Analysis
• Conclusion • Bibliography •
List of Figures
The term slum was first used in the 1820s. It was used to indicate certain places across London known for having the poorest quality homes and the most unhygienic circumstances. These sites were known to be the breeding grounds for marginal practices, including many criminal operations and drug abuse. It had begun to mean a street, alley, court by the end of the 19th century, located in a crowded district and populated by lower class or poor community. (Habitat for Humanity GB, 2019)
Figure 1 (Dharavi, 2019)
Streets and movement An integrated street network is likely the most efficient platform for urban growth. The grid may be orthogonal or deformed by local characteristics or layout, but the most effective basis on which successful cities can develop is a pattern of paths.(Wiltshire.gov.uk, 2005) A defining feature of urban growth in developing countries in the last century through today has been the emergence and proliferation of slums. These settlements are characterized by unhealthy residential circumstances and absence of fundamental facilities, conditions that impose important human and economic expenses on slum inhabitants, towns, and domestic economies. The attempts of slum upgrading initiatives have not been able to react to the big and increasing scale of the issue, and it is recognized that quickly urbanizing nations need to expand slum upgrading from project-based to city-wide methods. (www.unhabitat.org, 2012)
While neighborhoods are formalised communities within the city or town , the slums are the informal poor areas which requires a strategy or appraoch that helps turn them into better neighbourhoods. According to the UN-Habitat, (www.unhabitat.org, 2012) the street-led slum upgrading is a simple and straightforward strategy that rationalizes the design of settlements and creates urban spatial patterns that fundamentally turn slums into neighborhoods.The road is a crucial component in improving the quality of life in slums, especially in densely occupied settlements like slums where the inadequacy of roads is the cause of numerous issues experienced by the dwellers. (www.unhabitat.org, 2012) This suggested approach to enhance the life of slum residents is embedded in the opening of roads as the center of urban regeneration and as the main pillars for a profound number of informal settlement regularization policies and area-based planning procedures that are all part and parcel of a city growth. It learns from the evolution of methods implemented so far and moves towards identifying a strategic approach to urban conversion that takes benefit of the roads. The strategy encourages better planning and urban reorganization of slums and informal settlements to enhance the mobility, availability and provision of fundamental facilities. The current settlement morphology, especially the street pattern and the accessibility of open spaces, determine the extent to which improvements are feasible. (www.unhabitat. org, 2012)
Streets are the first step towards incorporating the financial resourcefulness of slum residents into wider urban and national economies. They are also the starting point for the physical inclusion of slums into the formal and official planning and urban management schemes that regulate a town. Streetstrategies would include improving access to secure housing and jobs possibilities and preventing slums by opening fresh roads and layouts that are accessible to the poor. (www.unhabitat.org, 2012) When integrated with the urban network of city streets, slum streets contribute to the physical, social and economic integration of these settlements with the aim of improving the quality of people’s urban life and the economic efficiency of cities. A citywide strategy is essential to enhance the financial result produced by the opening of numerous roads in separate settlements, increasing connectivity, circulation and mobility and also provide a chance for the ultimate physical inclusion of slums and informal settlements into their adjacent neighborhood. (www.unhabitat.org, 2012)
Street-led Citywide slum Upgrading program cycle
project planning
policy formation programme management
project appraisal
mapping survey
programme design city planning
resettlement upgrading
Figure 2 Citywide Street-led Slum Upgrading Programme Cycle (Source: Acioly, 2010)
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Figure 3 Photo: Johnny Miller/ Millefoto.com
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Functions of streets
Issues and challenges in slum movement and transportation
Streets in slums have various functions, more than in other neighborhoods. This is because the only public space accessible in slums are streets. Streets in slums tend to be multi-layered entities rather than obviously zoned regions of use and kinds. They host various operations that coexist and replace each other at separate times of the day. In upgrading projects, they serve and provide the pathway for pipes, energy lines, street lighting, and drainage systems. They are the settings for casual trade such as hawking and selling as well as for financial operations such as tiny manufacturing, repairs, trash recycling. Cultural events – processions, festivities, and performances – are all on the streets/roads. Children play and inhabitants have casual street interactions. Where houses are tiny streets, they often serve as outdoor extensions of the living room, used for washing, cooking, socializing and sleeping. Thus, the limits between public and private space are blurred by use.(www.unhabitat.org, 2012) Streets are instrumental in the rescue and relief activities as slums are often impacted by disasters such as fires, floods and landslides due to their precarious place, high density and fuel building equipment. Some of these occurrences are likely to be exacerbated in the future with extreme weather conditions induced by climate change, underlining the need to include disaster management while upgrading the roads.(www.unhabitat.org, 2012)
Streets are the essential entities in any kind of settlements. Similarly, in slums there are large amount of street networks within and around it. But within the slums, the streets restrict the possibilities of circulation mainly because of the inadequate space which narrows the streets into thin lines of movement.Designing an effective road network in new settlements is simple while considering the possibilities to provide links to the current and proposed neighboring urban road scheme is essential in the already current informal settlements. This is because settlements are first laid out in slums and the remainder of the property becomes the room for streets and events, while highways and road networks are first laid out for effective functioning while developing a town or any other settlement. It is therefore essential to design street and road networks for a better transport scheme. (www.unhabitat.org, 2012)
Figure 5 (MAILONLINE, 2016)
Community involvement Street upgrading offers a chance for the community to be engaged not only in the definition of street hierarchy, design, and material but also in the building itself. The active participation of community organizations in the building of road drains and other infrastructure always leads to better performance as they can immediately monitor the quality of road building and report any weaknesses, good value for cash and readiness to preserve the infrastructure. (www.unhabitat.org, 2012)
Figure 4 (hubpages.com,2018)
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Slums are widely situated in two urban regions; slums in the inner city and slums in the metropolitan periphery. The inner-city slums are generally the result of cheap rents and urban poverty, while the urban peripheral slums are the result of government resettlement and/or eviction programs. This is not feasible because the poor need to be near to town centers where there are more casual revenue possibilities and often the transportation costs are not affordable to the poor. Moving the poor or replacing their physical equipment with public housing has produced more problems for the poor and the towns.(Iihs.co.in, 2015)
Figure 6 (Flickr, 2017)
Figure 7 (Anti Eviction Support Cell India, 2019)
Unable to access the formal market, low-income households are left with only one choice: building, buying or renting dwellings of comparatively tiny size, low-quality construction and minimal service provision in informal settlements. In central places of high land value, households are compelled to occupy land that is not in demand because it is unfit for construction, such as land susceptible to flooding or landslides or along steep slopes, railway lines, canal banks, and roadsides. They are compelled to occupy as little room as possible, which results in very elevated densities. Poverty and low affordability are historically at the core of the issue, but the increasing wealth of towns also adds to it. Thus, the existing transport situation in the slum regions limits the urban poor from traveling to job or schooling or shopping, so transportation by the poor is often limited to walking or most cycling.(Iihs.co.in, 2015) Figure 8 (rediff.com, 2015)
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Non-Motorized Transportation
Recognising slums
Non-motorized transport (NMT), involves walking, biking, other variations such as small-wheeled transport (push scooters, skates and hand carts) and wheelchair travel. (Iihs. co.in, 2015) In Indian cities, individuals who travel by walking outnumber those who use personal motorized transport. (Iihs.co.in, 2015) As towns spread, NMT’s share drastically decreases creating enhanced dependence on private modes of transport. Urban design that promotes walking and cycling is under threat as the sprawl-based urban design is becoming the norm in large towns. NMT methods are considered to be slow, thereby inhibiting travel velocity in towns. Local policies are curtailing their use on primary highways or limiting them to neighborhood streets. (Iihs.co.in, 2015)
Since slums have no formal planning and so grow with no proper ownership structure which then leads to the issues of tenure and governance. This results in the unknown population ,income and needs of the dwellers in the slums.Thu, slums rather than being neglected or seen as an obstacle should be included and recognised as a part of the city or town in the urban development process. UN-Habitat (www.unhabitat.org, 2012)promotes a credible mapping and inventory of slums physical configuration and spatial structure prior to any slum upgrade action. This method should not be restricted to settlement mapping using only topographic maps, Google Earth ortho-maps, aerial photos and satellite, and remote sensing. Participatory enumerations recording individual housing units, their number, and record, and a cadastral of the residents and their status, size, tenure status, income, etc. are needed to help correctly determine and agree on the size and conditions of the population living in each settlement. (www.unhabitat.org, 2012)
