Showing posts with label Pollution. Show all posts
Showing posts with label Pollution. Show all posts

Dec 8, 2012

How representative are “Top something or other City” tags?

Why average outcome doesn’t work for average urban population?



Why city ranking may not necessarily be a reflection of the state and policies of a city and might not be of much direct or immediate relevance for average stable urban population other than attracting business and outside population and tourists? A city provides and should provide a very unique opportunity to each individual through its unique micro environmental influences which most often supersedes the average ambient environment of a city which is showcased by positioning of a city on varied ranking scale ranging from livability to competitiveness and so on. An average ambient environment of any city (economically or otherwise) might not be a reflection of actual environment for an individual or unique sets of individuals with similar needs, like - people falling under different hierarchical economic profiles from extremely poor to ultra-rich, working and voluntarily non-working population, skilled and unskilled section, jobless people, children, aging population, differently abled segment, entrepreneurs, educationalist, illiterate population, people with health and lifestyle issues,  government representatives, corporate lobbies and countless urban social hierarchies and so on and on, each segment with differing needs and aspiration seeking and demanding distinct opportunities and support structure! That “n”th global or national rank of a city which is representation of average situation of city life doesn’t make much immediate sense to each of the above segments since most of the population is either one side or other of average with their very distinct situations and needs from the projected average. It’s not much of relevance unless it gets translated into their customized needs, enhanced economic condition, lifestyle and peace of mind and doesn’t directly relate to their livelihood opportunities and their specific needs. 

Apparently, there is a fundamental issue with the methodology and process of determining rank of a city. An issue with “Samplifying” the population, though samples apparently being inclusive and heterogeneous! Simply being inclusive won’t work, choosing a heterogeneous sample groups also won’t, because both of these approach will only lead to an average outcome, a clumsy generalized outcome which is bound to be alienated from the highly specific needs of individual components and groups which makes the society, which makes that supposedly heterogeneous and inclusive sample as well. Needs of a highly diversified society or a city with further diversified economic profile, age group, ethnicity, regional needs, conditioning and so on can’t be met by a single average solution, no matter how inclusive that solution sounds, no matter how heterogeneous was the sample. For example, you can’t simply average out the needs of a beggar and a millionaire, both part and parcel of a city, and come up with an average solution which should work for both of them. They need totally different solutions to grow and sustain. Hence the ranking of city based on accumulative impression of its different components, both tangible and perceived, which is an “Average” might give a deceptive impression of opportunities which any city provides for its inhabitants, does that sweeping statement like the best city to live in or so means that this particular city provides equal or ample growth opportunities for millionaires as well as the poorest section of the city or to the diversified segments as discussed earlier, or does it anyway gives an account or impression of having diversified livelihood instruments and strategies in form of public policies for different strata of city society. Public strategies and instruments are very distinct and regional in nature which can’t be quantified in a manner to be compared globally or nationally on a same appraisal scape with other cities! We need a very tender approach to deal with specifics of urban livelihood opportunities and state of its people, ranking seems over simplification at times, we need to do a reality check!

All said and done we still agree that city ranking is must, whether on the scale of livability or competitiveness or so on! Because it gives a scale of competitiveness on which city heath is monitored and compared with the benchmarked cities. A scale, on which the growth performance of a city can be monitored! Hence it helps shape the aspirations of a city and helps pave the way for its sustainable future. City ranking has a larger purpose to serve than just to conclude the state of infrastructure and ambient environment, city ranking creates an image of a city which further draws attention of world and hence attracts investment and generate revenues which further gets channelized in the making of a city through increased economic activities, strengthened infrastructure, enhanced regional accessibility, increased livelihood opportunities and so on. But apparently still city ranking is more of the external representation through its image building aspect than the state of actual internal health and opportunities in a city! Also a catch here, while creating a positive image of a city through ranking tools, originally envisaged to attract business and high spending population i.e. tourists, corporate activities etc., this enhanced image also accelerates the process of in-migration from the neighboring regions in search of better projected livelihood opportunities which further calls for urgent expansion of already constrained city infrastructure, delay of which can cause the damage to the same city image which they are deliberately trying to create, hence an image deficit vicious cycle. Focus has to be on autonomous networked decentralization in the region through regional ranking instead of / in addition to city ranking which otherwise encourages choking concentration of city. City doesn’t function in isolation; it’s a resultant of overlapping regional activities hence the focus should be on regional ranking, a periodic regional assessment, assessment beyond SWOT, call it ranking or whatever, which is much inclusive and more realistic in nature.

Dec 6, 2011

Neglected Urban River Stretches - an untapped potential

By - Anoop Jha

Ignorance to the very thing which initiated the settlement of city

River which was supposed to be the life of city has become a dumping yard of city and ignored like a backyard of house in the course of evolution of city. Most of the early civilizations evolved and nurtured on the banks of river, there must be some reason for that.
Historically City used to be a combination of human Settlement, built form and River, which used to be a complete experience in itself, and key to an autonomous existence, because people used to be utterly dependent on river for –

Agriculture,
Food,
Grazing Land,
Trade,
Business,
Transport,
Drinking water,
Other Daily Activities

Contemporarily most of the rivers in the developing countries are either polluted or ignored or both, the only activity related to that is -

Dumping Industrial Waste
Dumping city sewage and waste water
Retrieving water for drinking and other purposes

For majority of rivers in the cities of developing countries the case is that river is no more directly related to livelihood of residents of the city, insignificant business or trade activities related to river, dominance of surface transport, numerous other recreational activities and places other than river.  Even rivers are perceived as hindrance in Commuting from one part of city to the other (common feeling: God forbid the long route and traffic jams on bridges crossing river at rush hours!!!).

Need is to Understand the significance of river in forming the balanced ecosystem in the dynamics of city. Cleaning, nurturing and integrating the river stretches in to the fabric of city. There is an urgent need for Pro-river Planning approach integrating it with mainstream city life. Strict but sensible river conservation and integration guidelines need to be in the place.

Even if the Riverfront Development is not possible due to some constraints like revenue, resource etc. some of the strategies to integrate river to the city life can be –

River cleansing and maintenance through diversion and downstream disposal of city waste water and sewage
Streamlining, developing and maintaining optimum acceptable standards of clean and safe public spaces with public facilities at river banks

Providing access to “public transport nodes” from river bank at walkable distances,

Integrating every existing open and green space of city to the   riverbank    

24X7 Surveillance and easy help facilities 

Nov 16, 2011

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.