Fueling Smart Growth through intelligent Urban Planning

By - Anoop Jha

Principals and tools of Smart Growth

Integration

        Integrated Infrastructure and services

        Regional integration

        Integration of different strata of society

        Contextual development

        Integrated governance and single window clearance

Slum Integration

Urban growth 

Decentralization

        Decentralized responsibilities for better function

Decentralized risk allocation

Downstream benefits

Modular Planning

       Replicable and Expandable planning 
       modules

        Modular architecture

        Modular construction

Intelligent Management System

        Intelligent Building Management System (IBMS)

Construction Management System

Advanced Transport and Traffic Management System

Intelligent Transport

Parking and Tunnel Management System

Flood Management System

Disaster Management System

Resource Management

Automation

        Supervisory Control and Data Acquisition (SCADA)

        Automated Waste Collection and Treatment

Safety

        Intelligent Urban Surveillance

        Fire and Life Safety

        Post Disaster Recovery Masterplan

Centralized helpline

Green Development

        Renewable energy

        Alternative energy

        Smart grid

        Solar passive architecture

Education

        Optimum utilization of resources

        Better Health and sanitation

Better livelihood opportunities

Exposure to new plans, policies and technology

Public Policy and Governance

        Updating old policies

Participatory planning

        Inclusive planning

Roadmap of future development

Language of City - Study of population flux in a City

By - Anoop Jha

Fluctuating population density of urban public spaces

Urban eco-system comprises of to distinct layers one static built mass, and second, dynamic floating and moving population. This static-dynamic  interface can be an interesting subject of study. Imagin fast pace time laps photography capturing to and fro movement of colony of black ants targting an abandoned sweet candy lying spotless white floor. Now imagine movement of population (ant) in a sprawling city (floor) on any average day.

 

One of the ways to study the intracity population flux can be as follows.

Demarcating zones in the city based on functional characteristics like, offices, residential, commercial, educational, recreational, transit etc, further deviding zones in smallest possible zones to be covered by an individual, lets call it urban pixel , studying each of these pixels for a given sizable period of time using time-laps photographs, vedios and conducting survays, preparing index and assigning rating to each of these small zones in term of population flux, which means assigning a range of rating based on tentative number or quantum of population present at that particular zone or pixal, deriving matrix of population flux for the entire city and further preparing population flux plan for the city.  

Missing active layers of master plan

By Anoop Jha

Mapping of Active Layer, a new way of planning Cities

Layers in City Masterplan  

Master planning process through out the recent past has remained somewhat similar across the regions and continents in spite of technological advancement. From the technical point of view (apart from creative side) development of city master plan needs a totally new approach. We need to use the technology, tools, and resources available in a best possible and creative ways. 

There are two sides of Masterplan one is creativity, other is logic. There is always some logic that goes into preparation of masterplan. Masterplan is outcome of logical interpretation of gathered data related to city and region, based on the inferences derived from the analysis of data, hence richer the data-set more sound would be the masterplan. Planners talk about smarter cities but there master-plans look like same old conventional map, most of the city planners do not understand that its high time that master planning process need to change.

Either Planners are unwilling to take a new approach to develop masterplan by exploiting the potential of available technological resources or possibly age old development guidelines are so lenient and flexible that they do not feel the need to do so. 

Its high time that Urban planners should understand the significance of active mapping layers

Apart from usual layers of masterplan like Landuse, Infrastructure, Transport Network, Settlement, Built mass, there are numerous other possible layers which can prove vital for the city planning and which are currently being ignored, Lets call them "Active Layers of Masterplan". Theses layers are dynamic and qualitative in nature in a sense there behavior keeps changing and locations shifting, but after analyzing for certain period of time a recognizable pattern emerges which can be further act as an additional layer and criteria for developing a holistic and realistic masterplan. similarly we can have many more layers and criteria to further articulate the masterplan. These no. of active layers tend to increase as we understand the significance and impact of such criteria on city planning and lives citizens, as well as when we mobilize the resources to collect as much data as possible, no. of layers also tend to increase with the advancement of mapping technology like, GIS, satellite image interpretation, etc. one Very crucial thing to understand related to these layers in totality is that all of these layers can be directly or indirectly related to and influencing each other. thence all the permutation and combination between these layers in terms of impact, should be carefully studied to logically  arrive at a holistic situational analysis and furtehr prepare masterplan. Some of the possible "Active Layers" which can be included in planning process can are as follows - 