In the early 1980s, the share of NMT (walking and biking combines) in Indian towns ranged from 40% to 60% of total journeys. Rickshaws, a distinctive type of NMT used for both passenger and freight traffic, have a significant modal share in most Indian cities.(Sutp.org, 2019) Cycle rickshaws have been limited to certain fields within the town in many towns. In Kolkata, for instance, cycle rickshaws were originally prohibited on 38 highways and the constraints were further expanded to 174 primary highways to boost traffic speeds since 2012. Although bicycle travel is permitted on some roads after business hours, the ban has adversely impacted the livelihoods of households dependent on this service.(Iihs.co.in, 2015) The poor in the city are captive users of walking and cycling, but most neighborhoods either have poorly built footpaths or have been badly preserved, while some have no footpaths at all. In Delhi, when slums were moved, transportation costs in the household budget risen considerably for 50% of the poor population. In the new slums, cycle journeys doubled to 7 km and bus distance increased from 4 km to 15 km, thus reducing NMT journeys by 59 percent among the most impacted households.(Iihs.co.in, 2015)
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Slum mapping is needed for slum enhancement plans because current housing plays an enormous part in their livelihood chance. (www.unhabitat.org, 2012) Today ,more than one billion individuals are presently living in slums and, with the worldwide population rising, this number is only anticipated to expand in the coming centuries. These communities are often recognized as the most fragile groups in society. In order to better tackle the plight of slum residents (e.g. by offering better infrastructure and facilities) and to create more effective and efficient strategies, it is essential to obtain better slum data and track slum populations. (Mahabir and Crooks, 2018)
Figure 9 (the times of india, 2019)
A five-step method is created for information collection and tracking of slum populations as the basis for addressing slum dwellers ‘ plight and for more effective and efficient policymaking. The five steps are: data, define, map, analysis, and model. (Mahabir and Crooks, 2018) Some of the projects make efficient use of easy, everyday digital cell phone technology to map settlements and include data. For instance, the NGO Rede Jovem is deploying local young females armed with GPS equipped mobile phones to map roads and landmarks in the Rio de Janerio favelas. (Mahabir and Crooks, 2018) For instance, the NGO Rede Jovem is deploying local young females armed with GPS equipped mobile phones to map roads and landmarks in the Rio de Janerio favelas. The Map Kibera project utilizes an open-source software program, Open Street Map, to enable a team of young individuals in Nairobi’s Kibera slum to edit and add data as it is collected on mobile phones. The mapped data is then free to use by anyone who wants to understand what is truly happening in Kibera: residents, NGOs, private businesses and public officials. (Mahabir and Crooks, 2018) For instance, a domestic program launched in India, Rajiv Awas Yojana (RAY), makes mapping and participatory enumeration a compulsory necessity for citywide slum upgrade planning. (Mahabir and Crooks, 2018)
Figure 11 (Miller, 2019) Figure 10 (framepool, 2019)
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Challenges in Designing Transport System
Need for Accessible and Legible Transport Networks in Slums While developing new settlements it will be possible to consider a wide range of options in laying the streets but in the already exisiting sites such as slums, the existing street pattern will generally limit the circulation options and hence the objective for such sites should be to rationalise the street pattern to obtain the most efficient use of land. (Payne and Davidson, 2000) Accessibility is nothing but a word used to define the ease of moving from one location to another so that individuals can access schools, employment, hospitals, transit points, leisure, and other possibilities. (Tun, Hart and Mahendra, 2019) Accessibility levels rely on several variables. Some are location-specific: the availability of facilities and facilities, their spread throughout the town and whether the transportation system enables individuals to reach them securely, affordably and effectively. Accessibility is a function of land use and transportation and depends on how efficiently the two together serve the town. (Tun, Hart and Mahendra, 2019) Other variables are specific to people, such as their capacity to pay (both in time and cash) to achieve a chance, as well as their housing decisions, and tolerances for safety and convenience while traveling. For instance, when transit systems are unsafe or not inclusively intended, females, children and individuals with disabilities face greater obstacles to accessibility than other demographics. (Tun, Hart and Mahendra, 2019) These days, cities are becoming less available due to urban sprawl. (Tun, Hart and Mahendra, 2019) Accessibility is being considered as one of the important factors in determining the quality of life and social mobility, yet most towns concentrate on transportation supply (how many kilometres of highways or bus routes there are) or on transportation effectiveness (how many individuals travel on certain paths within a specified period of time) rather than on what this transportation actually allows individuals to do. (Tun, Hart and Mahendra, 2019) As towns have grown, so is the amount of motorized cars on the highways. In 2010, there were 2.5 fresh motor vehicle registrations for every kid born in Latin America, there were three for every birth in India. (Tun, Hart and Mahendra, 2019)
While many individuals see owning a vehicle as enhancing their accessibility, this is only true to one point. Traffic congestion eventually inhibits mobility for everyone. Estimates of the moment lost in congestion already range from 2% to 5% of GDP in Asia. (Tun, Hart and Mahendra, 2019) This produces a cycle of viciousness. More vehicles in the town imply more infrastructure that favours vehicles over individuals. (Tun, Hart and Mahendra, 2019) Urban development that prioritizes private cars over pedestrians, bicycles and public transit encourages city expansion and enhanced travel lengths. In turn, these growth patterns lead to longer walks, longer waits and greater travel expenses for inhabitants, making towns less accessible. They also contribute to greater greenhouse gas emissions owing to longer distances travelled for. This pattern is playing out all over the globe. In South Africa’s Pretoria-Johannesburg region, inhabitants from informal settlements on the city’s periphery travel on average between 20 and 23 kilometres in search of a job. In Beijing, riders spend an average of approximately three hours in traffic every weekday and lose an average of $159 a month–13 percent of the average monthly salary–to congestion. (Tun, Hart and Mahendra, 2019)
Humanity has the capacity to make growth sustainable — to guarantee that it meets the requirements of the present without compromising future generations ‘ capacity to satisfy their own requirements. Sustainable development involves meeting the fundamental requirements of all and expanding the chance to fulfill their ambitions for a better life. (Wang and Qian, 2016) Social and environmental issues are the main reason for individuals leaving towns. The comparatively extensive town functions can provide better education, enhanced health care system, more revenue, and other efficient services for local inhabitants. (Wang and Qian, 2016) These benefits of urban scale and closeness attract individuals from rural regions or tiny towns flooding into cities. Outside the workforce filled the gap between urban development and the shortage of appropriate local staff. They assist to expand and develop towns. However, this fast growth can inevitably have an adverse impact on towns that no town planners can overlook. The extensive use of natural resources such as land, water, and power can cause them all to run out in a short time. Second, the over-stretching of infrastructure improves the density of towns. (Wang and Qian, 2016) In many nations, particularly the developing ones, social and economic inequalities happen. The urban planning study is now more focused on addressing urban planning issues in developing nations. City planners are making excellent attempts to develop viable towns to assist create a viable living environment for local inhabitants. For many of them, ensuring viable transport systems in towns is the essence and most significant part of building viable towns. Because a sustainable transport system can assist to use all-natural resources economically and effectively. (Wang and Qian, 2016)
Figure 13 (Harding, 2011)
The roads of India are congested and of bad quality. Lane capability is low-two lanes or less are the majority of domestic roads. A quarter of all Indian highways are congested. Road maintenance remains underfunded in many areas and only a third of its requirements are met. This leads to road deterioration and heavy user transportation expenses. Although the rural road network is vast, some 33 percent of India’s villages do not have access to all-weather highways and stay cut off during the monsoon season. (Web.worldbank.org, 2011) Mobility flows have become the main dynamic in the fast urbanization phase of Indian cities with urban transport infrastructure as the skeleton of the urban form. (Web. worldbank.org, 2011) Despite the growing rates of urban mobility in Indian cities, in terms of comfort, price and time, access to locations, events and services are becoming increasingly hard. With over a quarter of India’s metropolitan population below the poverty line, the mobility issues of the poor are of particular interest. The inaccessibility of private transport or the absence of alternatives for public transit forces this segment of the urban population to walk or cycle progressively lengthy distances, resulting in serious pollution. (Web.worldbank.org, 2011)
Figure 12 (RealtyMyths, 2016)
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Socio-economic benefits and challenges Accessibility also has economic growth consequences. A wider variety of motion is creating and providing access to more varied markets. But in most cases, the improvements are made at the expense of the urban poor living in the slum areas. The piecemeal transport developments to rectify and enhance road methods and highways result in the resettlement or eviction of slum residents resulting in their suffering from the absence of accessible access to public transport. It is estimated that every 1000 residents added to the population of a city generate 350 extra daily journeys and that every square kilometre of urbanized areas induces an additional 500 trips. Many of the growing towns such as Delhi, Mumbai, Karachi, Beijing, Bangkok, Cairo, and Mexican cities experience serious congestion owing to the enhanced pace of motorization that exceeds the level of the population rises if most towns. But these towns also generate a large portion of the gross national products of their nation. Reducing urban congestion is therefore essential to maintaining economic growth. Car ownership reduces the ridership of public transport, eliminating the viability of transportation systems and leading to decreased quality and amount of services influencing the poor. The level of motorization in developing nations such as India and China exceeds the rate of population growth, yet the urban poor lack the means to afford any suitable transport networks. City improvements are created at the cost of society’s most vulnerable people. The link between financial chance and urban accessibility is central, hence the displacement of urban poor in the name of urban renewal and development programs destroys neighborhoods and informal economies.
