May be global warming was invented or just a fashion statement... (do the math)

 Or else if it was such acute problem its awareness and quest should have on acclivitous curve! #googletrends

Lets restore the lifeline of city called River! #LetsRestoreRiver

Riverfront development as a tool for ecological revival.

River-edge development is about confronting the centuries of neglect towards lifeline of city called river.

It is about restoring the natural dignity of river while making some commercial sense out of it.

That riverfront was anyway thriving ecologically before city invaded the river edge.

River edge development is just an effort to restore the past equilibrium.

[Post by- Anoop Jha]

Key traits of future cities! #futurecities

[Post By- Anoop Jha]

A complete new mindset is needed to craft future cities-

Focus on judicious use of resources rather than creating abundance.

Focus on leveraging and channelising externalities rather than eliminating it.

Harnessing untapped second hand energy.

Eliminating wastage by design rather than repeated appeal and imposing penalty.

Waste to be increasingly viewed as resource rather than burden.

Focus on eliminatingneed of artificial day-lighting instead of promoting LED.

Engineered to the very core to sustain.

Decide your own workplace rather than “walk to work”.  

Carry your personalised holographic and sonic environment wherever you go. 

Playful Mobile Advertisement (2008) : Unpublished work.

Advertisement graphics for imaginary client.

Graphics by: Anoop Jha (Blog Author)

Travel Destination Project: Uttarakhand, India

Real time destination feeds to help you plan smarter way!

Source: https://twitter.com/

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Why urban infrastructure O&M system needs increased autonomy?

An exemplary case of PPP project - surface transport !

Though there are already provisions which suggests autonomy in O&M contracts to certain extent at present, but apparently there is further need of functional, financial and decision making autonomy in operation and maintenance (O&M)plan including concerned O&M agency, regarding any given infrastructure project, specially were public safety is a concern, an autonomy to the extent beyond conventional scopes of O&M contracts.

Why this thought even worth consideration and review? Because lack of autonomy can restrict O&M agencies to take prompt critical decisions or can encourage them to unnecessarily prolong, manipulate or ignore some of the important decisions and actions demanding urgency and which are vital for health of project and safety of users and which might otherwise get delayed caught in the complexity of paperwork. For instance, an expressway O&M agency can escape from taking responsibility of mishaps and causalities blaming it to faulty road design by the original infrastructure design agency involved, while design agency can shy away from responsibility saying safe operation of system is in scope of O&M agency or may be it is due to bad maintenance, meanwhile life of commuters would be constantly at stake. But with higher level of autonomy O&M agency can take vital decisions and actions on their own like- post functional design modification in case of expressway, infrastructure retrofit, conducting safety audit and associated changes, life safety installations and safety enforcement measures which can prevent those traffic accidents for example. Also autonomy comes with implied accountability, so now the O&M agency while enjoying the autonomy will also feel a sense of responsibility both morally and legally towards minimizing and preventing those expressway mishaps and can be held accountable in case  such events occur and their performance can also be linked to their monetary gain/ penalty provisions, credit rating ranking, pre-mature termination of contract etc. hence creating a scope of active, innovative and higher performance standards in this new O&M environment.  

There has to be increased level of autonomy for O&M agencies to innovate and to take certain fiscal decisions on their own, which might be vital for public safety and absorption of unperceived growth, autonomy of technology integration to leverage technological opportunities which might have been unavailable at the time of conception and design of project, autonomy to conduct required design changes and retrofit based on peculiar first hand regional experiences gained in course of operation. Of course this strengthened decisive power of should come with certain administrative supervision and stakeholder’s say.

This allocation of autonomy seems justifiable because no one else knows the actual functional and fiscal health of said project, regional and local constraints and infrastructure gaps etc. better than those who are operating and maintaining the said project and assets 24X7 and are in constant contact of end users, knowing it better than even those who originally conceived and built the project. Autonomy if constrained or hampered or for namesake, specially at policy and post functional level, scope of O&M assumes a mechanical and procedural significance and restrict itself only to the often under-perceived operational efficiency and safety level just to the rigid, predefined performance standard with little scope for innovation in terms of physical infrastructure modification, procedural and strategic retrofit and scope of maintenance remains only limited to restoring the degraded infrastructure to its somewhat originally perceived state. O&M will have to be much more than the established notion of routine work as prescribed in the O&M manual or as described in present scope of contract. A wholesome O&M process specially in urban and regional infrastructure projects has to be a dynamic process, a learning experience, continually reinventing itself as per dynamic regional growth, absorbing economic changes and technological advancement, streamlined to the long term vision of regional growth. 

Making places - That street corner…

Traditional planning approach and values - being lost in transition?

Any random street corner of any random city, corner at the junction of streets, streets busy or calm, chaotic at times, still having its own order, order in transition, transition of daily commuters, transition of shifting daylight, transition of shadows, glitter of street and neon signage light, LED shop window and synchronized traffic light, that flux of casual traffic light, that changing activity landscape across the day across the seasons with occasional pause. But peculiar are the streets of old and heritage cities, cities with history, those streets and corners evolved from the centuries of planning and urban design experience, tailor-made to the local needs of community and neighborhood, with varying characteristics across the region across the city and across the world. Wisely adapted for local climate, some designed for extreme harsh summer, some for tons of snow, an ancestral legacy of planning and design up-to the last fine details of drain cover and cast iron light-pillars and articulated bollards.

Though respected, preserved and encouraged in some cities, that example and inherited legacy of urban design and planning is fast deteriorating and disappearing, sometimes out of ignorance sometimes purposefully ignored, in several parts of the world and almost in any upcoming new city in any corner of world, that local wisdom of traditional planning is increasingly being lost and being mechanized, being templatified. Traditionally those streets and corners were designed to protects commuters from harsh sun, from icy wind, and from pouring rain and sudden snow, those meandering streets used to have a texture of character with those spaces to pause and relax and in the comfortable safe niches, a place to chat and socialize and a place to engage oneself in that active buzz of street, corners reinforced to give it a distinct recognizable character. That legacy of traditional localized planning is calling for justice and revival.

Thinking about fabric ofcity especially within city boundaries, a natural question comes to mind, why a vast country with extremely diversified heritage and climatic regions and special needs should have only few standard templates of streets sections and junctions and street corners with little bit possibility of urban design integration mostly for sake of localization formalities? Templates though give advantage of planning execution, better control and cost efficiency; it tends to encourage deterioration of heritage characters and inherited values and learning mostly in the name of infrastructure and technical feasibility, commercial viability, changing lifestyle requirements, uniformity, standardization, international acceptance etc. Of-course needs are different today, speedy transport, higher population density, quantum shift in lifestyle and technology, higher latent demand, etc., hence the different planning approach visible and practiced today, but we should ask ourselves, can we incorporate those learning experience from our past generations into today’s planning process and can we infuse them in today’s “easy way out templates”? With all the technological advancement and possibilities and centuries of learning experience, one thinks that it’s somewhat possible to strike the balance between traditional learning and present planning approach preserving the character and dignity of that specific city that specific core and that neighborhood, starting right from the careful planning of that street and that street corner. All it needs is a tender heart, logical brain and collective will of planners, urban designers and policy makers and may be few extra bucks!