Solving the Age-old Dilemma!

Please visit my web page "Urban Tenets" at https://urbantenets.nl/

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World has to come to terms with the fact that the panacea to collective misery of missed car pool, missed bus, missed train, missed flight, missed attendance, missed opportunity, missed deadlines and lingering sense of alienation on a remote ground is to always stay connected (on demand) to your collective personal, professional and support ecosystem made of family, friends, peers, financial/medical/ legal/ spiritual advisor, mentor, payment gateway, connected home and so on, through plethora of choices and virtual communication modes like text, audio, video, augmented reality, holographic twin and soon through immersive metaverse.

While there is no substitute to being somewhere in person, still its quite an archaic mindset and primitive notion in this unparalleled technological age, realm and time of history, that if someone is unable be at a designated place in any part of world at a scheduled time for any reason all their opportunities should be systematically ceased and declare them offenders. Instead if world moves to an always connected mode in times to come it opens up a world of unimaginable possibilities!

Author: Anoop Jha

#iot #tech #technology #urbanplanning #city #town #smartcity #connectedhomes #ar #vr #metaverse #transport #transportplanning #mobility #history #future #alterego #hologram 

Success or failure of Urban Street Design is based on how you perceive it and what approach you follow!

Please visit my web page "Urban Tenets" at https://urbantenets.nl/

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-Conventional approach of designing of urban road/ urban street is based all around physical "Space provision" i.e. minimum/ optimum Right of Way (ROW) required for vehicle, bicycle and pedestrian earlier a) based on Guidelines b) now based on traffic demand modeling; through these approach one can solve functionality but it still cannot assure to cater to diverse needs of urban street users

-Conventional approach gives a lot of focus on physical safety, but ultimate objective is not just to provide everyone safe passage and commute but its equally important more than ever that road/street users should not feel anxiousness, intimidated and bullied everytime they are on road/ street.

-Streets must be perceived as a conduit which is supposed to carry entities with different built, needs, capabilities, moving at a different pace, for different purposes, with different levels of demands, expectations and engagement as well as varying degree of impact and vulnerability.

-It's all in the name, damage starts from the moment you start designing it as urban roads instead of urban streets- Roads are for Vehicles, Streets are for "People First"

#transportplanning #urbanplanning #road #street #designcode #transport

Notion of good and bad Urban Streets -

Please visit my web page "Urban Tenets" at https://urbantenets.nl/

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Notion of good and bad Urban Streets -sometimes it's mote than skill or fault of urban planners, urban designers, transport planners, road engineers and landscape architects! 

Broadly, there are only limited known ways a street can be designed from junction to junction, there are only finite ways street facade can be articulated and modelled. (Possibly 80% of street design work machine can do on its own, by running algorithm in near future) 

Then, what is the differentiator between a good and a bad urban Street design and quality of street experience? 

Some variables-

Outcome of Transport modelling

Quality of Development Control Regulations 

Compactness of neighborhood

Permissible adjacent Landuse 

Permissible Floor Area Ratio (FAR) 

Economic status of Neighborhood

Generosity of Landscape elements

Quality and thoughtfulness of Street furniture

Age of city neighborhood

Attractiveness of neighborhood

Locational context of street

Image and significance of city

You can see there more than 50% of variables from above list which are not in control of planners and designers; variables that influences and sometimes decides the ultimate outcome of urban street design exercise, and shapes the notion of street quality and experience. 

Author: Anoop Jha

 #transportplanning #urbanplanning #landscapearchitect #urbandesigner #urbandesign

 #design #transport #smartcity #municipality #municipalcorporation

As unsustainable as Print Command (Ctrl+P)!Universal blanket standardization of best practices to save our planet.

Please visit my web page "Urban Tenets" at https://urbantenets.nl/

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(Reshared; original post 2012)

Oh, another bunch of refined paper goes to waste-bin thanks to extremely complex and varied document printing processes across the varied software environment, across the government, corporate and educational institutions, across the world. Taking heavier and heavier toll on environment with every “Ctrl+P+Enter”, possibly every second rather micro-second in some corner of world.