“Transport services are a key component of the larger urban service bundle. The delivery of safe, clean and affordable transport service to all the segments of society is becoming increasingly critical to reduce poverty and ensure service delivery to the poor” (World Bank, 2006)
Access to transportation complements the availability of other facilities such as health and education, while unaffordable transportation creates geographical, social and financial isolation, thus affecting productivity and development goals as well as equity. The physical limitations that stop a person from acquiring optimum education or jobs decrease general economic productivity and growth. The social exclusion that adds to issues such as crime, alcoholism and substance addiction directly reduces economic productivity by decreasing jobs and indirectly by raising demand for social and safety services. This indicates that by enhancing economic productivity, social inclusion for young individuals, unemployed and underemployed individuals, and individuals at risk for social issues, may have particularly elevated importance for society. The next generation of towns will be very distinct from those of the past, which needs a re-examination of standard answers to urbanization problems. (Beard, Mahendra and Westphal, 2016) By the mid-century, 52% of the world’s total metropolitan population will be in Asia and 21 percent in Africa. (Beard, Mahendra and Westphal, 2016) While the rate of global poverty is dropping, the percentage of the poor living in towns is higher than ever before. This makes it difficult for towns to provide fundamental services to all inhabitants. (World Resources Institute, 2016) Study finds that up to 70 percent of urban inhabitants in emerging and struggling Asian, African, and Latin American towns lack reliable access to key facilities such as housing, water, energy, and transportation. City officials experience a tension between meeting the instant and increasing demand for services and making longer-term choices that influence the built environment. Lack of access to key facilities can mean disadvantaged individuals are compelled to fend for themselves in inefficient and expensive ways that hamper their quality of life and risk harming the environment. (Beard, Mahendra and Westphal, 2016) The World Resources Report (World Resources Institute, 2016) requires equitable access to key facilities as its entry point and investigates whether meeting urban under-served requirements leads to a more productive and environmentally sustainable city. (Dalkmann, Hidalgo and Tun, 2016).
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Figure 13 (space syntax, 2019)
Space Syntax - Methodological Approach An evidence-based methodology created over twenty years of empirical research to analyse spatial settings that help in the planning and design of buildings and metropolitan regions. Space syntax enables to incorporate complicated social, economic, cultural and environmental problems. (Space Syntax.com) Such problems often prevail in fields of unplanned settlements such as slums.
Space syntax utilizes analytical methods to diagnose and assess the history and evolution of the town or selected region that led to the current patterns of settlements, density, and land use. It operates in two phases, basically. The first includes gathering databases and analyzing elements that restrict social cohesion and other obstacles in planning and design. With the aid of the analysis, the solution strategies are formed and their impacts are measured which then can become the part of the designing and planning framework. (Space Syntax.com) 11
Case study-1
Case study - 2 In addition, space syntax also enables to analyze and develop transport policy and guidelines,
Jeddah is a port town in Saudi Arabia, home to a contemporary business centre and pilgrimage gateway to towns such as Mecca and Medina. As a consequence of unbalanced growth, the town has a difficult social and cultural diversity and big unplanned regions. Jeddah municipality commissioned space syntax to develop a strategy primarily to enhance unplanned regions. The main unplanned regions of the city are devoid of functioning internal links and adjacent urban paths. Space syntax diagnosed a particular methodology to tackle this problem that showed the significant paths in the colonies. A local accessibility assessment resulted in the development of a policy that helped connect the lower sections with the big town structure. (Jeddah, Strategic Planning, Space Syntax).Thus, the redevelopment approach helped connect the unplanned colonies to the town by generating smooth transitions from local paths to city broad access. It also incorporated the unplanned colonies into its environments and promoted socio-economic changes while maintaining the personality and feel of the location. (Jeddah, Strategic Planning, Space Syntax)
• • • • •
Pedestrian movement patterns Cycle movement patterns Vehicle movement patterns Parking patterns Public transport usage patterns
It analyzes the place and ability of public and private transport uses. The strategy enables us to know how the interaction of important elements such as spatial appeal, land-use attractions, and transportation attractions helps to define the socio-economic and environmental performance of locations and buildings and shows how planning and design choices affect how individuals move, transact and or communicate in streets and buildings. (Space Syntax.com)
More the 50 unplanned settlements in Jeddah.
Informal Egyptian regions are an increasing issue. They rose from 916 informal fields in 2000 to 1,171 fields in 20074and reached 1,221 regions later populated by 15 million dwellers. (Anas, Ismail and Bakr, 2019) The unified policy of action to upgrade slums demonstrated its failure. Ignoring the individuality of each slum region is then expressed in the final outcomes that are often unsatisfactory. (Anas, Ismail and Bakr, 2019) It would be more efficient to upgrade to deal with each slum with a closer look at its nature, issues, characteristics, and environmental the factors contributing to the formation of each informal region were regarded, then the situations for dealing with it should vary. There is, therefore, a need to define a number of distinctive indices for each slum region to assist categorize each slum and direct planners to an effective strategy to cope with them. (Anas, Ismail and Bakr, 2019)
Methodology The suggested methodology relies on a proposal for a distinctive intervention approach based on the classification of the slum. Each slum will be defined based on its physical surroundings. The planning objective for each case is composed of two directives: • First Directive: urban morphological objective (via space syntax) • Second Directive: physical planning objective (directing growth). The objective of the first directive is to maximize the inclusion standards of its road network and the aim of the second is to restrict the degree and direction of urban growth. A complex index defining the Encouraged Direction of Penetration through the road network will be called (EDPI). This index is a compound index of property cost, land tenure, risks, land use and transformability index (TI). Transformability Index itself is a compounded index of the degree to which a plot of land is suitable for being changed into another use (Ismail et. al 2013).
Factors Affecting the Categorization of Slum Areas There are different considerations that matter when dealing with informal areas. Slum regions at the city’s periphery are not the same as those at its core. Slums adjacent to desert lands differ from those surrounded by agriculture lands (UNHS 2003). Here, the dependent variable with a Coexistence Development Approach is road re-alignment. These regions are defined by diversity in characteristics, environments, potentials, etc. (Anas, Ismail and Bakr, 2019)
Figure 15 (Allawy, 2013)
Figure 14 (space syntax, 2013)
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Allawy slum area Allawy region in Fayoum, Egypt is selected from ten slum regions of Fayoum town through a method called Prioritizing Coexistent Urban Development (Ismail et al, 2013). Allawy is a periphery slum area with common borders with agricultural land and urban settlements. It is situated in the south of Fayoum town near the Ring Road with 52 percent of its perimeter common boundaries with the agricultural property. It is inhabited by 14,124 residents with a population density of 368 p / fd and a growth rate of 0.92 percent. (Anas, Ismail and Bakr, 2019) The morphological directive then would be to improve the integration value of the slum area until its mean value become higher than the mean of the whole city. The physical planning directive would be to direct urban growth away from the agricultural land towards the surrounding urban. Allawy area data is obtained from the Strategic Plan of Fayoum City 2007 and updated by field survey in 2013 and an analysis of integration for Fayoum city road network is worked out with the aid of an extension called Axwoman. Axwoman is a free extension installed to execute integration analysis. (Anas, Ismail and Bakr, 2019)
Implementation on Upgrading Allawy
Results
Conclusions
1. The first step is to identify boundaries that are not favored to direct urban growth. An appropriate distance buffer is produced from all sides and boundaries whose buffer intersects with agricultural land use are excluded from the required sides. The last stage in the algorithm before highway alteration is to get the EDPI map to define the encouraging path of penetration through which highway realignment can take place. 2. The EDPI map is a complex map created by the overlay of distinct layers to depict the slum’s distinctive physical and economic characteristics. (Anas, Ismail and Bakr, 2019)
The changes are evaluated before and after modification by re-measuring integration values. The results show a statistically significant increase in the mean integration values of the whole Allawy roads network from 0.82 to 0.87 (which is higher than the desired value 0.85 – the mean value of Fayoum city). The resulting proposed road network is further structured to use the space syntax results to suggest a sound road hierarchy. (Anas, Ismail and Bakr, 2019)
• It is acceptable, objective and possible to respect the individuality of each slum region and to classify them into distinct instances accordingly. • GIS and Space Syntax are two synchronized instruments that assist identify particular targets and interventions for each scenario. • The suggested algorithm can be used to better justify directing urban development to the required direction and away from undesired boundaries. (Anas, Ismail and Bakr, 2019)
Figure 16 (Allawy borders with agriculture)
Figure 18 modifies roads along northern and eastern borders
12 m buffer for Allawy borders
Common borders with agricultural land
Figure 17 EDPI map of Allawy Figure 19 proposed roads hierarchy
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Improving the quality of life by upgrading the transport systems Mobility is the vital criteria that top our daily activity. It’s the decision we make to get wherever we need to. But the poor are limited or limited to making such decisions. They are compelled to travel by walk or use inexpensive transportation facilities to reach their work centres, colleges or hospitals, and any fundamental facilities. And our worldwide environment’s future relies on decreasing greenhouse gas emissions. The communities are inheriting technological innovations for commuting these days, but the poor are still striving to achieve places of work. This is root to segregation and pollution in the equality of the transport scheme in towns.t(McKone, 2010) Improving the road and transportation scheme in and around the slums will help enhance the quality of life of slum residents as an effective transportation network ensures secure and timely transportation.(McKone, 2010)