MISSING ACTIVE LAYERS OF MASTERPLAN

- City Noise Layer /  Decibel map of city - (for livability assessment, landuse and transport planning) 

- Heat / Temperature mapping (for livability, built mass  orientation and location of city axis and public spaces, plazas)

- Day Shadow land Light Layer (for livability, built mass orientation and location,  public spaces location, walkability)

- Night Light mapping (desirability, safety and security, walkability, nightlife, understanding cold public spots,)

- Tecom and Mobile Signal mapping (accessibility, density flux analysis, concentration and movement pattern of population) 

- Time series density mapping

- Movement and Density pattern in seasonal variation

- Social interaction mapping

- Accessibility mapping,

- Mapping of Public Semi-public and private domain

Every city has stories to tell - What planners can learn from them

By Anoop Jha 

Tender and holistic side of Urban Planning

Every city has past layers of experience covered under the veneers of present. There are mysterious and fascinating stories created by time, locked in the hidden recesses of the city waiting to be explored. Every corner of city has impression of time engraved on its surface, which tells stories to passers by. Stories created by the residents of city and told to residents of city.

Cities are like story book .Older the existence of cities bigger the story book. City is a cumulative experience of mankind; it is result of evolution of mankind as an efficient species. Cities have evolved and will keep growing and expanding like living organism, amidst all this evolutionary history there has been numerous experience gathered by city dwellers which has been passed on from generations to generations, some of which has even become myth.

Nature of Stories varies from region to region and as per characteristics of city. Every city with similar characteristics  have something similar to tell, for instance towns of hills have similar stories derived from the generations of experience emerged from somewhat common experiences of similar climatic conditions, similar terrain, similar lifestyle and available facilities. Modern fast pace cities have somewhat common stories to tell from the similar problems and opportunities available in cities tike, traffic, high-rise living, mass transport, entertainment etc.

Because of such mysterious and interesting characteristic of cities it has attracted attention of , writers, poets, film makers, artists etc. They either dig into the history of city or carefully watch the ongoing flux of life of city to get inspired.

Though all this is an glittering ornament of experience, made with cumulative effort of generations of city dwellers, molded and carved in the heat of time, Its an important role of an urban planner to dig into the history of city to understand the nature and temperament of city, to learn the lessons from the stories of experience and then only plan, expand and revitalize the city which can be readily accepted  by residents of city without their feelings of attachment with city being hurt, with which they have grown. This is an essential part of the holistic planning but unfortunately we tend to neglect this tender but vital part of city planning process.

Caught in the process: Urban and Regional Planning process requires a fresh approach

By - Anoop Jha

Flawed bottom-up process in Urban and Regional Planning

Too much focus on  process and micro management poses many dangers in planning process and leads to content deficit, blurred vision and ignorance to outcome.

Scale of Urban and regional planning demands a macro level approach to begin with. It requires a top down approach which means, vision of the planning assignment should be stated and crystal  clear and outcome after the whole gimmick of  planning process should be defined, planners need to start from there backwards up to the conceptualizing the project and steps to be taken.

whole process should be oriented towards achieving the goal. but most of the corporations, consultants, planners, governing authorities miss this vital point. for example in a normal routine planning process, at preliminary stages of projects only few senior people are involved but as the project moves towards finalization more and more people chip in and give comments which lead to major re-adjustments in the project at the later stage of project which is not good for any projects health, idea is to urge as many senior planners, authorities and stakeholders in the beginning of the project life cycle for the process of review and feedback. Another example of wastage of time in the process is that some of  the corporate bodies often miss the objective of the project, because they are so much caught n the process of corporatisation, making presentation with fancy jargon words, decorating charts, quoting someone else's statistical inferences etc. Their process is bottom up kind, they are least concerned about the future outcome of the project. they want to en-cash the opportunity of present ignoring the future.