It’s fairly easy for a planner specially an architect planner to acknowledge this fact of unsustainable printing practice and track down the reasons behind that due to their diversified nature of work, active participation in software environment and multiplicity of technological affinity. An average planner with architectural background is usually familiar with at least 10 to 15 software even excluding downstream subsidiaries of parent software programs, comfortable working with 7 to 10 software and currently must be using 3 to 7 software applications spread across desktop to online to cloud based environment; Some frequently used software tools ranging from drafting to data gathering and aggregation, to data analysis and interpretation, to collaboration, to mapping and image interpretation to presentation and simulation and so on, printing system ranging from tiniest of printers to the largest of plotters available. And he or she can easily recognize that one thing common in all these tools, systems and activities, is that nothing is common when it comes to Ctrl+P, i.e. print command i.e. printing process. Hence the huge environmental losses!

It’s not that you must have a global authority to control printing behavior across this technological landscape, its more about morality of tech-producers, corporate management as well responsibility and choices at user’s end. Still, it won’t be a bad idea to have some form of global printing governance and management through a nodal or distributed agencies across the globe just to identify, evolve and clinically establish the best probable practices in printing, standardizing and implementing the best printing practices and related programming practices through integration at software programming stage itself or to introduce plugins at regular intervals as tech-retrofit or to printducate (education of best practices about printing) while kids are still getting educated or even through organizational incentives if needed. Some examples of technological intervention even if you consider these at lighter note can be like default “Always draft mode otherwise specified” setting across the printer and plotter community and product lines across the world no matter small or large, something like having two big display/ push buttons one green and one stark red which will appear the moment you press the Ctrl+P (print command), green bottom (default draft mode) saying something like- “Thanks for choosing me because you are helping mother nature to thrive, btw do you really need to do even this?” and the red button (customizable for higher resolutions) saying “think twice before going ahead with higher-resolution, with this single click you might add little more burden to our mother nature, can’t you think of some other way to communicate to help save little more of ink cartridge and little more of paper?”

One interesting and probably right observation and recommendation is that we might need to revise the definition and perception of Draft Print Resolution. At present drat image or text resolution is kind of too much pixelated draft, and creates vast disparity in the outcome of high-resolution (even normal-resolution) and draft-resolution print, hence more and more people are opting for either high or normal resolution across the organizations, leaving draft unattended. We need to raise the print resolution of default draft resolution little higher than the present configuration so that people do not immediately make higher resolution print choices discarding the draft.  There is one dilemma here as well, a common educated person, environmentally conscious as he or she thinks of himself or herself, making more damage to environment than the average person with stubborn but consistent printing behavior.  Most of the environmentally conscious persons take draft mode printouts as a natural choice to protect the environment only to realize that printouts are too hazy, unclear, un-presentable to the client or audience and they end up taking same print again in normal or higher resolution format (shear wastage point No. 1, in the name of being environmentalist), they also tend to take higher size/ A3 content on an lower size/A4 paper in their deliberate (sometimes showing-off) effort to save paper/ environment, only to realize that the texts printed are almost unreadable or at least not presentable and hence they end up taking printouts again on larger size paper (shear wastage point No. 2, in the name of being pro-green or something), same story in case of slide Vs handouts as well. All of this wastage can be avoided just by keeping print command in universally default draft mode while making draft mode with little better resolution format so that people don’t always have to make choices between mostly discarded draft mode and frequently chosen normal or high resolution mode for print.

A random thought which also comes to mind is that may be the life cycle cost of providing every student and employee an upgradable device like ipad or tab or something for the regularized communication, discussion and presentation purpose within the premises or on the go might be much less than lifecycle cost of all the printing gimmicks that goes across the educational and organizational landscape (someone need to do the math), annual, monthly, quarterly, weekly and daily reports sometimes in hard copies, documentation and stacks of documents in so called database or reference library, presentation pamphlets, organizational profile handouts, educational assignments, submissions and so on and on; you know it better or better know it early! Similarly the lifecycle cost of buying and operating ipad or tab or something for reading news (which also has added customization advantage) might be much-much less than the lifecycle cost of buying newspaper for rest of your life. Just a thought though!!       

