Sustainable City Graphics 1

Disclaimer - Coca-Cola font / company logo style has been used for the graphics in this blog post with simple aim to create environmental awareness in the world and to promote sustainable urban planning and architectural design practices, considering this effort will only further enhance the image of company as a sustainable brand, in case the use of font/ logo style is felt inappropriate or objectionable by the company they should inform the author to get the graphics removed from the blog and post.  

When “Traffic Merging Ahead” on every alternate road, clashes are bound to happen

Bad transport infrastructure and poor road designs leading to conflicts on road.

No one wants to get into argument or fight on the fine morning office hour or while on the way back home, really!! Everyone has some plan for the day ahead, and they really can’t afford to waste time here on road arguing for nothing. But what to do with these urban roads that make these people susceptible to conflict and road rage due to design which lack consistency and continuity. It’s ironical that in the same alignment of road where mile long vehicle queue is witnessed also has a part of stretch like super smooth expressway, either right in the middle of metropolis or connecting neighboring cities, districts and states leading to gridlock. It’s like speedy route to gridlock. So 70-90 % of the whole journey stretch you can cover in 20-30% of journey time, spending rest of the journey in gridlocked section travelling in snail’s speed. Journey on that reaming 10-30% stretch becomes more frustrating because you have just witnessed a test of speed on the expressway like road stretch back on the journey.

Things become worse when variety of vehicles start competing for the lanes with suddenly reduced carriageway near bottlenecks at every few hundred meter due to variety of reasons like poor road design, bad road geometry, old narrow bridge, recent construction and maintenance works, frequent vehicle breakdown, faulty or unrealistic traffic signals (it’s unbelievable that there are also around less than 10 seconds of green signal assigned for some stretches at some busy road junctions) etc. at least similar is the case in many developing countries.

This induced conflict is result of lack of cohesiveness and isolated accountability among different agencies and consultations hired at different point of time, for revamping urban transit stretches and systems. In Urban scenarios, Road stretches cannot planned and designed in isolation, hence no question of isolated accountability, like trunk routes cannot be designed in isolation without  considering feeder traffic flow. What is happening here in bottleneck situations is that vehicles are allowed to reach the bottleneck at high speed which encourages quickly accumulated high volume traffic at bottleneck, and then the real struggle begins, people ruthlessly competing for limited lanes!! It’s a painful experience of struggle for daily commuters, not because of slow speed but due to immense psychological pressure and tiresome drive to negotiate that rude, ruthless competing traffic while trying to protect their asset and peace of mind. No wonder it also leads to frequent road rage incidents. Even if bottleneck situation is unavoidable there has to be smooth transition from high speed stretch to the bottleneck point, which can only be done through proper road design, sensible signage and its highly visible locations, commuter education, manual or automatic traffic assistance and guidance, strengthening alternate route, staggered office timing, land use restructuring, etc.

Why such vast gap exists in statistical interpretation of a single fact?

Statistics considers raw data while people tend to value associated sentiments.

If you are going for a primary survey with a standard template of closed ended questionnaires or some kind of table to be filled with numbers you might not be doing real justice to the survey. You might have a reasonable amount of data at end of the day to conclude your assignment or research, but you won’t be able to do the realistic assessment of the situation. You might fulfill the acceptable standards of data gathering; you might even publish the result and can even bag an award or two, but if the very people who got surveyed are not being able to relate to the statistical conclusion, or if they do not validate it, all the efforts of data collection and analysis goes to vain.

You will be surprised to realize that still at many instances the situation shown of paper and the actual situation experienced by the population is drastically different, though data for situation analysis was gathered from the same population or community. Then why this vast gap of interpreted and locally experienced situation exists? Why this constant apparent difference of opinion between government’s point of view and what media and NGO’s showcase about the city, region or community etc. There are few possible reasons, first is that statistics is very flexible domain, though outcome seems very impactful there is enough scope to mould or influence the direction of outcome, still staying within legally of intellectually acceptable limit. The kind of data you select to gather, variety of assumptions you take into consideration, mode and tool of statistical analysis you choose to go with, time span considered for analysis, selection and heterogeneity of sample itself, there are so many such variables that one can interpret and influence the outcome in any possible direction depending on the purpose or intention. Larger the data set, greater the flexibility of interpretation.

Government being a powerful entity with ample manpower and resources has generally upper hand when it comes to data collection and interpretation and usually less probability of misrepresentation, but again it depends on what they want to prove or convey. Media and NGO who generally lack enough data due to manpower constraint to prove a fact applicable to a larger domain generally tend to rely on emotional values attached to the subject or region and sentiments of population or communities to prove their point. They generally choose small set of data though having high perceived or emotional value and exploit the associated sentiments. On one hand there is ample scope of playing with data and on the other hand equally or more or less scope to play with people’s emotions and sentiments but ultimately both leads to distortion of fact. And this show of constant blame and justification goes on and on. Actual fact seems to lose the significance while this argument is on, later no one really bothers to reach to the actual fact.