Focus of urban and regional planning should be on analytical inferences of gathered data in terms of trends, regional context, indexing of available social and physical infrastructure, resource mobilization strategies, preparing development matrix and and strategic proposal rather than micro managing the process.

Urban Transport Surveillance in Indian Context

By - Anoop Jha 

Only Fraction of Technology Potential is being utilised at present in India

Transport Surveillance in India is at nascent stage,  though it is vital for Transport Management of any city.

The implementation process is slow due to resource constraint and wherever it is implemented either technology is old or underutilized. While Transport surveillance covers a wide spectrum of functions related to planning and monitoring, only fraction of facility provided by advanced technology is being used in India at present. Urban Transport Surveillance is capable of capturing, processing and analyzing huge amount of data in real time and provide timely information to manage the complex nature and unpredictable nature of urban transportation. 

Urban Transport Surveillance package can include many functional and analytical aspects depending on the needs of client, It can give real time traffic movement feed on map by collating all the data captured from different strategic locations like Junctions, Transit Nodes, Multimodal Hubs, which can be accessed online by commuters, It can give stress alarm in case of congestion level and can suggest alternative route to commuters, can inform relevant authorities and departments regarding the stress situations, like damaged vehicle, damaged road of facility, accidents, fire, congestion etc. These technologies have intelligent alalytical tool witch can identify the actual cause of transport stress, for example, it can identify and track the cause of transport conflict, like unidentified objects, Vehicle in stress or any intentional mischief like vehicle going in wrong direction or person crossing the road at wrong place and time, based on pre-installed object templates using size, speed and direction of object, and can warn manual surveillance unit to take immediate action.It can also do behavioral tracking with or without manual assistance, which includes identifying person in stress, or in danger, or tracking suspicious behavior etc. In-spite of such wonderful facilities provided by urban surveillance technology we are utilizing only a fraction of it , and mostly in the monitoring of traffic rule offenders, and to issue challan or fine, which should be tackled by educating citizens backed by strict traffic regulations rather than relying on expansive cameras. Camera and surveillance infrastructure if to be installed or in place, should be used for wider purpose of integrated traffic management and transport research, rather than just recording or monitoring small fraction of traffic rule offenders.

How reliable are socio-economic future projections?

By - Anoop Jha

There are always some uncertainties of projections in planning process.

While preparing vision and development plans, planners heavily depends on socio-economic projections short to medium and long term. Based on such projections development plans are proposed for a region or a city, both strategic as well as physical plan. It is an effort to look into the future and plan according to that. For regional vision plan these projections are based on analyzing voluminous amount of social and economic data of the region collected over long period time and referring to survey data archive, which shed some light on decades of  growth pattern of the region. For urban and regional projects, projections are made based on samples collected over relatively shorter period of time.

There are number of theories, school of thoughts, methods and simulation tools which have evolved in course of time for the socio economic projection. Data gathering process are becoming more and more efficient, Simulation tools are getting faster and efficient as well capable of handling large amount of data in no time, Still there is an uncertainty of projections in current planning projections. Future Projections are as accurate and reliable as its tools are i.e. gathered data, sample questionnaires, size of sample, hetroginicity of sample, inclusiveness of sample, simulation tools- software & Computers,  apart from that there are  other factors like willingness and efficiency of of consultants/ surveying agencies responsible for the outcome, human error, time constraint, political influence. Under so many of environmental influences future projections are bound to be hazy, hence there should be certain provisions of  compensatory flexibility both in terms of tangible and intangible inputs in the planning model, especially in physical planning and development plans, to make plans as realistic and as accommodative and future proof as possible.

Intercity travel congestion - Need for a new regional planning approach

By - Anoop Jha

Too much focus on urban planning and too little regional planning

Intercity Transport

Regional Development Plans in terms of intercity mobility plan are long term planning process which are primarily Policy level decisions and most of the time such projects remain stagnant at strategic level. Very few of these projects gets implemented in time while situation keep becoming increasingly critical, for example- intercity traffic congestion.