Case study – Pune, India
Case study -Medellin, Colombia
Connectivity
Pune’s fast development started to overwhelm his transportation system. In 2004, the civil society organization Pune Traffic and Transportation Forum described a vision of transportation reforms, including changes to public transportation and pro-pedestrian road design. By 2005, other civil society organisations had persuaded the municipal commissioner and the PMC to pursue Bus Rapid Transit (BRT) – A system with dedicated high-speed bus lanes that can bypass other congestion.(Lvovna Gelman and King, 2018) With political and economic assistance from the Ministry of Urban Development, India’s first BRT opened in 2006 in Pune. Although BRT’s pilot path of 16.5 kilometres (10.2 miles) disclosed many issues with organizational ability to design, build, encourage and handle the scheme, the innovation considerably enhanced the life of commuters and BRT was embraced by six other Indian towns.(Lvovna Gelman and King, 2018)
Medellin, Colombia, converted itself from the world’s murder capital into a flourishing metropolis, partly by enhancing creative access to key facilities. For instance, the city built a cable car system to link isolated hillside communities to the town centre. (Galvin and Maassen, 2019) This and other urban development initiatives helped the municipal government create a coalition with political politicians and the private sector, which in turn created momentum for more change, such as new colleges, fresh parks, a museum, and a revised housing policy that legalized casual homes. No single factor explains Medellin’s transformation; a set of variables that reinforced each other made the shift occur. (Galvin and Maassen, 2019)
Actions and projects to improve connectivity, both from the point of physical connectivity and by providing skills to excluded individuals, have been important to reducing poverty and inequality and increasing social inclusion. (Duch and Ricart, 2018) In terms of physical connectivity, urban projects such as the Medellín Metrocable – the world’s first government transport cable vehicle system intended to incorporate low-income inhabitants residing in the poorest neighbourhoods on the side of the valley with the wealthier business center of Medellín and the San Javier outdoor escalators – government outdoor escalators constructed to link one of the poorest and most violent neighbourhoods on steep mountains to the town centre – are likely two of the most well-known examples of urban transformations in Medellín. (Duch and Ricart, 2018) With these easy creative transformations of urban public space, it was feasible to break down the isolation of some of the poorest regions while at the same moment enhancing equity and justice. (Duch and Ricart, 2018)
Pune’s BRT pilot improved bus speeds from an average of 8 kilometres per hour to 13 (5 miles per hour to 8), decreased accidents and breakdowns, and eventually enhanced bus riding by 22 percent over a three-year period while improving earnings per bus. BRT helped transform Pune’s mobility and provided an illustration of viable urban transport adopted by other Indian towns. (Lvovna Gelman and King, 2018)
Figure 20 (Chinchwad, 2015)
16
Figure 21 Metrocable connects hillside neighborhoods to Medellin’s city center. Photo by Kyle LaFerriere/WRI
17
Case study – Johannesburg Over the last 20 years, Johannesburg has been growing outwardly with its 5 million inhabitants. Although initiatives such as the Transit-Oriented Development Corridors have tried to enhance public transit, nearly half of citizens stay under-served by accessible transportation alternatives.(Tun, Hart and Mahendra, 2019) Using employment as a proxy for more general access to possibilities, the amount of formal and informal employment that can be reached within 60 minutes of travel, whether by walking, taking public transport (both official and informal) or using private cars was evaluated. It was discovered that the average resident of Johannesburg can access only 49 percent of the city’s accessible employment. The group of citizens with the smallest accessibility (about 13 percent of the population) can achieve only 3 percent of prospective employers in the town within an hour. At the other extreme, around 87 percent of employees can be reached by 10 percent of inhabitants with the most availability. The under-served in Johannesburg – i.e. those who can access the below-average number of employment within 60 minutes – either spend a lot of time and money traveling around the town or are merely unable to access possibilities at all because transportation alternatives are prohibitively costly or long. (Tun, Hart and Mahendra, 2019) To guide these investments, the town switched to a paradigm called Transit-Oriented Development, which focuses on establishing compact, walkable, mixed-use, mixed-income communities centred on high-quality public transportation.
Through the Transit-Oriented Development structure, investments were to focus on transit access and urban regeneration, government improvements that were historically ignored compared to other fundamental facilities. (Du and Gelman, 2018) The new Bus Rapid Transit scheme of the town, called Rea Vaya, now connects the city’s low-and high-income regions. A couple of neighbourhoods, considered Freedom Corridors as “priority areas” because they link the Central Business District with poorer districts and townships, have seen a rise in bike lanes and sidewalks, social facilities such as libraries, community centres, hospitals and parks, and so on. (Du and Gelman, 2018) In Soweto, one of the most well-known black townships in Johannesburg with more than 1.3 million inhabitants, a new pedestrian bridge enables commuters, mainly low-income and informal employees, achieve possibilities in the central district. The town spent more than $5 million in the Empire-Perth corridor, which links Soweto and central Johannesburg, and built parks and other road infrastructure. (Du and Gelman, 2018)
General Guidelines for Street Design India Streets occupy roughly 20 percent of a typical city’s complete land region, and they are the most significant and ubiquitous type of public space. Streets are the stage where every day the drama of urban life unfolds. And this is not the latest phenomenon — streets have played this role since the towns and cities began. (Gadepalli, 2011) Indian cities are struggling to reconcile the conflicting requirements of mobility and liveability. As personal motor vehicle ownership is growing and governments are trying to accommodate the extra cars, it is becoming increasingly hard to maintain appropriate room for the social and economic operations that have traditionally taken place on our roads. (Kost and Nohn, 2011) Over time, roads have come to work less as social meeting spaces and market places, and more as conduits for an ever-increasing quantity of traffic. (Kost and Nohn, 2010)
By 2017, some regions had successfully redeveloped neighbourhoods with mixed-use, denser business houses, student accommodation, and middle-low-income families. (Du and Gelman, 2018) Johannesburg’s Transit-Oriented Development strategy is a tiny step towards addressing spatial inequalities. Although nascent, it has helped the town embark on an ambitious experiment for more inclusive urban growth. Figure 22 (wordpress.com, 2019)
Figure 23
18
19
Principles of street design:
Elements of street design
Safety: Streets must be secure to all consum-
ers. (Kost and Nohn, 2010) Roads need to priortise pedestrians by introducing slow zones. Narrower streets with a shared space format becomes a slow zone for users, including pedestrians, sellers,bikes and vehicles.(Kost and Nohn, 2010)
Footpaths Cyclepaths
Figure 24
Carriageway
Mobility: Roads may include a mobility
area for the motion of vehicles. This mobility zone eparate from the slow zone. This zone may include a separate cycle path if the speed difference between the cyclist and the motor vehicle is high.(Kost and Nohn, 2010)
Bus rapid transit Medians Landscaping
Figure 25
Street lighting Pedestrian accessibility: All streets need
ongoing walkways and or shared space with an appropriate clear width for pedestrians. (Kost and Nohn, 2010)
On street parking Street Furniture Storm water
Figure 26
Liveability: Tree lines, landscaping, and furniture improve the slowness of the street, providing room for relaxation, interaction, selling, and other events. (Kost and Nohn, 2010)
Traffic calming Utilities Bus stops
Service lanes
Figure 27
Pedestrian crossing
Local context: Street design will have an
impact on local street operations, pedestrian patterns, and neighboring land use. (Kost and Nohn, 2010)
Street vending Figure 29
Figure 28
20
21
Design process for developing or redeveloping a street Developing a vision:
Government Policies on Slum Up-gradation
Right-of-way overlay:
To initiate the design process, it is useful to think about the potential of the site to create a more pleasant, human-friendly atmosphere. The fresh structure can recognize the range of operations that are already taking place in the public domain through the allocation of dedicated street vending spaces and the provision of street furniture to complement retail operations and to offer people a place to sit, relax, communicate and watch.(Kost and Nohn, 2009)
Municipal authorities may provide the right-of-way widths, but usually do not have maps displaying the exact places of the public right-of-way. The right-of-way must therefore be described using data from the topographic survey. (Kost and Nohn, 2009) The right-of-way is typically determined on the basis of construction and compound wall places. By means of an iterative method, the provisional right-of-way is adapted to minimize the need for demolition.(Kost and Nohn, 2009)
Topographic and landscape surveys:
The following list shows some of the most prevalent problems addressed by slum upgrade programs: • • •
Traffic survey:
The topographic survey identifies the place of natural and man-made physical characteristics, such as houses, high-voltage lines, and immovable street furniture. Details of the landscape, such as the place, spread and value of current trees, shrubs and green regions, are also observed.(Kost and Nohn, 2009)
The traffic study quantifies the motions of vehicles, including non-motorized vehicles, in addition to the pedestrian study. Data from traffic surveys are essential for the design of intersections and the optimization of signal timing. For example, it can identify the need for queuing space, such as dedicated turn lanes, in the event of a high demand for a right turn.(Kost and Nohn, 2009)
Pedestrian and activity surveys:
Pedestrian and activity studies inform the selection of pedestrian and habitability characteristics and the design of traffic calming characteristics and junctions.(Kost and Nohn, 2009)
Public transport intersection:
The BRT station with integrated rickshaw stands and local bus stops will be significantly designed. The pedestrian crossing to the BRT stop is 150 mm above the carriageway. The grade difference ensures that the vehicles slow down on the ramps and does not depend on traffic signal compliance or the presence of law enforcement personnel to ensure safety.
