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Compulsory flexi hour provision for a smooth and sober city transit

City transit infrastructure without institutional control and public policy in not going to work!

Traffic Calming
Strategies 

In a buzzing city of developing countries where people are rushing everyday to reach their regular destinations like offices, institutions etc., desperately trying to reach before cut-off times assigned by the administration of these respective organizations, traffic chaos is bound to happen leading to traffic law violation, travel anxiety, road rage, minor or major accidents etc. By applying a cut off time for reaching work place, institutions etc. people are forced to become ignorant to each other’s convenient and safety while on road, because each one of them has something at stake, their job, their carrier, their salary, marks, etc. People are in hurry because if they won’t reach office or institutions before time they will be considered undisciplined employee, students and so on, they will be bullied and can be subjected to monetary penalty and disciplinary actions. No one wants to go through that pain.

Organizational independence in a city environment is apparently a productive model, but at times leads to chaos. In lack of public stake in private organizations in those policy levels which are likely to affect city functionality, many private institutions tend to have monopolistic and dictatorship approach at their internal policy level, like assigning cutoff time to reach work place leading to city transport problems. City governing institutions have to have some control or say over those functional elements of city wide organizations, primarily for offices and other work places, which directly affect the transit health of a city. Excluding the critical and lifeline works, there has to be a city wide blanket flexible timing system for work places, which provision should be made compulsory for a sober and responsible transit behavior of any city.

Flexible timing strategies might include a reasonable buffer time to reach work place, possibility to occasionally work from home, different office timing for different zones of city, etc. based on rigorous analysis of transit data pattern and land use analysis. Public institutions will have to work hand in hand with private organization, stakeholders and communities for this purpose. Cities and organization also need to increasingly focus their policies towards target oriented work rather than judging work done by the time spent at work place. More the flexibility provided at anchor destinations within city, smoother will be the traffic and this is not possible without the timely and sensible planning intervention at functional level of city wide organizations and transport system.  

By : Anoop Jha

Educated nuisance on road

A common sight on the urban roads of developing countries

Traffic, poor transit infrastructure and bad transport management is always there to blame, an easy excuse even for mistakes made by many on road purposefully of unknowingly.  Mistakes apparently minor but putting life and assets at risk. Mistakes apparently they don’t even get panelised for. Mistakes driven by petty motives and justified by Silly excuses, creating a chain of indiscipline on road. These are not the unprivileged and uneducated masses but supposedly rich and well educated strata of the society, those who can afford car in the first place. Even if they are not driving themselves they allow certain obvious driving blunders to happen day and night by not pointing out mistakes committed by their drivers. Unfortunately these educated offenders have spend half of their life getting best of the education polishing their intellect but hardly few dedicated hours given in driving schools. Our education system focuses so much on building intellect that it doesn’t even care about something which is so vital for life, i.e. driving safe on road, not to speak of morality lessons for roads. Driving lessons should be compulsory part of education curriculum. And if parents themselves are transport illiterate how will they teach skills, logic and ethic of road to their children.  No wonder there are so many so frequent road rage incidents across the world.

A very frequent, obvious but unnoticed driving mistake that they commit here on road mostly purposefully is driving with side mirror in closed position or even without rear view / side mirrors in cars at times and it becomes more dangerous a phenomenon when clubbed with changing lanes without indicators. And apparently they don’t get panelized for such acts most of the time. Indicator example is equally true for bikers. How can they afford doing such things putting others and their own life in danger? Reasons can be many but most obvious explanation seem to be that they love their car very much especially the side mirrors and they are afraid that some passing by car will touch, hit or break the side mirror and that’s why they prefer to keep the side mirror closed and there is always an excuse for that act i.e. traffic, reduced carriageway due to encroachment, other people driving unsensibly on road and so on.

What they forget while busy negotiating the traffic jams through gridlocked roads and narrow streets while trying to protect rear view mirror of their cars that this same mirror in open position increases the virtual envelop of car and hence increases safety envelop of their car as well.  Side mirrors not only help you assess the traffic situation behind you and hence help you plan your next maneuver on road more logical and safe but it also helps increase the distance between your car and other cars passing by, hence reducing the probability of other cars coming in contact with your car body. Not to speak of ease in parking which rear view/ side mirrors provide. Was little puzzled to see that some car manufacturers even launch their lower segment models without having rear view mirror on one side posing it’s a luxury car accessory not a necessity. They need to understand the difference between luxury and necessity!! Mirrors for car have been invented for some purposes and have evolved in course of time just for your own safety, so better start using them now.

You might also like to explore some thoughts on new strategic intervention to reduce transport accident and casualties in other post here.