Need for printed information is not going to go anywhere anytime soon but we can always find out better ways to communicate and better print management at product design end as well as programming and user end, to save the paper and ink cartridge, just to contribute a bit for making this planet a better place!! 

There used to be character and stories associated with every city street in good old time!

Contemporary Déjà vu streets - the price of mechanization, optimization and efficiency. 

Though green, well groomed, with cool informative signage and everything in place, contemporary city streets lack something, possibly lack of identity, lack of character may be! Every street looks the same more or less, you see from streets of your housing society to the neighborhood to city arteries, apart from little exceptions of some filth some beautification. What has gone wrong with the planners, landscape architects and urban designers today. You should first visualize the impactful streets of historic cities and meandering streets of untouched villages and then have a look at today's super functional streets, speed corridors rather, these are impressive indeed with all its robustness, but these are not impactful, at all, not something leaving lasting impression on our mind, not something to be remembered, not something to be praised by our future generations. Functional but industrial. Templates of supposedly best practices. But we forget that best practices lose their significance the moment we start, duplicating, imposing and transposing them. some of the mass public housing are the best example of how best practices can go wrong. 

Is it that there is no incentive left today at all to plan or design a street with character, is it that cities, public administrations and private clients lack fund (a myth) or we are robbed of imagination, is it that there are some big loopholes and ambiguity in the planning and design guidelines giving planners and designers an excuse not to be creative, is it that we have become so much efficiency oriented that we forgot we are not machines, is it that land is so scarce (a myth again) that we cant afford to have luxury of building streets with a memorable character, is it that after reading all those wonderful street characteristics in school we finally resort to the super efficient mechanized street templates, has it something to do with our optimized geometric city grid and complex infrastructure requirements, is it our drafting software to blame which has almost replaced our dear drawing boards, is it that scope of creativity is increasing being confined to the pedestrian and bicycle streets only, is it that urban designers role has been limited to the extent mentioned in their design guide book which either don't exist or is too vague for the cities of developing countries or too standardized for developed country? You see those bizarre public sculptures and momentous in the streets at places, those are nothing but helpless reactions of creative urban souls who are not being able to create a place called street in the way it should be, due to much propagated and regularized contemporary templates of streets. 

Can we dare to show some creativity amidst this long list of incentives and loopholes for "not to be creative". Can we as a planner, urban designers and landscape experts show them our humane side keeping cities monetary limitations (A myth) aside for a while. Can we design a street with an innate quality of "place" where you would often want to spend your time or something which you would like to appreciate while you driving back home?

A Public Art you will appreciate!

Making Vibrant Public Spaces and Amenities 






 

At an Art and Craft Festival Near Delhi, India

As unsustainable as Print Command (Ctrl+P)!

Universal blanket standardization of best practices to save our planet

Oh, another bunch of refined paper goes to waste-bin thanks to extremely complex and varied document printing processes across the varied software environment, across the government, corporate and educational institutions, across the world. Taking heavier and heavier toll on environment with every “Ctrl+P+Enter”, possibly every second rather micro-second in some corner of world.

It’s fairly easy for a planner specially an architect planner to acknowledge this fact of unsustainable printing practice and track down the reasons behind that due to their diversified nature of work, active participation in software environment and multiplicity of technological affinity. An average planner with architectural background is usually familiar with at least 10 to 15 software even excluding downstream subsidiaries of parent software programs, comfortable working with 7 to 10 software and currently must be using 3 to 7 software applications spread across desktop to online to cloud based environment; Some frequently used software tools ranging from drafting to data gathering and aggregation, to data analysis and interpretation, to collaboration, to mapping and image interpretation to presentation and simulation and so on, printing system ranging from tiniest of printers to the largest of plotters available. And he or she can easily recognize that one thing common in all these tools, systems and activities, is that nothing is common when it comes to Ctrl+P, i.e. print command i.e. printing process. Hence the huge environmental losses!

