Oh, those few awkward moments in an elevator!!

By – Anoop Jha

Built architecture also demands user interaction, engagement, privacy.

Need for user engagement 

You must have frequently faced those few awkward moments while running up and down in an elevator in a multistory office or apartment building which makes a hundred meter vertical race of few seconds look like never-ending marathon. There are innumerous possible scenarios which make you feel awkward and uncomfortable in an elevator, like standing next to your boss in an elevator after missing a crucial deadline today, close encounter with some colleague whom you don’t appreciate much because of many reasons, travelling with someone you just had argument with on some issue, thought of someone monitoring your every move through elevator camera making you conscious of your dress, your gesture and your conversation, if that’s not enough, what about a familiar security guard in the elevator who keeps track of your movement inside out of building and gaze you with vigilant eyes every time you ride the elevator, may be a crowded silence of office elevator can scare you a little in rush-hour of the day if you are a claustrophobic fellow or may be a vacant apartment elevator with flickering tube light and grungy noise of faulty machine at late hours of night reminding of the horror movie you saw last Friday  with your friends would possibly scare you to death if you are little weak at heart.







Those old school theories of elevator speech and elevator story preached by every business mentor also doesn’t seem to take away that awkwardness of elevator ride because such conversations seems so fake and plastic, because everyone knows the trick of trade now and hidden intention of those momentary utilitarian ice breaker speeches and it also becomes annoying for those uninterested or unintended fellows around. 

A user environment demands useful interactions, purposeful engagement and privacy of spatial and virtual domain in addition to convenience and safety. Musical intervention, audio visual inputs in architectural or urban environment, interactive surfaces, sculptures and landscape elements are some of the tools to provide such user experience and we need to explore more in this direction. It’s high time that architects, user interface designers, mechanical engineers, sound and light engineers, psychologists,  behavioral experts and other interested  individuals and groups should come and work together to provide a complete architectural experience to user whether inside elevator or across the span of architectural features spaces.

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.   

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. 

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.    

Conference cum Exhibition on Sustainable Mobility -2011

4th ANNUAL URBAN MOBILITY CONFERENCE CUM EXHIBITION-2011 AND SIXTH REGIONAL ENVIRONMENTALLY SUSTAINABLE TRANSPORT (EST) FORUM IN ASI

Programme

Conference cum Exhibition on Sustainable Mobility

Organized by

Ministry of Urban Development

Government of India

Insititute of Urban Transport (IUT)           

United Nations Centre for Regional Development (UNCRD)              

World Health Organization (WHO)

Ministry of the Environment,

Government of Japan

VENUE: The Manekshaw Centre, Dhaula Kuan, New Delhi-110070, India

3rd to 6th December 2011

New Delhi

PROVISIONAL CONFERENCE PROGRAMME

Conference Chair: Prof. Saugata Roy, Hon’ble Minister of State (Urban Development), Government of India

Source: iutindia.org

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.

Intercity travel congestion - Need for a new regional planning approach

By - Anoop Jha

Too much focus on urban planning and too little regional planning

Intercity Transport

Regional Development Plans in terms of intercity mobility plan are long term planning process which are primarily Policy level decisions and most of the time such projects remain stagnant at strategic level. Very few of these projects gets implemented in time while situation keep becoming increasingly critical, for example- intercity traffic congestion.

Most of the proposed projects are capital intensive and hence undergo long review process and witness relatively less thrust from political arena, while other mounting  large numbers of smaller projects at urban level demands immediate attention at the same time and witness  more political willingness, due to relatively shorter implementation period and medium to small  investment in comparison to regional development project, particularly in Transport sector. 

At national and regional scale government has so many pressing priorities in terms of public welfare and social infrastructure like, health, education, water and sanitation etc. that they tend to push  back some elements of physical infrastructure projects like upgradation, widening of existing intercity roads, crucial regional transport junctions, new bypasses, and expressways link roads.  In regional transport plan another reason of choked intercity transport corridors and delayed project implementation is that regional plan are placed lower in terms of prioritized projects, because their immediate priorities are close to core of the city and as we go further from center of the city nature of project starts changing from urban to regional, and projects in regional category are part of later phases of the projects and mostly strategic in nature with some physical planning proposals. 

Need is to identify and prepare  exhaustive list of planning indexes like, demography, revenue, technology,  covering large spectrum of subjects and society, and based on those index a blanket matrix should be created to arrive at more realistic priority list of project.

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. 