Parking survey:
A parking study should be performed where a preliminary site visit indicates that demand for on-street parking is high and conflicts with other operations. In some cases, parking may seem crowded and chaotic in some areas, giving the impression of an overall shortage, despite the presence of empty on-street parking spaces or the availability of off-street parking within a reasonable walking distance.(Kost and Nohn, 2009)
•
Slum Upgrading Programmes
•
Slum upgrading is a method through which informal regions are gradually enhanced, formalized and integrated into the town itself by expanding land, facilities, and citizenship to slum residents. The local government should undertake upgrading operations with the involvement of all parties — residents, community organizations, companies, and domestic officials. Another main aspect is legalizing or regularizing properties and supplying inhabitants with safe land tenure.
•
Legalization of tenure status for locations and houses, including regularization of rental agreements to guarantee better tenure. Provision or enhancement of technical facilities such as water, waste and sewage management, sanitation, electricity, road pavement, street lighting, etc. Providing or improving social infrastructure such as schools, hospitals, community centers, playgrounds, green regions, etc. Physical improvement of the built environment, including rehabilitation/improvement of current residential inventory. Construction of new housing units (housing construction may but does not necessarily form part of upgrading systems. The enhancement and rehabilitation of current housing stocks are often much more reasonable and efficient and can be accomplished at low price by legalizing tenure status or regularizing rental agreements.) Changes in the regulatory structure to better meet the requirements and possibilities accessible to the poor, maintaining current settlement patterns as far as possible.
Name of The Scheme 1
Indira Awas Yojana
1990
2
EWS Housing Scheme for Beedi workers and Hamals
1991
3
National Slum Development Programme
1996
4
A two million Housing Programme for EWS
1998
5
PM Gramin Awas Yojana
2000
6
Valmiki Ambedkar Awas Yojana (VAMBAY)
2001
7
JNNURUM
2005
Figure 30 Stock Photo - Busy street, Charminar, Hyderabad, Andhra Pradesh, India, Asia
22
Year
23
Jawaharlal Nehru National Urban Renewal Mission (JNNURM)
Urban Basic Services for the Poor (UBSP)
Chennai Introduction
During this era, the earlier UBS system was amended and expanded with 100 percent central financing to bring about functional integration with EIUS and became known as Urban Basic Services for the Poor (UBSP). Her emphasis was on mom and baby healthcare; complementary monitoring of nutrition and development, pre-school and adult education; and aid to the disabled or the needy.
The Ministry of Housing and Poverty Alleviation (MOHUPA) is the nodal ministry for the JNNURM Submission on Basic Services to the Urban Poor (BSUP) covering the 82 recognized mission cities and the Integrated Housing and Slum Development Program (IHSDP) covering non-mission towns and cities. The programs provide accommodation and fundamental facilities for the urban poor, particularly slum dwellers (such as sanitation, water supply, sewerage, solid waste disposal, etc.). Because towns are struggling to satisfy increasing requirements for fundamental infrastructure such as water, highways, and drainage, the central government announced the Jawaharlal Nehru National Urban Renewal Mission (JNNURM) in 2005. The program made accessible Rs. 50,000 crore of central government cash with equivalent resources anticipated from towns and states to build urban infrastructure, a big and unprecedented amount of cash for towns. Chennai had Rs. 4973.71 of the total projects approved under the JNNURM (nearly 270 percent of last year’s corporate spending) with significant amounts to be spent on the urban poor. The govt announced in 2012 that they were planning a second stage for the program shortly, JNNURM II, although so far few details have emerged about it. (Mohua.gov.in, 2019)
Chennai City is located on the coromandel (eastern) coast in South India, with Latitudes of 13o 4’ North and Longitude of 80o 15’ East. It is found at the north-eastern tip of the State of Tamil Nadu and is the Capital City of the State. The City of Chennai is the 38th largest city in the world and the fourth-largest city in the Country and has a long shoreline bordering the Bay of Bengal. Chennai City has a rare distinction of having a large harbor, the world’s second-longest beach (Marina Beach) and one of the oldest libraries (Connemara Public Library, founded during 1980). This library is one of the four National Depository Libraries, which receive a copy of all books, newspapers, and periodicals published in India free of charge. Chennai City is one of the four metropolitan cities of India and is well connected with most of the cities in the country by road, rail and air. (Cmdachennai.gov.in, n.d.)
Helping the slums( NGO’s and schemes) Rajiv Awas Yojana – slum-free city planning The Rajiv Awas Yojana (RAY) was announced in June 2009 by India’s then-President Pratibha Patil and is specifically aimed at creating “slum-free cities.” The system aims to provide assistance for fundamental facilities, slum redevelopment, and new construction to countries that are prepared to assign property rights to slum residents. (Ielrc.org, 2019) While the system has many progressive objectives for the poor, including formalizing unrecognized slums and offering property rights for the poor, it places excellent emphasis on involving the private sector in slum redevelopment. In Bombay, where such participation in the private sector was tried, the results were exceptionally poor for slum-dwellers. In Chennai, mapping under the RAY has already been finished in one area and has begun in many others, and planning is anticipated to begin in the coming months. (Ielrc.org, 2019)
Transparent Chennai Transparent Chennai is a non-governmental organization that seeks to build databases, maps and analyzes with the view that an absence of data or information has sometimes enabled the government to escape its obligations to grant fundamental rights to all urban inhabitants and to exercise impunity over informal settlements and employees. They also perform in-depth studies on chosen urban bad problems, particularly in Chennai. (Transparentchennai. com, 2019)
24
Chennai
25
Slums in Chennai
Houses In Slums Of Chennai City:
A slum is a compact region of at least 300 in population or about 60-70 poorly constructed homes, congested properties in an unhygienic setting with insufficient infrastructure and lack of sanitary and drinking water, etc., slum individuals living in slum regions below the poverty line. (Hemavathy, 2017) The urban slums are typical centers of irregular and unsafe housing, unhygienic and insanitary surrounding even without the basic civic amenities. The slums in cities are also associated with a higher level of poverty. The slum population requires a wide range of urban services including water supply, sewerage, and soiled waste management as well as social infrastructure like schools, hospitals, market and so on. The town of Chennai has a population of 16,41 lakhs spread over 1279 slums. The proportion of the population of slums to the complete population in 1981 was 22.13 per cent, which increased to 40.39 per cent in 1996. Most of the slums in the town are linear along the waterfront (i.e. the banks of the Adyar River, the Buckingham Canal, the Cooum River and the Otterinullah River) and along the roadside.(sekar and Kanchanamala, 2011)
The houses in slums areas are classified as permanent and semi-permanent and temporary only 64.1 of the houses are of a permanent not end in slum areas. Semi-permanent and temporary houses found to be equal in proportion table (7) almost 65% of the houses are of permanent nature. Semi-permanent houses from 18% and the rest of a temporary kind. (Cmdachennai. gov.in, n.d.)
Figure 31 (ragu, 2016)
26
The availability of living space that is the no. of dwelling rooms within the houses is also an essential criterion. Slums in Chennai show up adverse effect for as this is concerned 67% of the households in slums have more than 3rooms. The cramped accommodation has a natural impact on health and hygiene. The spread of diseases is caused by such living conditions 40% of the houses in slums are rated and 3% are neither rented nor owned. (Cmdachennai.gov.in, n.d.)
Sembakkam Sembakkam is a residential town in Greater Chennai City, Tamil Nadu State, India. It is situated between Tambaram and Medavakkam and belongs to the region of Tambaram Taluk. It falls within the Chennai Metropolitan Area (CMA) as notified in 1974. It is situated on Velachery Main Road, home to several universities and universities, as well as several well-known domestic and foreign brands.
Figure 36
Analysis - Rajakilpakkam Slum Rajakilpakkam slum
Gandhi Nagar slum
Figure 32
• This slum is located on the land owned by the Government categorised under objectionable category, covering an area of about 4.68Ha accommodating a population of 220. • The existing status of the slums reveals that 2/3rd of the houses are kutcha houses and 1/3rd are pucca and semi-pucca houses. • There are no sanitation facilities and the demand for public toilet seats is 7 and urinals is 4. • There are no dustbins for disposal of waste against the generation of 0.09T. • There are adequate surface roads provided and there are 36 streetlights as against the demand of 41. • Based on the situation accessed the consultants have estimated a normative capital investment for meeting the existing gap in services and is estimated at Rs.316.74 lakhs.