Most of the proposed projects are capital intensive and hence undergo long review process and witness relatively less thrust from political arena, while other mounting  large numbers of smaller projects at urban level demands immediate attention at the same time and witness  more political willingness, due to relatively shorter implementation period and medium to small  investment in comparison to regional development project, particularly in Transport sector. 

At national and regional scale government has so many pressing priorities in terms of public welfare and social infrastructure like, health, education, water and sanitation etc. that they tend to push  back some elements of physical infrastructure projects like upgradation, widening of existing intercity roads, crucial regional transport junctions, new bypasses, and expressways link roads.  In regional transport plan another reason of choked intercity transport corridors and delayed project implementation is that regional plan are placed lower in terms of prioritized projects, because their immediate priorities are close to core of the city and as we go further from center of the city nature of project starts changing from urban to regional, and projects in regional category are part of later phases of the projects and mostly strategic in nature with some physical planning proposals. 

Need is to identify and prepare  exhaustive list of planning indexes like, demography, revenue, technology,  covering large spectrum of subjects and society, and based on those index a blanket matrix should be created to arrive at more realistic priority list of project.

Designing Golf Course – Creative side of sports

By - Anoop Jha

Why designing Golf Course is so different from most of other sports

Golf is one of the fastest growing popular outdoor sports in the world. It is quite fascinating and very different from other sports in terms of its playfield design and layout in the midst of lush undulating surrounding; it has a touch of natural ecology with varying texture of surface made of grass, sand and water, with carefully placed and maintained vegetation. Though it is a laborious game but it is quite rejuvenating in terms of environment.

Designing a Golf course is very different from designing fields and courts for other sports like, football field, Race track, tennis, badminton, swimming pool etc. because of scope for flexibility and creativity it provides in terms of planning and design elements for localised treatment while staying within the prescribed standards. Most of the other sports have a very standardized and rigid layout for their field and court, and provides very little flexibility and scope for creativity in design, except envelop i.e. indoor and outdoor stadium buildings / envelop. Golf course provides a much wider scope for creativity which is specific to physiography and profile of site.  

Layout Design Guidelines

Par - 3 :  250 yards [230 M] & below

Par - 4 :  251 to 450 yards [410 M]

Par - 5 :  451 to 690 yards [630 M]

Par - 6 :  691 yards [632 M] or more

Typical elements of a hole on a golf course

1.   Teeing ground

2.   Water hazard

3.   Rough

4.   Out of bounds

5.   Sand bunker

6.   Water hazard

7.   Fairway

8.   Putting green

9.   Flagstick

10. Hole

Integrated Infrastructure for Sustainable Urban Planning

By - Anoop Jha

Integrated infrastructure is the key to sustainable infrastructure planning. Planning at Urban or Township scale involves an intricate system of utility infrastructure like power, water, sewage, drainage, HVAC. All these utilities and services need to co-exist together while every system plays a crucial role in proper function of city as a whole. 

Integrated decentralization for planning

Integration and decentralization both have their own advantages. Integration has some fundamental befits like - optimized resource, saved time, centralized supervisory and partial control, possibility of automation, less manpower requirement, wastage control, resource efficiency etc. while decentralization presents its own set of benefits like- better management and control, output efficiency, better understanding of the system, better control, modular unitisation, replication, last mile value addition etc. but for a sustainable urban infrastructure planning a hybrid these two systems should be used which we can call “Integrated decentralization”. It would advantages both the systems fused together for best results and optimization.  