Why public transport system should reach breakeven much before projected

Dilemma of perceived order and actual chaos

A case of typical buzzing metropolitan city of any developing country

Ever wondered while travelling in a suffocatingly overcrowded metro or local train that whether they might have shown similar huge footfall numbers in their design and financial reports? Don’t think so. Because they can’t!!

No guideline in the world allows such high density of footfall per unit area within any public transport system, because that is insane, that is inhuman. But unfortunately its happening, because huge gap of demand and supply. And we accept it, we don’t mind, we don’t question, we don’t have option, we not only accept it, we often praise it, of course public transport is a wonderful system of mass transit, but no wonder why a huge segment of population still prefer to travel by their own car, spending money and time like anything, just to get a private breathing space inside their personal car.

When it comes to transport numbers and financial projections for mass public transport system in overpopulated cities of developing countries, it’s usually purposefully flawed. Why? There is a catch. Metro and rail coaches are designed to accommodate a fixed maximum carrying capacity based on standards and international norms. Sounds good!! Because these standards consider the acceptable optimum and comfortable footfall/ ridership density as there thumbrule with some inbuilt tolerance for unexpected occasional growth in ridership and of course while doing design and financial projections for the MRT projects, consultants take these standard thumbrules as there basis for calculation with some contingency/ margin and they model there business plan as per this acceptable norms. They can’t show realistic overcrowded scenario in their financial calculations and projections because no financing agency/ bank/ partner will accept the model which is prepared by breaking the rule- like standard acceptable ridership density. Technically and morally they can’t propose a transport system which will be operating at an efficiency of 150-200% of its design capacity even if it is an inevitable case, because its unsafe, because it’s not acceptable on many grounds, at least they can’t disclose it in public domain otherwise there would be too much of hue and cry on the subject.  So when they come up with a financial projection with specified breakeven point, that breakeven point might not be realistic, it might be far beyond the actual realistic date. In actual overcrowded scenario more footfalls should help achieve breakeven point much early than projected.

It’s high time for those metropolitan cities which are struggling to provide an adequate and morally acceptable comfort level to its people, either in its transit system or may be in domain of housing and who repeatedly fail to provide the same due to unmanageable population growth and financial constraints, should recognize their constraints, and devise an operational methodology which is more realistic and suitable to their specific need.



May be they should accept inevitable higher population density and need to revise the ridership density thumbrule/ standards, reflecting real life scenarios of the city accepting their limitations, and should use the same in design and financial calculation. Understanding its limitations and inevitability of growth, may be a high density city needs a tougher and much robust metro and rail coaches with robust inbuilt facilities, robust air-conditioning system, higher air exchange rate, temper-proof interior, with more sophisticated audiovisual information system for fast and safe passenger exchange to avoid chaos due to confusion, may be they need better imbedded security system, may be they need to be educated in the school itself how to travel and behave in an overcrowded public transport system. May be they need to be educated in the planning schools to take into account real life scenarios while learning projections, maybe planners should be taught to challenge the validity and contextuality of thumbrules, established norms, methods and age old theories rather than simply imitating and following them in decades of inertia.  We will definitely have more and more sophisticated simulation tools for better understanding of the situation and more realistic projections, but we will still need human perception and judgment for a holistic planning which is beyond those formulas.

Some thoughts on socio-economic projections can be found here in another post titled “How reliable are socio-economic future projections?” http://planningurbanoregional.blogspot.in/2011/11/how-reliable-are-socio-economic-future.html

By- Anoop Jha

Seems they love to waste fuel

By - Anoop Jha

Road junctions need smarter user interactive signal system..

And people need education!! When they know it’s going to be at least 3 to 6 minutes wait at road junction of their busy city and when it’s not extreme summer then why don’t they turn off the engine of their car for a while? This little act of saving petrol or diesel might not save them a lot of money today but if counted over a year the sum of this effort might add few thousand additional bucks in their bank balance. Imagine the gallons of fuel saved over the period by the collective efforts of citizens in a city.

Let’s dig into the psychology of car owners and possible reasons to waste the fuel at road junctions which could have been avoided. Is it because they are ultra rich people and don’t mind burning some fuel at junction, is it that car owners never thought about this as an option, is it that they are so much in hurry and preoccupied that they don’t want to think about it, is it that they want to avoid those beggars and casual vendors selling toys at junctions hence depending on air-conditioning system of car rather than opening window for few moments, is it that there is no one to educate them about how much fuel can be saved over the year by such practices, does it even really save some fuel or just a vague assumption? May be, may be not? But may be traffic signal itself has to play an important role in this regard.