Figure 33
kutcha house
road/street river Figure 34
Figure 35
28
29
Analysis - Gandhinagar Slum • This slum is located on the land owned by the Government categorised under objectionable category, covering an area of about 3.62Ha accommodating a population of 403. • The existing status of the slums reveals that more than 3/4th of the houses are kutcha houses and less than 1/4th are pucca and semi-pucca houses. • There are 4 sources(tanks/taps/handpumps) of water supply and the demand is 27 to meet the needs of the slum. • There are no sanitation facilities and the demand for public toilet seats is 67 and urinals is 40. • There are no adequate surface roads provided and there are 18 streetlights as against the demand of 34. • Based on the situation accessed the consultants have estimated a normative capital investment for meeting the existing gap in services and is estimated at Rs.303.52 lakhs.
Slum ID
Rajakilpakkam
D060
Ward No
Figure 37
Locality
9 Sembakkam Administrative Reference
District Kanchipuram Survey No
Slum category
Age of slum
Objectionable
-
Taluk Tambaram Name of the Land ownership ULB Sembakkam Government
46
Village Block No Sembakkam Extent of land Ha. 4.68
Acre 11.58
Sq. m 46847.9
Demography and Economic status No of Families
Population
Male
Female
SC/ST
Income range
440
220
-
-
-
700-4000
Amount willing to pay by household (Rs.) 0-200
Dwelling units Figure 38
semi pucca house kutcha house pucca house shops open land road/street river
Name of the slum
Typology of dwelling units Pucca Semi Kutcha Total Pucca 20
72
Up gradation of dwelling units 176.50
308
400
Demand gap assessment Existing Demand Gap
400
440
Proposal Kutcha to Pucca
Semi Pucca to Pucca
40
72
172
Investment Requirements (in Rs.) Land Cost of land Cost of acquisition/ development construction of purchase dwelling units 97.50 2.60 25.00
New Constru ction 136
Total cost of new dwelling units 0.00
Infrastructure (i) Water supply Existing
Proposed
Demand gap assessment
Tanks/traps/hand Tanks/taps/hand pumps pumps 29 3 (ii) Sewage and Sanitation No of public toilet seats
0 30
Existing
Demand
Gap
Investment requirement (Rs.)
29
3
0
0.00
Existing level of services No of public urinals No of persons per public toilet seat
0
0 31
No of persons per Public urinal
0
Length of storm water drain(in km) 1.35
(iii)Solid Waste Management Existing waste management facilities
Demand Gap Assessment
Estimated waste generation
No. of dustbins/ Temporary waste storage
Existing
Demand
Gap
Investment requirement (Rs.)
0.09
0
0
5
5
0.21
Area of the slum (sq km)
Length of mud road (km)
Length of surface road (km)
Width of approach road (m)
Total road Length (km)
Land utilisation Of road (km)
0.47
0.08
1.56
3
1.64
0.04
No of street lights 36
Spacing between Fixtures(m) 46
Slum ID
Gandhi Nagar
D061
Ward No
Demand Gap Assessment Existi Dem- gap ng and
1.56
0.58
Demand gap assessment Existing
Demand
Gap
36
41
5
Investment requirement (Rs)
0.0 0
0.00
Investment requirement (Rs) 0.41
Summary of Capital Investments ( in lakhs) Dwelling units
Water supply
Sewage and sanitation
Solid waste management
Roads
Street lights
total
301.6
0.00
14.52
0.21
0.00
0.41
316.74
Locality
9 Sembakkam Administrative Reference
District Thiruvallur Survey No
Age of slum
Objectionable
-
Village Block No Sembakkam Extent of land Ha. 3.62
Acre 8.95
Sq. m 36200.5
Demography and economic status No of Families
Population
Male
Female
SC/ST
Income range
403
200
-
-
-
500-3000
Amount willing to pay by household (Rs.) 0-250
Dwelling units Typology of dwelling units Pucc- Semi Kutcha Tot a Pucca -al
50
90
226
366
Investment Requirements (in Rs.) Up gradation Land of dwelling acquisition/ units purchase 132.70 90.19
Demand gap assessment Existing Demand Gap
366
403
Semi Pucca to Pucca
37
Cost of land development 2.41 Infrastructure
proposal Kutcha to Pucca
90
New Constru ction
102
Cost of construction of dwelling units 23.13
124
Total cost of new dwelling units 115.72
(i) Water supply Existing
Proposed
Demand gap assessment
Tanks/traps/hand Tanks/taps/hand pumps pumps 4 27 (ii) Sewage and Sanitation No of public toilet seats
0
32
Slum category
Taluk Tambaram Name of the Land ownership ULB Sembakkam Government
46
(iv) Roads and pavements Existing roads and pavement facilities
(v) Street Lights Existing street lighting facilities
Name of the slum
Existing
Demand
Gap
Investment requirement (Rs.)
4
27
23
8.00
Existing level of services No of public urinals No of persons per public toilet seat
0
0
33
No of persons per Public urinal
0
Length of storm water drain(in km) 0.46
(iii)Solid Waste Management Existing waste management facilities
Demand Gap Assessment
Estimated waste generation
No. of dustbins/ Temporary waste storage
Existing
Demand
Gap
Investment requirement (Rs.)
0.04
0
0
4
4
0.17
(iv) Roads and pavements Existing roads and pavement facilities Area of the slum (sq km)
Length of mud road (km)
Length of surface road (km)
Width of approach road (m)
Total road Length (km)
Land utilisation Of road (km)
0.36
1.35
0.00
0
1.35
0.04
(v) Street Lights Existing street lighting facilities No of street lights 18
Spacing between Fixtures(m) 75
Demand Gap Assessment Existi Dem- gap -ng and
0.00
0.47
Demand gap assessment existing 18
demand 34
gap
Investment requirement (Rs)
0.4 7
1.79
Investment requirement (Rs)
16
Ambattur Ambattur is part of Chennai, situated in the north-western portion of the town in the Ambattur Taluk district of Chennai, encircled by Anna nagar, Padi, and Avadi.
1.25
Summary of Capital Investments ( in lakhs) Dwelling units
Water supply
Sewage and sanitation
Solid waste management
Roads
Street lights
total
248.42
8.00
43.89
0.17
1.79
1.25
303.52
34
(Ambattur, 2019)
Padikuppam is one of the slums located in the centre of Ambattur district in chennai.. It is situated in between the Cooum river and the Chennai highway The slum extends to an area of about 5.22 Ha and has been identified as an unobjectionable slum by the Government of Tamilnadu. It accomodates more than 560 families and has a population of around 3000.
35
Analysis -Padikuppam, Ambattur
Name of the slum
Slum ID
Padi kuppam
B022
Ward No
49 Ambattur Administrative Reference
District Thiruvallur Survey No
Padikuppam
•
semi pucca house kutcha house pucca house shops open land road/street river
This slum is located on the land owned by the Government categorised under unobjectionable category, covering an area of about 5.22Ha accommodating a population of 2820. The existing status of the slums reveals that 2/3rd of the houses are semi-pucca and kutcha houses and 1/3rd are pucca houses.
• There are 9 sources(tanks/taps/handpumps) of water supply and the demand is 38 to meet the needs of the slum. • There are no sanitation facilities and the demand for public toilet seats is 94 and urinals is 56. • There are adequate surface roads and there are 32 streetlights as against the demand of 51. • Based on the situation accessed the consultants have estimated a normative capital investment for meeting the existing gap in services and is estimated at Rs.420.06 lakhs.
Slum category
Age of slum
unObjectionable
-
Taluk Ambattur Name of the Land ownership ULB Ambattur Government
239/1, 245/1 •
Locality
Village Block No Ambattur Extent of land Ha. 5.22
Acre 12.91
Sq. m 52243
Demography and economic status No of Families
Population
Male
Female
SC/ST
Income range
564
2820
-
-
-
1000-3500
Amount willing to pay by household (Rs.) 0-250
Dwelling units Typology of dwelling units Demand gap assessment Pucca Semi Kutcha Total Existing Demand Gap Pucc a
proposal Semi Kutcha to Pucca Pucca to Pucca
New Constru ction
116
249
62
249
148
513
513
Investment Requirements (in Rs.) Up gradation Land of dwelling acquisition/ units purchase 139.30 165.75
564
51
Cost of land development 3.32 Infrastructure
86
Cost of construction of dwelling units 31.88
Total cost of new dwelling units 200
(i) Water supply Existing
Proposed
Demand gap assessment
Tanks/traps/hand Tanks/taps/hand pumps pumps 9 38 (ii) Sewage and Sanitation No of public toilet seats
0
36
Existing
Demand
Gap
Investment requirement (Rs.)