It’s not that you must have a global authority to control printing behavior across this technological landscape, its more about morality of tech-producers, corporate management as well responsibility and choices at user’s end. Still, it won’t be a bad idea to have some form of global printing governance and management through a nodal or distributed agencies across the globe just to identify, evolve and clinically establish the best probable practices in printing, standardizing and implementing the best printing practices and related programming practices through integration at software programming stage itself or to introduce plugins at regular intervals as tech-retrofit or to printducate (education of best practices about printing) while kids are still getting educated or even through organizational incentives if needed. Some examples of technological intervention even if you consider these at lighter note can be like default “Always draft mode otherwise specified” setting across the printer and plotter community and product lines across the world no matter small or large, something like having two big display/ push buttons one green and one stark red which will appear the moment you press the Ctrl+P (print command), green bottom (default draft mode) saying something like- “Thanks for choosing me because you are helping mother nature to thrive, btw do you really need to do even this?” and the red button (customizable for higher resolutions) saying “think twice before going ahead with higher-resolution, with this single click you might add little more burden to our mother nature, can’t you think of some other way to communicate to help save little more of ink cartridge and little more of paper?”

One interesting and probably right observation and recommendation is that we might need to revise the definition and perception of Draft Print Resolution. At present drat image or text resolution is kind of too much pixelated draft, and creates vast disparity in the outcome of high-resolution (even normal-resolution) and draft-resolution print, hence more and more people are opting for either high or normal resolution across the organizations, leaving draft unattended. We need to raise the print resolution of default draft resolution little higher than the present configuration so that people do not immediately make higher resolution print choices discarding the draft.  There is one dilemma here as well, a common educated person, environmentally conscious as he or she thinks of himself or herself, making more damage to environment than the average person with stubborn but consistent printing behavior.  Most of the environmentally conscious persons take draft mode printouts as a natural choice to protect the environment only to realize that printouts are too hazy, unclear, un-presentable to the client or audience and they end up taking same print again in normal or higher resolution format (shear wastage point No. 1, in the name of being environmentalist), they also tend to take higher size/ A3 content on an lower size/A4 paper in their deliberate (sometimes showing-off) effort to save paper/ environment, only to realize that the texts printed are almost unreadable or at least not presentable and hence they end up taking printouts again on larger size paper (shear wastage point No. 2, in the name of being pro-green or something), same story in case of slide Vs handouts as well. All of this wastage can be avoided just by keeping print command in universally default draft mode while making draft mode with little better resolution format so that people don’t always have to make choices between mostly discarded draft mode and frequently chosen normal or high resolution mode for print.

A random thought which also comes to mind is that may be the life cycle cost of providing every student and employee an upgradable device like ipad or tab or something for the regularized communication, discussion and presentation purpose within the premises or on the go might be much less than lifecycle cost of all the printing gimmicks that goes across the educational and organizational landscape (someone need to do the math), annual, monthly, quarterly, weekly and daily reports sometimes in hard copies, documentation and stacks of documents in so called database or reference library, presentation pamphlets, organizational profile handouts, educational assignments, submissions and so on and on; you know it better or better know it early! Similarly the lifecycle cost of buying and operating ipad or tab or something for reading news (which also has added customization advantage) might be much-much less than the lifecycle cost of buying newspaper for rest of your life. Just a thought though!!       

Need for printed information is not going to go anywhere anytime soon but we can always find out better ways to communicate and better print management at product design end as well as programming and user end, to save the paper and ink cartridge, just to contribute a bit for making this planet a better place!! 

A wonderful destination: Gulf of Aqaba

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The Gulf of Aqaba is a large gulf located at the northern tip of the Red Sea, east of the Sinai Peninsula and west of the Arabian mainland. Its coastline is divided between four countries: Egypt, Israel, Jordan, and Saudi Arabia.