Perception of space – a function (f) of Space

Regional and Locational shift in Perception of space

Space function and origin

Perception of space in terms of physical location of observer plays a crucial part in understanding planning of urban built form and is a vital part of Urban Planning, but the roots of such perception emerges from regional level. It is also related to conditioning, space perceived by residents of mountainous, hilly and undulating terrain are totally different from space perceived by person living in  flat terrain. Similarly space recognized by a person who spent most of his life in sprawling rural setting  can be totally different than a person living in an urban setting, It can be either” a not so pleasant shock” or “a surprise” or “an aspiration” for an individual while changing their location from hills to plain or rural to urban or vice versa. Usually what happens is that people constantly living in mountainous and hilly terrain witness only finite view due to restrained field of view by mountains,  hills and valleys, and when they occasionally come to plain and see that there is no limitation on the field of view, when they realize that they can see upto the horizon, it’s a pleasant shock to them.

Similarly when a resident of sprawling plain terrain goes for a vacation to some hill station or otherwise, they find it as a one of the finest moments of their life, primarily because of limited and ever changing field of view provided by hilly city,  they have a totally different experience of space that is finite which they have never experienced in life living in plains. Similarly a person living in a rural setting with sprawling, sparse and low-rise settlement when encounter with a city with medium to high-rise and dense built form and architecture, its not the rush of city that strikes him most, it’s the “Built Form” that strikes him dumb, he curiously looks out of the window of train and bus and cab, to see the buildings touching the sky, public spaces formed and enclosed by surrounding buildings. Suddenly he finds himself enclosed and restrained in the built form of the city which provides finite field of view with claustrophobic environment which is a paradigm shift in perception from the earlier experienced freedom of unlimited perceived space of rural setting. 

Perception of space – a function (f) of day and night

Dramatic shift in Perception of Space during Day and Night.

Day and Night, an ever existent inseparable phenomenon, it’s an external influence on the perception of space, architecture and built form, an environmental influence which alter the experience of space in dramatic way, but we pay very little attention on such a wonderful aspect of such powerful influence while planning an urban setting, or while designing interior of a building. 

In day sun light is ambient and almost omnipresent when it comes to outdoor urban setting with an interplay of light and shadow, but mostly the experience of any specific outdoor space is more or less uniform and little monotonous throughout the day, while night provides infinite possibilities to create, mould, play with space, volume and ambiance outdoor as well as indoors using variety of light sources. Volume of space is directly proportional to intensity of light source, sources of artificial light give a totally different perception on a dark night compared to day time since the space that we perceive and experience in night time. In this case the bright perceived space slowly merges into the  dark sphere of night. Hence night provides ample scope of creating user experience in an urban setting and its responsibility of planners, and architects  and landscape architects to plan and design lighting of public spaces as well interiors of a building with an aim to provide a unique experience of end use in night period. 

Perception of space – a function (f) of season

Seasonal variance in Perception of space

Technically there is unlimited space around us. Space in terms of perception is the space surrounding us in our field of view, what we are concerned here is the finite perceivable space by people which might vary as per surrounding built mass, undulating terrain, presence and intensity of light, environmental conditions, seasonal variation, etc. 

when it comes to seasonal variation it can be divided into primarily two parts winter and seasons other than winter. Winter provides a unique opportunity to experience a different kind of environment in terms of perceiving space around us which is because of presence of Fog and Mist, it is an exhilarating experience to walk in fog, or observing surrounding from window in winter during fog, it is so mysterious in its own sense, since the field of view is limited due to thick fog there is an element of surprise, you are curious to know and see what is beyond the visibility of fog, the same landscape that is dry and monotonous in summer is so attractive, versatile, ever-changing and inspirational  that you want to capture the that moment and view frame into your memory. This is all because winter provides perception of finite space, a limited field of view. 

Pedestrian Vehicular conflict : why can’t we seem to find a solution?

By - Anoop Kumar Jha

Missing Human Behavioral Analysis aspect in Transport Simulation Model

No matter how functional and mathematically sound a transportation plan and related infrastructure design for any city or stretch appear before implementation, there is always a conflict between vehicular and pedestrian circulation which appears only once the transport plan is in place and functional, it’s the story of every city and every stretch. Blogs and forums are filled with discussions and captured photographs of such pedestrian vehicular conflicts.

It’s a conflict between pedestrians desire to take easiest and shortest route and transport planners age old scientific approach planning with modern simulation tools. Its conflict between “human desire” and “scientific approach”.  