Unless statistics as a knowledge stream would device a method and make it a mandate to consider or quantify and incorporate the emotional and sentimental values attached to the subject of research and aspirations of communities to the extent possible along with some kind of post analytic appraisal and indigenous validation method, data representation would remain deceptive and at the mercy of decision making individuals or groups. Meanwhile we as a layman can mitigate this doubt of data misrepresentation by keeping a questioning, skeptical or neutral attitude towards impactful data being presented day to day from both government end as well as media and social welfare representative’s end, without being panicked, without arriving at immediate conclusion, cross verifying the fact from different sources, applying our own head and intuition, knowing and reminding them that their job is to inform us not to instigate or incite us. You are capable enough to judge yourself; all you need is a fair amount of fair data and statistics or simply a fair representation.

By : Anoop Jha

Do we need structural reform in education system?

One education does not suit all.

We have created a template of education system based on our own idea of what an ideal educational curriculum and growth path should be and we want everyone belonging to different economic strata of society to follow the same path. Whether they are kids of millionaires or underprivileged children they are supposed to go through the same education structure. This phenomenon of standardization is more visible at elementary and secondary education level. Sheer number of children to be educated makes an excuse for standardization of education.

What makes us think that educational needs of poor underprivileged segment is same as prosperous segment of society, while their priorities and their skill needs are way different from each other. Their average educational lifespan might significantly differ; they might need a different curriculum, different educational structure and different style of teaching. Are we trying to pave a path for children of a incredibly poor migrated family living in squatter of city up to the graduation and post graduation and doctorate level, can he or she afford to invest so much of their life time earning education while their parents are struggling for their livelihood throughout their life and searching for a descent place which they can call home? Isn’t it that the educational needs of these special kids are way different from the middle and higher income segment of society? Don’t they need a kind of education which will allow and help them earn some money to fulfill their personal needs and help sustain and support their family while they are getting educated? This is something which standard education system fails to provide. School’s prime focus has remained on providing knowledge while what these marginalized kids need is skills which they can immediately put into practice and help uplift their socio-economic profile, they can’t wait to get a job or start their own business till they graduate from an engineering college. They have to act now to get out of that mess; they can peruse their education at any point later in life in their area of interest to further enhance their skills.

Talking of middle class segment, look at the majority of first-generation entrepreneurs who choose to become an entrepreneur due to increasingly tempting business opportunities of modern world and technological advancements in-spite of any family history of business or entrepreneurship, but majority of them are apparently lost or clueless about how to move forward. What an irony, throughout the education ladder these kids were prepared for corporate job and they choose to become entrepreneur and found themselves struggling and lost in the big business world, dominated by family business houses, whether a business house of a small shopkeeper or  empire of well known business family. Take a case of any city in India, majority of middle segment business owners have only basic elementary education from generations to generations, and they are surprisingly doing well, they didn’t feel the need of further formal education so they voluntarily dropped out from the school, their parents taught them the skills they needed to run the business, they inherited the knowledge which was needed to run the show. They would have never learned these skills in the schools with present education structure, because present education system doesn’t treat them as a special niche group at elementary and secondary education level who need customized education. Hence the first generation entrepreneurs feel lost while business houses run their business smoothly.

Imagine the growth potential of individual and communities with the targeted education, imaging the growth potential of a kid who gets targeted training in his family business (whether its pottery, metal works, furnishing or anything else, at elementary to secondary education level which he is witnessing through generations, and compare it with the collective loss of potential due to flat “good for all” education structure. Loss seems to be monumental. It’s time that the fundamental structure of education need to be revived and should become increasingly skill oriented starting right from the elementary level. 

Fallacy of Neighborhood Planning

By- Anoop Jha

Isn’t it that urban planners, landscape architects and urban designers have heard “neighborhood planning” and stuffs like that so many times, so many literature and theories revolving around these concepts are floating  everywhere from college library to, store bookshelves, to free internet, to paid ebook, that one feels little repulsive about these concepts. These concepts and theories are quoted in every urban design, landscape and planning lecture and workshop, seminar, government development and area planning proposal and have been repeated so many times, so many standard templates for neighborhood street sections, hardscape details, footpath design, street furniture etc. are available that it no more sounds exciting that someone is planning or designing neighborhood.

It all began few decades ago when people started getting aware of their surrounding environment , became conscious of their rights of healthy urban living and better neighborhood as a citizen, then planners and designers came forward with a better neighborhood concepts, which has been explored for decades now. They need to come out of this hangover or inertia of decades old new urbanism, it’s time for a new refreshing burst of creativity, radically refreshing approach to define emerging livable cities, not just taking individual pockets of city which we call neighborhood and planning and designing them up to the side curb detail but it’s time to perceive a city in totality and not just dealing with individual pockets.