9
38
29
10
Existing level of services No of public urinals No of persons per public toilet seat
0
0
37
No of persons per Public urinal
0
Length of storm water drain(in km) 1.52
(iii)Solid Waste Management Existing waste management facilities
Demand Gap Assessment
Estimated waste generation
No. of dustbins/ Temporary waste storage
Existing
Demand
Gap
Investment requirement (Rs.)
0.99
0
0
10
10
0.38
(iv) Roads and pavements Existing roads and pavement facilities Area of the slum (sq km)
Length of mud road (km)
Length of surface road (km)
Width of approach road (m)
Total road Length (km)
Land utilisation Of road (km)
0.52
0.15
1.37
4
1.52
0.03
(v) Street Lights Existing street lighting facilities No of street lights 32
Spacing between Fixtures(m) 47
Demand Gap Assessment Existi Dem- gap -ng and
1.37
1.06
Demand gap assessment existing
demand
gap
32
51
19
Investment requirement (Rs)
0.0 0
0.00
Investment requirement (Rs) 1.48
Meenambakkam
Summary of Capital Investments ( in lakhs) Dwelling units
Water supply
Sewage and sanitation
Solid waste management
Roads
Street lights
total
340.24
10.01
67.95
0.38
0.00
1.48
420.06
Meenambakkam is a Chennai county location in Tamil Nadu, Indian state. It is home to the regional headquarters of Chennai International Airport and India Airport Authority. The identified slum in this location is a very small and unobjectionable one yet it is under the risk areas owing to its inadequate facilities. The slum is being identified with the name of the street it is located in - Karumariamman koil street.
38
39
Meenambakkam Name of the slum
Slum ID
Ward No
Locality
Slum category
Age of slum
Karumariamma n koil street
D021
5
Meenambakkam
unObjectionable
-
Administrative Reference
District kanchipuram Survey No
Karumariamman koil street
Taluk Village Block No Tambaram Meenambakkam Name of Land ownership Extent of land the ULB meenamb Government Ha. Acre Sq. m akkam 1.05 2.60 10518 Demography and economic status
184/1 184/2 No of Families
Population
Male
Female
SC/ST
Income range
147
735
-
-
-
500-9000
Amount willing to pay by household (Rs.) 50-250
Dwelling units Typology of dwelling units Pucca Semi Kutcha Total Pucca
0
kutcha house shops
• This slum is located on the land owned by the
•
Government categorised under unobjectionable category, covering an area of about 1.05Ha accommodating a population of 735. The existing status of the slums reveals that all the houses are kutcha.
• There is 2 source(tanks/taps/handpumps) of water supply and the demand is 10 to meet the needs of the slum. • There are no sanitation facilities and the demand for public toilet seats is 25 and urinals is 15. • There are no dustbins for disposal of waste. • There are adequate surface roads Provided and there are 4 streetlights as against the demand of 43. • Based on the situation accessed the consultants have estimated a normative capital investment for meeting the existing gap in services and is estimated at Rs.136.03lakhs.
40
0
134
134
Demand gap assessment Existing Demand Gap
134
Investment Requirements (in Rs.) Up gradation of Land dwelling units acquisition/ purchase 72.30 31.69
147
13
Cost of land development 0.85 Infrastructure
proposal Kutcha to Pucca
Semi Pucca to Pucca 0
New Constru ction
88
Cost of construction of dwelling units 8.13
45
Total cost of new dwelling units 40.66
(i) Water supply Existing
Proposed
Demand gap assessment
Tanks/traps/hand Tanks/taps/hand pumps pumps 2 8 (ii) Sewage and Sanitation No of public toilet seats
No of public urinals
0
0
Existing
Demand
Gap
Investment requirement (Rs.)
2
10
8
2.73
Existing level of services No of persons per public toilet seat
0 41
No of persons per Public urinal
0
Length of storm water drain(in km) 0.30
(iii)Solid Waste Management Existing waste management facilities
Demand Gap Assessment
Estimated waste generation
No. of dustbins/ Temporary waste storage
Existing
Demand
Gap
Investment requirement (Rs.)
0.48
0
0
6
6
0.22
(iv) Roads and pavements Existing roads and pavement facilities Area of the slum (sq km)
Length of mud road (km)
Length of surface road (km)
Width of approach road (m)
Total road Length (km)
Land utilisation Of road (km)
0.11
0.15
1.58
3
1.73
0.16
(v) Street Lights Existing street lighting facilities No of street lights 4
Spacing between Fixtures(m) 443
Demand Gap Assessment Existi Dem- gap ng and
1.58
0.61
Demand gap assessment existing
demand
gap
4
43
39
Investment requirement (Rs)
0.0 0
0.00
Investment requirement (Rs) 2.15
Summary of Capital Investments ( in lakhs) Dwelling units
Water supply
Sewage and sanitation
Solid waste management
Roads
Street lights
total
112.96
2.73
16.98
0.22
0.00
3.15
136.03
Nandambakkam Nandambakkam is a Chennai neighborhoozd and a town in Chennai district’s Alandur taluk in Tamil Nadu, Indian state. It is known for the Chennai Trade Center and the Factory of Surgical Instruments. In 2011, Tamil Nadu’s govt included Nandambakkam in Chennai City.
42
43
Nandambakkam
Analysis- M GR nagar Slum •
• • •
M G R nagar slum
•
Mayana Salai slum
This slum is located on the land owned by the Government categorised under objectionable category, covering an area of about 2.23Ha accommodating a population of 830. The existing status of the slums reveals that 2/3rd of the houses are kutcha and 1/3rd of the houses are semi-pucca and pucca houses. There are no sanitation facilities and the demand for public toilet seats is 28 and urinals is 17. There are adequate surface roads and streetlights provided. Based on the situation accessed the consultants have estimated a normative capital investment for meeting the existing gap in services and is estimated at Rs.126.05 lakhs.
Analysis - Mayana Salai Slum •
•
This slum is located on the land owned by the Government categorised under objectionable category, covering an area of about 0.71Ha accommodating a population of 380. The existing status of the slums reveals that all the houses are kutcha houses.
• There is no source(tanks/taps/handpumps) of water supply and the demand is 5 to meet the needs of the slum. • There are no sanitation facilities and the demand for public toilet seats is 13 and urinals is 8. • There are adequate surface roads and streetlights provided. • Based on the situation accessed the consultants have estimated a normative capital investment for meeting the existing gap in services and is estimated at Rs. 80.06 lakhs.
kutcha house road/street river
44
semi pucca house kutcha house pucca house shops open land road/street river
45
Name of the slum
Slum ID
Mayanasalai
D039
Ward No
Locality
15 Nandampakkam Administrative Reference
District Thiruvallur Survey No
Taluk Tambaram Name of the ULB Nandampakkam
93/3
Slum category
Age of slum
Objectionable
-
Village Nandampakkam Extent of land
Land ownership Government
Ha. 0.71
Block No -
Acre 1.74
Sq. m 7057
Demography and economic status No of Families
Population
Male
Female
SC/ST
Income range
78
380
-
-
-
500-2000
Amount willing to pay by household (Rs.) 50-100
Dwelling units Typology of dwelling units Pucc- Semi Kutcha Tot a Pucca -al
0
0
71
71
Investment Requirements (in Rs.) Up gradation Land of dwelling acquisition/ units purchase 38.33 17.06
Demand gap assessment Existing Demand Gap
71
78
7
Cost of land development 0.46 Infrastructure
proposal Kutcha to Pucca
Semi Pucca to Pucca 0
New Constru ction
47
Cost of construction of dwelling units 4.38
24
(iii)Solid Waste Management Existing waste management facilities Estimated waste generation
No. of dustbins/ Temporary waste storage
Existing
Demand
Gap
Investment requirement (Rs.)
0.17
0
0
2
2
0.06
(iv) Roads and pavements Existing roads and pavement facilities Area of the slum (sq km)
Length of mud road (km)
Length of surface road (km)
Width of approach road (m)
Total road Length (km)
Land utilisation Of road (km)
0.07
0.00
0.17
3
0.17
0.02
(v) Street Lights Existing street lighting facilities No of street lights 5
Spacing between Fixtures(m) 34
Total cost of new dwelling units 21.89
Demand Gap Assessment
Proposed
Demand gap assessment
Tanks/traps/hand Tanks/taps/hand pumps pumps 0 5 (ii) Sewage and Sanitation No of public toilet seats
0
Existing
Demand
Gap
Investment requirement (Rs.)