In a country like India, apart from education and enforcement there is one missing crucial aspect which leads to pedestrian vehicular conflict in urban setting, that is understanding of human behavior and learning from past and other projects mistakes. It appears that common man collectively always appear smarter than the panel of planners, designers and implementation and enforcement agencies, because no matter how sound they make any system or transport plan people always find out loopholes in it. People are willing to take the dangerous shortcuts, break the law and even risk their life to reach the destination quickly. There is almost similar pattern and language of such human behavior across the cities and towns of India when it comes to intra city travel, but transport planners do not seem to observe and learn from such cases. Its high time that they should observe, document and incorporate human behavioral analysis in the transport simulation model to arrive at a successful transport plan for a city. 

Transport plan, systems and tools also need to be regionalized or localized, because what works in Bogota  or America or Europe might not work in Delhi or Surat or Jaisalmer  if replicated in-toto. 

Containerized office buildings – how we have accepted it as a part of daily life!!

By - Anoop Jha


Actual Mechanical Ambiance Vs Desired Holistic Environment

Majority of contemporary so called modern office buildings and towers where people as employees spend almost half of their life lack a healthy ambiance, environment and micro-climate, though it might have cleared all the statutory requirements, might have followed all the guidelines, might have amazing interior finishes, decorated with beautiful and almost real plastic plants.

Some signs that you are working in a Containerized Office 

Lighting

Shear ignorance to natural light and view,

Sole dependence on Artificial lighting,

Absolute absence of task lighting concept,

Light glare and  shadow,

No correlation with time of the day 

Same ambiance every working-day/hour 

Climate control

No consideration for individual's temperature requirement

extra hot and cold pockets distributed over floor-space,

No correlation with indoor-outdoor weather

Other interesting Traits

Being watched for work-productivity in the name of security

Feeling isolated from outer world

There is urgent need to analyse and assess the existing office complexes across the region on different qualitative and quantitative parameters and come up with an exhaustive list of recommendations  can further be consolidated in a set of mandatory Architectural guidelines.

Some Recommendations to design a holistically habitable office complexes-

Breathing building skin and building envelop (Ideally like Human Skin)

Visually connected to outside world (gives pleasant view, correlate to weather or at least gives sense of time)

Day light linking (Saves energy as well) 

Task lighting as per sitting arrangement / furniture layout (prevents Light Glare and Shadow, and gives a sense of personal space) 

Accessible pleasant weather (let the pleasant light breeze come in, let them touch and hear the falling raindrops) 

Sensible Cooling & Heating with ability to personalize (increased productivity, less medical leaves)

Contemporary Architecture of India in flux

An observation on architectural character, practice, reason of flux, and control instruments     

There used to be a defined boundary of what is called “Contemporary Architecture” in every era since past few centuries, but the boundary of contemporary architecture at present, in the middle of first quarter of 21^st century, has become a multi-domain experience with organic boundaries of different school of thoughts melting into each other. Earlier there used to be some set of rules and inspiration, material and climatic constraint, to govern and guide the aesthetic elements of localised architecture which in turn used to give defined architectural and urban design character to neighborhoods and city, but apparently we are losing that cohesiveness in contemporary urban fabric because there is no virtual or enforced control over the aesthetics of architecture at present In the developing countries like India, which is tissue of urban fabric. That does not imply that we want another Chandigarh, its for sure, we don’t want another Chandigarh by Le Cob., that is an old story, needs and lifestyle of people have changed, so the architecture and planning.

There are guidelines for the construction and execution but no rules or guidelines for architectural aesthetics, and its solely on the mercy and idiosyncrasy of either Clients who have their own idea of what contemporary architecture should be (i.e. they want their house to be either like the house of “Mr. X”, or more lavish and grand than “Mr. Y”, or exactly like the house featured in that architectural magazine “Z”) or it depends on majority of young architects for which its more about pressed necessity of earning bread & butter rather than using and  implementing the hard earned architectural knowledge , most of which are either victim of commercialization, crippled and forced to follow the market trends (which in fact doesn’t have any architectural  trend except copying from other contemporary developments or from history or from google image search results).  