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     

Urban Infrastructure : Investment Vs Operations and Maintenance (O&M)

Investment Vs O&M

Urban Infrastructure Cost

Per Capita Investment Cost by Sector

(Rs at 2009-10 prices)

Source:  Report on Indian  Urban Infrastructure and Services 

Per Capita Operations and Maintenance Cost (annual) by Sector

Source:  Report on Indian  Urban Infrastructure and Services 

Urban Infrastructure Investment Requirement (2012-31)

(Rs crore)

                            

Source:  Report on Indian  Urban Infrastructure and Services 

Operations and Maintenance Expenditure by Sector (2012-31)

Source:  Report on Indian  Urban Infrastructure and Services 

Pattern of per Capita investment in different urban infrastructure sectors and O&M cost are somewhat different from each other, while Urban Roads demands more capital investment , Water Supply, Sewage, SWM, Urban Road & Transport require more O&M investment. 

"Water utilities in India are typically able to recover only 30-35 per cent of the operations and maintenance (O&M) cost.Even with current levels of highly inadequate service, solid waste management accounts for 25-50 per cent of a ULB’s expenditure (World Bank 2006), but cities recover less than 50 per cent of the O&M cost, according to a study by the Ministry of Urban Development, Government of India. ULBs will be required to invest 54 per cent on capital investment and close to 25 per cent on the O&M of physical assets by 2021-22. In practice, user charges cover less than 50 per cent of the O&M cost of basic infrastructure services in India, on an average"

Source:  Report on Indian  Urban Infrastructure and Services 

Urban Infrastructure Investment Requirement in India : 2012-31

Urban Infrastructure Investment Requirement: 2012-31 (Rs crore).

Total Expenditure        3918670

 Urban Roads              1728941 

 Urban Transport         449426 

 Renewal and Redevelopment including Slums 408955 

 Water Supply             320908 

 Sewerage                   242688 

 Storm Water Drains   191031

 Capacity Building       101759

 Traffic Support Infrastructure    97985

 Solid Waste Management         48582

 Street Lighting            18580

 Other Sectors             309815

"Almost 44 percent of urban infrastructure investment over the 20-year period  is accounted for urban roads. The backlog for this sector is very large, ranging from 50 per cent to 80 per cent across the cities of India.  Sectors delivering urban services such as water supply, sewerage, solid waste management, and storm water drains account for  about 20 per cent"

Source:  Report on Indian  Urban Infrastructure and Services 2009-2010

Infrastructure priority Matrix of India

By - Anoop Kumar Jha

State-wise infrastructure priorities in India-

Daily space curve of a common Urban Man

post by : Anoop Jha

An average working person in a metropolitan city goes through a funnel of fluctuating space experience following a somewhat definite pattern on an average working day – from home to public transport to office to public transport again and back to home. Let’s call it “Daily Space Curve”. It’s a space footprint available to a person on an average working day, distributed across a day and across the standard route followed to complete the day activities.

Individual Space Curve

Daily Space Curve can prove to be one of the comparative scales while studying and comparing the standard of living or livability of different cities. Larger the space footprint available to a citizen more livable and desirable would be the city.

[Handpicked Books]

Pressed Necessity - Invasion of natural desire for a respectable “Social Space”

Urban public transport provides a faster way to commute, but it comes at a cost of something which cannot be compensated with saved time or money i.e. “Social Space”, but most people often seem to ignore the fact or somehow they have accepted to pay this cost. Every human being either individual or collective, have a natural desire to create and maintain their sphere of private space in a social setting which is like a virtual bubble around them, primarily for their inherent security instinct, let’s call this bubble “Social Space”. Social space tends to grow in size as the size of group increases, from individual to crowd.

Social Space Bubble

While in public places an individual subconsciously try to defend their social space trying to maintain a respectable distance from people surrounding them. But in crowded public places mostly in intra-city commuting through overcrowded MRTS, BRTS, Buses, Local Trains etc. people invade into each other’s social space bubble due to increasingly limited space that different modes of transport offers due to ever growing population, irrespective of their like or dislike. 


[Handpicked Books]



Bigger the city more acute is this phenomenon. More the people are packed closely more uneasiness they feel. There seem to be no other choice for the common citizens.

Pressed Necessity of Public Transport

Social Space : Desired Vs Available

It appears that most of the public transport in any city caters to the population much higher than their design capacity, at least higher than the footfall or ridership taken into consideration while designing the system, because if we assume the ridership figure of any functional public transport vehicle at present as a designed capacity of that vehicle and divide it with the usable space available inside the vehicle, the figure of ^“Area available for an individual inside a public vehicle (Metro coach / bus)”  hence achieved  would be far less than what it has been designed or planned for, or what we call “standard area requirement per person per vehicle / coach. It’s a pressed Necessity of the time, but there is an urgent need to find a better solution to respect the personal space of people in an urban setting.

See related articles by - Anoop Jha


http://planningurbanoregional.blogspot.com/2011/10/daily-space-curve-of-common-urban-man.html.