Its time of revolutionary urban thinking which is made possible due to emerging near impossible technologies, amazing breakthroughs either already achieved or likely to happen very soon, Its time when definition of work, living , Landuse,  commuting, communication all are merging together  with boundaries fading, in this dawn of new era how relevant are the decades old planning theories and design philosophies? It’s time to Pause, think and provide a new solution for future urbanism. 

New Urbanism is quite old

By- Anoop Jha

New Urbanism is the phenomenon of urban awareness and urban restructuring in the 1980s, originated in US and further replicated throughout the world. It was primarily based on holistic concepts of urbanism like Walkable neighborhoods, Landuse restructuring etc. etc.

It’s high time that architects, planners and urban designers should pause for a moment and question themselves that whatever work they are doing since quite some time, is it something new or is it just inertia of decades old “New Urbanism”? Is it “New Urbanism” which current urban era  demands or something else, something new, relevant and refreshing? Isn’t it that New urbanism is quite old a theory now, might be relevant only in few pockets of worlds? 

Urban Planning and Design has to reinvent itself from time to time. This whole idea of time span and speculating direction of urban growth is vague and misleading.  We should be little skeptical about guiding our future urban development plans based on quarter century old theories. 

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. 

Need for new strategic intervention to reduce transport accident and casualties

By – Anoop Jha

They need to understand the difference between luxury and necessity!!

Who do you think should feel responsible for those accidents in fog-ridden winter days, Is it fault of drivers, is the fog itself to blame, is it casual traffic monitoring and operation, is it lack of proper signage at critical road locations, is it implementation loophole or is it unequipped vehicle which makes it vulnerable as sitting duck in the low visibility of fog? Though each of these components are crucial in safe and efficient transportation there are some easy fix to curb the traffic accident which transport governing agencies either have failed to understand or have ignored them.  They have failed to understand the difference in the luxury and necessity.  They have also failed to understand the priority in transport planning and management. 

Intervention at production & supply level

Take for example a very small component of transport domain called “vehicle fog light”.  Most of us will agree that fog light of car can be a life saving component in winters, it can help avoid a majority of accidents which occurs on the roads across the India every year though majority of cars and other vehicle miss this vital component. If you think you are a smart guy just because you have already installed fog light in your car, you are wrong. You are not safe till every vehicle on road has this fog light installed, and there is no doubt if every vehicle on road would be equipped with fog-light it will drastically reduce the winter road accident rates. But question is though it sounds good to have fog light in every car on road how would you make that happen? Do you think a stringent rule or policy will help? May be stronger implementation or monitoring? A higher penalty may be? Though it might work in certain pockets, but it will certainly not work throughout the country. Commuters have and will always find a way to avoid these traffic rules no matter it’s for their own safety. They will wait every foggy year to pass thinking that its matter of few days and they will get fog light installed next winter unaware that these few days which they are purposefully ignoring can be vital for their survival and well being of others on road.

What about those lives lost on road due to lack of life saving devices and equipments which should be part and parcel of every car including lowest segment cars,  though it was absent at the time of accident which would have saved those precious lives otherwise, just because government and lobby of car manufacturers thought that these are luxury items and this choice should be left at the will of  end users who are either totally unaware of these vital life saving devices and equipments or they already  have other immediate financial priorities which makes is easy to forget the relevance of it.

Here, the definition of luxury and necessity is not clear. What government thinks as a luxury item like fog light and life saving car devices is actually necessity to curb the road accident and to save life.  If government will leave these vital choices at the consumer end or at the will of end user, they will certainly fail to implement it across the system or proposed region due to sheer number of users. Though it is much easier for government to control and implement policies at the manufacturer or service providers end, like car manufacturers and suppliers.  How can a government or transport regulatory body allow a single car without equipped with these life saving devices, extreme weather lighting like fog-light, emergency communication devices, first aid kits, etc. to enter into the country or market? 


All that a government or transport regulatory body has to do is to add a simple rule into the rule book of car and vehicle trade at manufacturer’s end that “No manufacturer will be allowed to launch any car or vehicle model of any segment in market without these life saving devices”. If these devices are mandatory part of the car package and capital cost consumer will definitely buy them but if left to their choice majority of them will definitely won’t care to install them. Some kind of acceptable pricing arrangements can always be done, but there should not be any compromise on quality of product which can prove vital for life.Old transport strategies need to be reviewed time to time as well as new and innovative strategies need to be formulated for sustainable urban transport and for a safer future.  