If you inspect deeply you will realize that this apparent chaos of architectural design and aesthetics is actually nobody’s fault , at least not of any individual  because it was bound to happen and its all because of  technological advancement, which makes information and tools abundant. Architects as well as clients are immensely exposed to influences from all across the world due to free and unlimited information, architects  were never so free to  experiment with design and form of buildings due to computer modeling and simulation as well as unlimited possibility that structural design provides at present due to advance technology, equipments, material etc. There is no constraint of material, you have all the construction material at your disposal in any  part of the country, there is no architectural constraint of climate, because architecture has increasingly become active rather than passive,  you have all the equipments to control and maintain the indoor climate. But amidst all this, if the architecture and city planning need design guidelines, development control regulation, urban design guidelines or a separate nodal governing authority to maintain the aesthetic and cohesiveness of city, so be it.

Definition of “Per Capita Consumption” need to be modefied - Water Sector

By- Anoop Jha

Apparently “per capita consumption” figure is used in financials, estimates and projections of every project, and DPRs across the country and across the sectors, but apparently age old definition (Per Capita Demand in litres per day per head) and formula of “per capita consumption” seem to be flawed and vague. Let’s consider Water Sector for example.

There are few reasons for this apparently flawed 

First, this formula invariably assumes that all the water is being consumed at household, institutional or community level for some useful purpose, but that is not the fact. The fact is “the collective water losses at household and institutional level are huge in any given community, settlement, or housing society”, leaking taps, pipes due to “lack of maintenance and willingness to maintain” and water wastage related to casual behavior of users “due to lack of education and sense of responsibility”  are a regular phenomenon of almost every household. Planning bodies and Policy makers have to understand that unless they stop these water losses or unless they change the definition from  “Per capita Consumption” incorporating the water losses, there demand estimates, future projections, projects cost estimates, will inevitably  be vague and skewed,

Some interesting extract from the discussion on “India Water Portal” (indiawaterportal.org) on the similar subject are as follows-

Link: http://www.indiawaterportal.org/ask/5409

“ When the norm for a large city is 250 lpcd, it doesn’t mean the residents actually get or use 250 lpcd. A large city has many other water needs such as public use in offices, railways stations, commercial places, for fire fighting, public horticulture, etc. All these are distributed over the population and indicated as per capita use” - Chetan Pandit

“The norms do not take in to account the climate. No distinction is made between Delhi that has a huge water requirement for desert coolers in summer and a bath twice a day is not a luxury; Pune that uses some coolers but not as common as Delhi and usually bath once a day is enough; and Copenhagen where the maximum summer temperature in 17 C and most of the time it is below 10 C” -Chetan Pandit

“Water consumption is affected by various factors which are variable and hence it is difficult to precisely assess the demand of public. There are empirical formulas available for estimating a fair value of domestic consumption for design of water supply systems. However, Indian Standard (BIS):1172-1993 is the basis of 135 litres/capita/day. This 135 litres/capita/person includes drinking (5 litres/capita/day), Cooking (5), Bathing (55), Washing of clothes (20), Washing of Utensils (10), Washing & Cleaning of house (10) and flushing of toilets (30 litres/capita/day)” - J.Harsha

Second, basis, thumbrules, lifestyle, requirement and related values for arriving at “standard per capita water consumption” in different urban areas changes in courses of time and cahnge as per seasonal variation which need to be accounted for calculation per standard water consumption” Standards need to be revised after a certain time interval.

“Details of present norms for water consumption are available in CPHEEO Manual on Water Supply and Treatment and Per capita water supply in selected urban centers of India is available at Water Supply, Sanitation and Solid Waste Management in Urban Areas by National Institute of Urban Affairs, 2005”

Third, accuracy of standard per capita water consumption figure is directly proportional to the size of sample (no. of household) surveyed, which may vary from agency to agency which prepares the report. Larger the sample more realistic the results would be. There should be Policy norms for minimum size of sample to be surveyed and heterogeneity of the sample.