[Handpicked Books]

 

Current traffic signals are not smart enough to cope with the growing vehicle population and complexity. Need some proof? It can’t be called smart if signals are out of sight for majority of vehicles of quarter mile long queue. It can’t be smart if one doesn’t really know that how long they have to wait which is the case for majority of junctions. It can’t be smart if traffic signals of adjacent road junctions are not synchronized with each other for most efficiency, and it they are not flexible enough to adjust its signal timing as per fluctuating traffic volume at different hours of the day. It can’t be smart if it fails to convince or persuade people to follow the rule or to remind them the cost to neglecting the traffic rules.

Smart signals need to communicate with commuters in every possible way. They have to be more informative, strategically placed, built on flexible software platform, logic based traffic signals which should appear to have presence of mind, and they should be integrated with the installed cameras to gather information, derive inferences and act accordingly. They should be able to convey to commuters, what is the best time to turn off and on the vehicle engine for maximum fuel efficiency on a junction. What about an intricate pattern of parking size grid marked on roads approaching junction, assigning a dedicated waiting space for vehicles for maximum efficiency, safety and visibility? And so on!!

We plan new transportation systems, but with old tools!! We need to sharpen the old tools to make than smarter and to make the whole system efficient. 

Feeling pressed against time for getting products or services of daily use?

By – Anoop Jha

You need a better landuse plan and new typology of neighborhood hubs

Specialized service and commercial hubs have advantage in case of volume trade and optimized choices with better shopping and services experience due to many options available to choose from while mixed Landuse development has advantage of convenience shopping and saved time.  Taking time off to visit a specialized market hub to get a small product or service of daily use which you cannot get in neighborhood shop due to its little specialized nature might be stressful for many, due to lack of time in busy city life.

There are two distinct categories of people in city one who will go anywhere and to any extent to save a single penny on any product or service, these are the people apart from wholesale marketers who go to specialized hubs so that they can negotiate on product or service pricing due to available market competition in such hubs, other kind of people are those who are ready to pay any amount in lieu of convenience and due to shear lack of time and motivation as long as price is in the acceptable limit and surprisingly it has nothing to do with laziness, it’s just because they don’t have enough time from their packed daily routine, it’s simply not worth sending time to go to some specialized market like electronic or electrical market or hub of mechanical goods or big car service hub located far away from your home just to buy a new exhaust fan for your kitchen or a new tap knob, or to get a minor repair work of your car’s fm radio set done.


[Handpicked Books]

The number of second type of people who value convenience over pricing in City is exponentially growing. There is an urgent need to consider requirements of this segment of people in Landuse planning; it has become necessity of time. They need to create small integrated specialized product and service hubs in neighborhood where one can go and buy variety of products and services in one place, products and services which are little specialized in nature and which you don’t generally get in neighborhood shopping centre or mall. An electrician or plumber provided to you by resident welfare association (RWA) of your society is of no good unless you have required basic electrical or plumbing products at hand which need  to be replaced.

How about creating a small “integrated specialized product and service hub” in every neighborhood of city which keeps all the basic household and daily use items similar to convenient shopping and those items which are specialized in nature like medicine and first aid materials, emergency products and tools, electrical and mechanical goods, and in term of manpower it can comprise of at least one doctor, one counselor, one security personal, one pet care specialist, one electrician, one plumber, one car and bike mechanic etc. etc.

What is common between Ahmedabad and Paris?

By - Anoop Jha


Quite apparent similarity in transport network at places !!!  

Transport network of any city tells story of its evolution. 

Similar City Transit Fabric 

IMAGE DISCRIPTION:

First - Road junction near Saint Lazara Terminal, Paris, France

Second - Mithakhali 6 Rasta. Ahmedabad, India

City evolves in course of time; there are many factors which shape the form and fabric of city, it can be climate or natural physiological constraints, or economy of city or prevalent transit mode, or land constraint etc. though there are vast difference in the built form of city of Paris and Ahmadabad there great similarity in the city fabric in terms of transit network, which is more apparent in terms of “road junctions” where many road arteries are radiating from the junctions as high as 6 to 8 across the city, possibly it is due to common circular and radiating overall form of city with a river dissecting it from the middle in both the cases, which makes it difficult to plan city in grid iron pattern. 

Tracking morphological changes and development dynamics of a City

By - Anoop Jha

Reinventing landscape in the heart of Delhi – A case of Central Park, Connaught Place

Lively and green Central Park of Connaught Place is situated right in the of heart of Delhi, enveloped by colonial architecture and streets radiating from its centre. Above, it’s a ground for recreation, occasional festivals and celebration and below its transit hub with massive underground network of metro rail system.

Visible changes in Central Park character

This park has gone through several physical changes, adopted new landscape strategies to adjust to the social and infrastructural needs of time, as apparent from the changing views of satellite images captured at different time of last decade. Some of these landscape changes can be due to emergence of underground metro system and in view of recent Common Wealth Game as part of city revitalization projects. Though changes in any city are not mush apparent as experienced in day to day life, but these changes can be easily noticeable if observed for a long span of time.

