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a case of Shimla, Himanchal Pradesh
No full textShimla is one of the 80 hill stations which were established in preferred locations during British rule in India. It was the summer capital of pre-independent India, planned and developed for a maximum population of 25,000 in a picturesque hill setting. The hill town now has 1.69 lakh inhabitants and a floating population of over 75,000 people. The rising number of tourists observed in the last two decades has impacted Shimla town, which till just three years ago faced an acute drinking water crisis in summer, has been ranked as the most liveable among 62 cities with a population under a million in the 2020 Ease of Living Index (EoLI). 90% of building constructions in the city are over a 60-degree slope which is against norms and standards making Shimla the most vulnerable city in Himachal Pradesh. Shimla is one of the 80 hill stations which were established in preferred locations during British rule in India. It was the summer capital of pre-independent India, planned and developed for a maximum population of 25,000 in a picturesque hill setting. The hill town now has 1.69 lakh inhabitants and a floating population of over 75,000 people. The rising number of tourists observed in the last two decades has impacted Shimla town, which till just three years ago faced an acute drinking water crisis in summer, has been ranked as the most liveable among 62 cities with a population under a million in the 2020 Ease of Living Index (EoLI). 90% of building constructions in the city are over a 60-degree slope which is against norms and standards making Shimla the most vulnerable city in Himachal Pradesh. The study aims to comprehensively understand the impact of tourism on the Quality of Life of residents of Shimla City, in the last two decades. In order to do that, it utilizes a combination of indicators from three different indices to assess the impact on residents, focusing on the Shimla Municipal Corporation (SMC) area, which is considered the city area of Shimla. The study adopts a multi-dimensional approach to evaluate the difference in impact on the Quality of Life of residents residing near and far from tourist spots, taking into consideration various aspects. Data from the primary household survey and secondary sources, such as government reports, statistical databases, and research papers, are collected and analysed to generate insights for Difference-in-impact analysis. Based on that analysis, it is observed that the residents near the tourist spots have more deterioration rate in their Quality of Life than residents residing far from tourist spots in Shimla city. Major problems affecting residents’ Quality of Life of residents are lack of parking spaces, traffic congestion, soil erosion, increase in landslides frequency and sinking zones, rise in youths’ drug addiction, air pollution, water pollution, light pollution, noise pollution, etc. but at the same time tourist places turn out to be the major happy places for residents resulting in enhancement of their Quality of Life. The study tries to achieve an understanding of how tourists impact the area’s resident life over the years with which all sectors have a maximum impact due to the growth of the tourism sector. The study's findings can be used to make plans and informed decisions to balance the relationship between the tourism sector and the Quality of life of Shimla city residentsIn order to do that, it utilizes a combination of indicators from three different indices to assess the impact on residents, focusing on the Shimla Municipal Corporation (SMC) area, which is considered the city area of Shimla. The study adopts a multi-dimensional approach to evaluate the difference in impact on the Quality of Life of residents residing near and far from tourist spots, taking into consideration various aspects. Data from the primary household survey and secondary sources, such as government reports, statistical databases, and research papers, are collected and analysed to generate insights for Difference-in-impact analysis. Based on that analysis, it is observed that the residents near the tourist spots have more deterioration rate in their Quality of Life than residents residing far from tourist spots in Shimla city. Major problems affecting residents’ Quality of Life of residents are lack of parking spaces, traffic congestion, soil erosion, increase in landslides frequency and sinking zones, rise in youths’ drug addiction, air pollution, water pollution, light pollution, noise pollution, etc. but at the same time tourist places turn out to be the major happy places for residents resulting in enhancement of their Quality of Life. The study tries to achieve an understanding of how tourists impact the area’s resident life over the years with which all sectors have a maximum impact due to the growth of the tourism sector. The study's findings can be used to make plans and informed decisions to balance the relationship between the tourism sector and the Quality of life of Shimla city residents Shimla is one of the 80 hill stations which were established in preferred locations during British rule in India. It was the summer capital of pre-independent India, planned and developed for a maximum population of 25,000 in a picturesque hill setting. The hill town now has 1.69 lakh inhabitants and a floating population of over 75,000 people. The rising number of tourists observed in the last two decades has impacted Shimla town, which till just three years ago faced an acute drinking water crisis in summer, has been ranked as the most liveable among 62 cities with a population under a million in the 2020 Ease of Living Index (EoLI). 