The Gulf of Aqaba is one of the most popular diving destinations in the world.

(Wikipedia)

 

Disposal on the go - For a cleaner city you deserve.

Disposal at the source of generation- Case of Travel generated waste!!

Environmentally responsible
waste management 

Some of us occasionally of habitually buy and carry a plastic pack of chips, a paper wrapped snack, a can of coke, a bottle of juice, a paper mug of coffee, fruits and so on in our car or other vehicles while traveling in city, and disposing those paper, plastic, metal or organic residues in a responsible ways becomes an issue. Depending on the Education level, economic exposure, existence of local transport and environment laws, pro activeness of implementation measures, people’s behavior vary in a cityscape across the region, across the cities of world. Even within a particular city people show different level of responsible behavior depending on economic profile of zone, surveillance and enforcement level.

In many cities of developing countries people tend to pollute the city roads and transit routes by dumping such food waste and byproducts from their vehicle irrespective of occupants education and economic level even in presence of such laws to prevent them, due to lack of willingness to keep their cities clean or lack of enforcement measures or absence of sensible waste disposal infrastructure. Garbage bins if provided are either so scarce in numbers, so inaccessibly located, are in utter unhygienic conditions, surrounded by mounds of open dumped waste, either overflowing of underutilized, that people even if they make up their mind to act in environmentally responsible ways they immediately lose their interest to do so.

In this particular kind of waste generation scenario which emerges on the go should have a “disposal mechanism on the go” itself. Garbage generated within vehicle should be disposed off from vehicle only at pre-identified locations, why to carry it everywhere you go, why to keep garbage in your car just because you couldn’t get the time for weeks to dispose it off on foot to some disposal bin located somewhere. Why not to stop them throwing garbage on road by providing them hygienic garbage bins approachable from within the car along the transit routes, at places where traffic is bound to be slow, somewhere near toll plaza ticket counter, somewhere near the parking entrance, in some of dedicated service lanes of the city etc. 

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

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. 

Walkability demands flexibility : new approach to neighborhood planning

By - Anoop Jha

Number of available choices defines quality of urban environment and experience

Walking and jogging  trail

Image shows actual walking trail around a lagoon in some part of Santa Barbara, with different route options for people to choose from, one shorter complete loop around waterbody and other longer route which also includes dotted segment. Close view  of lagoon is an incentive to walk extra length of dotted route otherwise people can take shorter route if they are in hurry or tiered. There has be different available exit choices for people, to make any pedestrian or walkable plan successful whether its planning of park or commercial complex or mega exhibition pavilion.

[Handpicked Books]

Why city forms are like the way they are?

By - Anoop Jha

Inspecting reasons of changing development patterns from core city to contemporary development.

Morphological Differences in old & new development

While issue of changing city morphology across time is being discussed its imperative to ask what difference does a time span induces which alters the physiology and psychology of urban development?

After analyzing several old and new city developments patterns, some catalysts which emerge as possible reasons of change since Old Town to New City Era can be as follows - 

Rise of Multi-nuclei development

Multiple developer entities

Multiple governing agencies

Rapid mass housing requirement

Stringent Fire Norms

Increased Building Height

New construction materials & technologies

Changed mode of private & public transportation

Landuse classification restructuring


[Handpicked Books]

Utility distribution requirement

Landscape requirements and norms

New active climate control tools for buildings

Easy exposure to international benchmarks

Increased requirements of privacy

Changed Living style and  social interaction  pattern

New trend of concept based development

Targeted development to please stakeholders

Breaking the monotony of planning

By - Anoop jha

Interesting twist to parking plan

Parking Grid

Parking lot circulation showing innovative approach of planning grid which serves two purpose

1)It gives a holistic touch to industrial style rigid  parking grid with main organic collector route

2)It puts a desirable physical limitation on speed of car in parking area due to its curvature and alignment

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. 

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.