Geofencing : Emerging Management Trends in Urban and Regional planning

By- Anoop Jha

Exploring Virtual Technology for Physical Planning

Geofencing is a fascinating technology which virtually defines the domain of real world. They do not have to build a fortress to keep the physical domain of any scale and type safe like the old world, now it can be done with a virtual protective blanket. Domain can be anything from a home or yard or shop to an agricultural field, to a region.

Geofencing are satellite Global positioning system (GPS) based technology concept which demarcates the boundary of a given area and monitors any to and fro movement from and within this delineated boundary. Geofencing tracks dynamism within the static boundary and give alert to concerned authorities and individuals regarding any suspicious or unusual activity through different modes like alarm, sms etc. Geofencing can prove to be a very useful tool for security management, fleet tracking, dockyard operation, individual business owners, farmers, Construction sites, etc. and likely to be a regular feature of projects and properties in near future. 

Dilemma of Technology: Resistance to adoption of emerging Urban Infrastructure Technology

By- Anoop Jha

Choice between proven technologies of past & tempting future technology

Lifespan of any particular technology is so short that people tend to miss many steps of development. Take for example, cell phones - by the time people know that a new sophisticated technology has arrived in market and they make up their mind to go for it, they realize that a more advanced version of similar technology is waiting around the corner, which is going to make the present technology outdated very soon. This ever-changing flux of development makes it harder to make a choice. Though the pace of change varies across the sectors and scale of operation, but is an inevitable phenomenon of 21^st century. And its acceleratingly fast.

Can we match the pace of planning with the fast pace of technological changes? Can we afford replacing urban infrastructure at the pace we replace our cell phone or laptop? So when we plan an urban infrastructure today with age old technological components there is always a fear that very soon this infrastructure and technology is going to be obsolete, and some new method, technology, or component will be in market, and by that time it would be too late and expensive to replace the installed infrastructure, take example of any emerging technology which is going to take over old one like – Faster building Lifts, Gas insulated Switchgears, Online UV Treatment of Water, Vacuum based waste disposal, District Cooling, SCADA, Automated MLP, ever growing sophisticated Surveillance technology, etc.

The challenge for planners is to choose between the age old proven infrastructure technology and latest or upcoming advanced technology. The problem here is the additional cost of new technology as well as unproven lifespan and performance of technology during its lifespan.

Role of an Urban Planner in the light of technological advancement is to plan a flexible, scalable, and modular state of art sustainable infrastructure, which further allows a smooth transition to the next functional technology in course of time with the minimum intervention, effort, time and cost. 

Changing Scale of Innovation – from Architecture to Urban Planning

By- Anoop Jha

Next generation of Urban Planning inspired by Architecture Evolution

Evolution of Construction Technology and new construction Materials inspired the Architects in past to experiment with the form, scale and aesthetics of buildings, technology fueled the growth of architectural innovation and the broadened vista of modern architecture. Complex and sophisticated simulation tools and software, advanced construction equipments, advanced structural engineering and emergence of new stronger and flexible construction materials combined with creativity of Architects made this architectural revolution possible. Urban planning was of relatively much larger and complex nature, incorporating architecture as one of the element. For the long period of time technology was of little importance in urban planning except the transportation revolution of Mass Rapid transit systems and emergence of steel as high-rise construction material which shaped the development of urban planning to some extent.

Technology in recent past has made tremendous development like satellite images and advanced mapping technology, Geographical Information System (GIS), sophisticated analytical tools and software, new resource management techniques, modeling prediction tools, automation, integrated infrastructure systems etc. and it is growing exponentially, which is giving tremendous possibilities for urban planners to experiment in the field of urban habitation, buildings of near impossible height and scale, urban transit systems, environment, and core urban infrastructure, utilizing resources, use of previously untapped potential of region and inaccessible terrains, and planning in extreme climate. We can see the impact of state of art technology manifesting itself in the new planned cities, future urban development proposals, emerging revolutionary thoughts on next generation of cities. The kind of innovation which was only visible in architectural domain till recent past is now have become a regular feature of urban planning processes an proposals.  

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.  

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.

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. 

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.

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     

PPP based Solid Waste Management (SWM) Projects

By - Anoop Jha

By- Anoop Jha


COST COMPARISION  OF SOLID WASTE MANAGEMENT (SWM) PPP PROJECTS IN INDIA

(Cost in Rs. Cr.)

PPP for solid waste management 

Here are some cost comparison figures of Solid Waste Management (SWM) Projects in India based on Public Private Partnership (PPP). It appears that now focus of municipal bodies has started shifting towards waste to energy generation which would prove imperative for sustainable cities. Earlier dumping the waste at disposal sites or incineration were the only few possibilities for ever-growing city waste management, but emergence of new technology like plasma gasification and vitrification (PGV) is showing way forward for waste to energy generation possibilities in environmentally sustainable ways compared to other historically prevalent waste management options.

Source: www.pppindiadatabase.com