0
5
5
1.82
Existing level of services No of public urinals No of persons per public toilet seat
0
0 46
No of persons per Public urinal
0
0.17
0.06
Demand gap assessment existing
demand
gap
5
4
0
Investment requirement (Rs)
0.0 0
0.00
Investment requirement (Rs) 0.00
Summary of Capital Investments ( in lakhs) Dwelling units
Water supply
Sewage and sanitation
Solid waste management
Roads
Street lights
total
60.22
1.82
17.96
0.06
0.00
0.00
80.06
(i) Water supply Existing
Demand Gap Assessment Existi Dem- gap ng and
Length of storm water drain(in km) 0.35 47
Name of the slum
Slum ID
M G R Nagar
D038
Ward No
Locality
15 Nandampakkam Administrative Reference
District Thiruvallur Survey No
Taluk Tambaram Name of Land ownership the ULB nandamp Government akkam
40/1, 68/1b
Slum category
Age of slum
Objectionable
-
Village Block No Nandampakkam Extent of land Ha. 2.23
Acre 5.52
Sq. m 223
Demography and economic status No of Families
Population
Male
Female
SC/ST
Income range
166
830
-
-
-
200-5000
Amount willing to pay by household (Rs.) 0-250
Dwelling units Typology of dwelling units Pucca Semi Kutcha Total Pucca
15
38
98
151
Demand gap assessment Existing Demand Gap
151
Investment Requirements (in Rs.) Up gradation of Land dwelling units acquisition/ purchase 57.90 36.56
166
Semi Pucca to Pucca
15
Cost of land development 0,98 Infrastructure
proposal Kutcha to Pucca
38
New Constru ction
47
Cost of construction of dwelling units 9.38
51
Total cost of new dwelling units 46.91
(iii)Solid Waste Management Existing waste management facilities
Demand Gap Assessment
Estimated waste generation
No. of dustbins/ Temporary waste storage
Existing
Demand
Gap
Investment requirement (Rs.)
0.13
0
0
1
1
0.05
(iv) Roads and pavements Existing roads and pavement facilities Area of the slum (sq km)
Length of mud road (km)
Length of surface road (km)
Width of approach road (m)
Total road Length (km)
0.22
0.29
0,00
3
0.29
(v) Street Lights Existing street lighting facilities No of street lights 7
Spacing between Fixtures(m) 42
Land utilisation Of road (km)
0.01
Proposed
Demand gap assessment
Tanks/traps/hand Tanks/taps/hand pumps pumps 3 8 (ii) Sewage and Sanitation No of public toilet seats
No of public urinals
0
0
Existing
Demand
Gap
Investment requirement (Rs.)
3
11
8
2.82
Existing level of services No of persons per public toilet seat
0 48
No of persons per Public urinal
0
0.00
0.10
Demand gap assessment existing
demand
gap
7
7
0
Investment requirement (Rs)
0.1
0.39
Investment requirement (Rs) 0.03
Summary of Capital Investments ( in lakhs) Dwelling units
Water supply
Sewage and sanitation
Solid waste management
Roads
Street lights
total
104.81
2.82
17.95
0.05
0.39
0.03
126.05
(i) Water supply Existing
Demand Gap Assessment Existi Dem- gap ng and
Length of storm water drain(in km) 0.17 49
Comparitive Analysis Route map
Conclusion Analysis
Characteristics The approach road is linear and runs straight into the slum. Very small and narrow streets branch out from this road forming the streets for circulation in the slum. The two settlements are located opposite to each other around the Rajakilpakkam lake. This lake tends to flood during the rainy season and affects the lives of the people.
• • • • •
No boundaries demarcating the extent of the site. Streets less than 1m marks circulation. Streets are long and linear Short dead end streets restricting the movement No street connects the two slums
No significant access road. The streets • are linear allowing long lines of settlements to be formed. The slum is • squeezed in between the river cooum and its channel. Hence it runs the risks • of being flooded during rains. • •
No boundaries demarcating the extent of the site. Streets are not accessed by all plots. Long and linear streets with less interjections. Minimal or no frontage Vehicular circulation is not possible.
The approach road is a highway and hence bus stops and other modes of transport are limited at this place. A linear road connecting to the inner parts of the city forms the stem of the slum. Streets branch out on either side of this road and the setllements are densely located next to the railway track. The accessibility is restricted to one side.
Significant approach road. relatively small and linear dead end streets Houses are densely located The informal economy of the people from this slum happen along the highway. Runs the risk of noise and air poulltion due to the presence of railway track.
• • • • •
• The access road is a large highway connecting the major parts of the city. Very few streets are present restricting • the circulation within the slums. • It is located along the Adayar river and runs the risk of floods and other natural calamities. • •
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Mobility is an important aspect of our day to day activities. It functions as a core dimension in terms of movement. This aspect is no different for the people living in slums. While Movement can happen in many ways, this paper explains how the world is moving towards creating pedestrian predominant spaces and suggests that Non-motorised transport such as walking and cycling could hold the key to the enhancement of the public realm and community development. Walking and bicycling apart from benefitting the health of people it is also the cheap mode of transport. The poor living in the slums are restricted to only this type of movement and are neglected for being given a choice to choose different transport facilities. They have limited accessibility in terms of traveling even when they have an equal amount of interactions and needs to meet in their lives like the others living in the formal areas of the city. This paper explains the causes, problems, and consequences of improper and in-equal design and how sustainable changes even in a small amount could bring a feasible solution. It also explains how different are the functions of the street in slums from other neighbourhoods and suggests that urban transport should be integrated with slum street networks for enhancing the activities of slum dwellers. Designing of urban transport is not only about reducing the travel distance and time but also about integrating the system with those networks that are unable to access the basic standard facilities for movement.
No significant borders along the slums. Streets are very narrow and short. the main access street is long and linear making movement difficult. wastes are disposed in the waterbody resuting in poor sanitation. The houses are densely located with minimum frontage.
51
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List of Figures 8. 1. Flickr (2017). A slum area in Chennai.. [image] Available MAILONLINE (2016). Dilapidated: When the White Building was first built in Cambodia's Phnom Peng slum, at: https://www.thebetterindia.com/115113/chennai-tamilit was hailed as the pinnacle of modern living - but today nadu-slum-clearance-board/ [Accessed 21 Aug. 2019]. is little more than a crumbling ruin, where people fear the next crack could be the one which brings it all crashing to 9. the ground. [image] Available at: https://www.dailymail. Harding, R. (2011). Hybrids Are a Perfect Fit for Traffic co.uk/news/article-3519507/Crumbling-palace-poor-Ex- Jams of India and China. [image] Available at: https://spectrum.ieee.org/energywise/transportation/advanced-cars/ traordinary-White-Building-pinnacle-modern-livingslum-city-prostitutes-heroin-addicts-NUNS-Phnom-Penh. hybrid-vehicles-are-perfect-fit-for-traffic-jams-of-indiaand-china [Accessed 22 Aug. 2019]. html?ito=social-twitter_mailonline [Accessed 21 Aug. 2019]. 10. space syntax (2019). Accessibility to commercial land uses 2. rediff.com (2015). Children from a slum located near the in central Jeddah. [image] Available at: https://spacesyntax. railway tracks take a bath as a suburban train passes by in com/project/jeddah-planning-framework/ [Accessed 22 Aug. 2019]. Mumbai.. [image] Available at: https://www.rediff.com/ news/special/will-railways-childline-scheme-make-runaway-children-safer/20151207.htm [Accessed 21 Aug. 2019].
11. space syntax (2013). Jeddah's informal Settlements.. [image] Available at: https://www.researchgate.net/figure/ Jeddahs-informal-Settlements-Stonor-Space-Syntax-Limited-2013_fig1_270795262 [Accessed 22 Aug. 2019].
3. Anti Eviction Support Cell India (2019). Housing and Land. [image] Available at: http://antievictionsupport.org/ 12. housing-and-land/ [Accessed 21 Aug. 2019]. Chinchwad, P. (2015). One of 8 Rainbow BRT stations on Sangamwadi-Vishrantwadi Corridor. [image] Available at: https://rainbowbrtpune.files.wordpress.com/2015/07/119 4. Flickr (2017). A slum area in Chennai.. [image] Available 54779_1516195905339357_2438954794935561151_n.jpg at: https://www.thebetterindia.com/115113/chennai-tamil- [Accessed 22 Aug. 2019]. nadu-slum-clearance-board/ [Accessed 21 Aug. 2019].
5. the times of india (2019). No footpath for pedestrians. [image] Available at: https://timesofindia.indiatimes. com/citizen-reporter/stories/nofootpathforpedestrians/ crshow/69381734.cms [Accessed 21 Aug. 2019].
13. ragu (2016). Over 14,000 houses along the Cooum to be demolished. [image] Available at: https://www.thehindu. com/news/cities/chennai/slums-to-make-way-for-parks-inchennai/article7564534.ece [Accessed 22 Aug. 2019].
14. 6. framepool (2019). traffic/india. [image] Available at: http:// wordpress.com (2019). Inequality in Johannesburg, South Africa. [image] Available at: https://thingsunclejohnsends. footage.framepool.com/en/shot/851082048-cycle-rickwordpress.com/2018/06/03/photo-of-the-day-inequalishaw-bicycle-india-city-traffic [Accessed 21 Aug. 2019]. ty-in-johannesburg-south-africa/ [Accessed 22 Aug. 2019]. 7. Miller, J. (2019). Masiphumelele and Lake Michelle, Cape Town, South Africa. [image] Available at:https://izismile. com/2016/06/28/rich_vs_poor_neighborhoods_of_cape_ town_in_south_africa_11_pics.html [Accessed 21 Aug. 2019].
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