Study of changing morphology and understanding the built dynamics of any city or part of it can be a very interesting subject as well as very valuable input for planners to project and decide the course of future development of that city. It can also enrich the knowledge of planners and will helps understand the nature, behavior and temperament of city. Fortunately there are many tools and much data is available for the study in this direction and will be available more abundantly in the future. May be its time to review and revise the planning course structures as well in the light of emerging technologies and data inflow which was not the case few years back. 

Pinpointing accountability for smooth operation and better urban governance

By - Anoop Jha

Overlapping responsibilities: is it a reason for disorder?

Every now or that there are apparent disorders and visible chaos in different corners of cities due to unclear or overlapping allocation of responsibilities among different governing and implementing agencies of city, like for instance - any emergency situation where everyone is confused what to do next, whom to approach first, who is to take action first. 

Overlapping  responsibilities of Agencies

Like breakdown of a vehicle in right in the middle of a road stretch or busy road intersection, what next, it can be a nightmare for the vehicle owner; it can happen to anyone, anytime. Vehicle can be in a stress situation while on road due to several reasons, may be due to badly maintained car, may be bad roads with deep pothole, ongoing underground infrastructure maintenance work on road without proper warning signage, rash public transport driver, faulty road signal, improper unmaintained signage etc. Who is accountable for that traffic pile up and chaos following that vehicle breakdown? Is that vehicle owner, is that traffic management authority, is that maintenance department, is that some other department whose maintenance excavation is going on or someone else? No one is clear what immediate measures to be taken and who is to come forward to normalize the situation. No backup plan. Everyone shedding their responsibility, No accountability

To avoid the urban operational chaos and disorder in day to day city activities or in emergency situation a proper accountability platform has to be created where every governing agency and stakeholders would be made aware of their assigned responsibilities in every possible urban scenario whether it’s usual day to day or event specific function or an emergency situation. Role of an urban planner is to stipulate different possible urban event scenarios beforehand as well as assigning responsibilities to concerned agencies to tackle such perceived scenarios with the help of governing authorities.   

Pedestrian Desireline - Significance in, Landscape Architecture, Transport and Urban Planning

By - Anoop Jha

Desired natural and organic Pedestrian Movement Vs Planned synthetic and rigid Transit Network

Pedestrians are a very important element and regular attribute of transit-scape and landscape of any city, they often assume secondary position when it comes to transit plan of the city. transport models revolves around the vehicular dominance, transportation plans are prepared for smooth flow of vehicular traffic and after that pedestrian facilities are integrated rater retrofitted into the vehicular movement plan, through pedestrian underpass and over-bridges, with discontinuous patches of footpaths which is not suitable and safe for even healthy and active city dwellers, not to speak of physically challenged, differently abled and old aged population. Pedestrian circulation and their movement desire-line should be mapped and considered at the beginning and throughout of transport planning process. 


When it comes to landscape planning or outdoor public spaces, again pedestrian desire-lines are often ignored, result can be observed  everywhere  across city- broken fences, walls and barriers to avoid longer route and vehicular traffic, impression of casual pathways made by regular shortcut movement of pedestrian on the otherwise planned green fields and formal landscaped areas. All this because of ignorance to pedestrian desire-line and lack of comprehensive walkability plan for the city, neighborhood, and public spaces which should be otherwise vital and compulsory part of Transport, landscape and Urban Planning process. 

Transportation Viscosity - Resistance in Collective Travel

By - Anoop Jha

Understanding Qualitative aspect of Transportation

Transport Viscosity and bottleneck 

Transportation viscosity or transit viscosity is a resistance faced by commuters while travelling collectively in any given urban or regional setting; it can be sophisticated qualitative criteria to understand and judge the congestion level of any city and can help improve the life of city. Transit viscosity is made of many tangible and intangible elements like, No. of Vehicle per unit length of Road, Surface Material, Condition & Texture of Road, Street Edge, Manmade or Natural Obstructions on Road, Ongoing Development work in Process in the corridor, Ongoing O & M of Road of other infrastructure concealed within the road or corridor, Transport Signage simplicity, visibility and condition and location, Driving Behavior of individuals, pedestrian behavior etc. Most of the characteristics stated above are related to socio-economic condition of city, efficiency of administration and education level of community. Role of planners here is to understand the nature and reason of these frictional elements of transportation which causes transit viscosity and to plan accordingly to reduce the friction.    

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.

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. 

Cost of Parking Infrastructure

Cost Comparision of Parking, Multilevel Parking (MLP) & Automated Parking PPP projects 
(Cost in Rs. Cr.)

Multi Level Parking

Post by: Anoop Jha