90% of building constructions in the city are over a 60-degree slope which is against norms and standards making Shimla the most vulnerable city in Himachal Pradesh. The study aims to comprehensively understand the impact of tourism on the Quality of Life of residents of Shimla City, in the last two decades. In order to do that, it utilizes a combination of indicators from three different indices to assess the impact on residents, focusing on the Shimla Municipal Corporation (SMC) area, which is considered the city area of Shimla. The study adopts a multi-dimensional approach to evaluate the difference in impact on the Quality of Life of residents residing near and far from tourist spots, taking into consideration various aspects. Data from the primary household survey and secondary sources, such as government reports, statistical databases, and research papers, are collected and analysed to generate insights for Difference-in-impact analysis. Based on that analysis, it is observed that the residents near the tourist spots have more deterioration rate in their Quality of Life than residents residing far from tourist spots in Shimla city. Major problems affecting residents’ Quality of Life of residents are lack of parking spaces, traffic congestion, soil erosion, increase in landslides frequency and sinking zones, rise in youths’ drug addiction, air pollution, water pollution, light pollution, noise pollution, etc. but at the same time tourist places turn out to be the major happy places for residents resulting in enhancement of their Quality of Life. The study tries to achieve an understanding of how tourists impact the area’s resident life over the years with which all sectors have a maximum impact due to the growth of the tourism sector. The study's findings can be used to make plans and informed decisions to balance the relationship between the tourism sector and the Quality of life of Shimla city resident
a case of Nainital Bhimtal planning area
No full textHilly areas are environmentally sensitive and constantly face urbanized development. The boost of tertiary economic activities in these areas has led to overcrowding and created increased pressure on already sensitive land. This has overall regional implications, which are usually neglected. Land use planning in these areas, including urbanization, vulnerability to disasters, and increased economic pressure from tertiary economic activities, would be assessed at a regional scale. Nainital as a city is already highly populated along with the floating population, which negatively impacts the city's carrying capacity. So, the aim is to “Assess the
environmental stress due to urbanisation”. The scientific evaluation of land carrying capacity is a regional coordination and development prerequisite. To determine the weight, a multi-objective comprehensive evaluation model and Analytic Hierarchy Process (AHP) will be used to assess the carrying capacity of Nainital as a region. For balanced spatial development, carrying capacity analyses of many aspects, particularly infrastructural components, can be improved to meet expanding demand. In addition, finding economic sustainability is essential for the welfare of society and the leading economic players
स्कूल ऑफ प्लानिंग एंड आर्किटेक्चर भोपाल के 18 छात्रो ले दल ने सिहोर नगर के ऐतहासिक स्थलों का किया सर्वे
No full textNewspaper Clipping File 02-03-202
users and non users perspective
No full textPune, Maharashtra, and Chennai, Tamil Nadu China, are cities in India with large population density and many private vehicles. These factors have led to traffic congestion, an increase in transport emissions, and deterioration of the environment. This study examines the asymmetric relationship between cycle users’ and non-users’ cycling environment elements and cycle users’ satisfaction to reduce traffic congestion and transport emissions. On the basis of survey data collected from private bicycle users and non-users and public bicycle sharing users and non-users in Chennai and Pune in February 2023, an improvement strategy for the cycling environment was developed. This study indicates that maintenance of bike infrastructure in Pune and Chennai has the greatest influence on overall satisfaction. In both cities, the cycling environment is different in the core area and periphery areas. Core areas lacking in dedicated space for cyclists combined with traffic congestion and narrow roads while periphery areas suffer from poor maintenance of infrastructure and lack of enforcement. In the case of public bicycle sharing findings suggest a lack of awareness of the usage of the system, no proper maintenance, and a lack of accessibility to docking stations. However, the periphery area should concentrate on improving the coverage of docking stations and bringing in enforcement to ensure that the bike lane remains a dedicated space for cyclists. The core area should focus on cycling ease and reliability of roads to provide a comfortable cycling environment. These are the key factors in enhancing the satisfaction of the users. The combination of Impact Asymmetry Analysis and the Random Forest Rank Method makes it possible to differentiate that the lack of enforcement and maintenance of cycle lanes is a priority for cycle users in Pune, while accessibility to cycling infrastructure is a priority for non-users and accessibility to cycling infrastructure is a priority for cycle users and non-users in Chennai. This user-oriented evaluation is a useful instrument that directs the establishment of precise measures, the operation of services, future design, and planning aimed at increasing cycle users
Challenges in implementation of TOD policies in India
No full textTo encourage NMT and pedestrian trips, India's National TOD Policy was introduced in 2017 with the goal of providing a framework for high density and mixed land use development around or along transit nodes and transit corridors. Yet, numerous Indian cities, including Nagpur, Ahmedabad, etc. had their own TOD policies long before the National TOD policy was implemented, and after the National TOD policy, different States and cities created their own TOD policies based on their needs and local development standards and rules. It is very difficult to implement TOD because it needs a lot of infrastructure, money, and stakeholder integration. As a result, it is crucial to identify the many difficulties that may arise during implementation, concentrate on these problems, and resolve them so that TOD can be implemented in India in a better way. According to research findings, some of the biggest obstacles to TOD development include: the displacement of people from lower socioeconomic groups to other locations because of TOD; the difficulty in coordinating with different stakeholders; the difficulty in developing near transit stations and offering properties at reasonable prices due to higher FAR rates; and the portrayal of TOD as a commercial development. In the case of brown field retrofitting new infrastructure in the central business districts of cities is a challenging endeavour, as is land acquisition and luring customers to new developments in developed nations. The methodology of initial research starts with defining the aim, objectives, scope and limitations of the study followed by literature study of various research papers, articles about TOD and study of TOD policies of various states and cities and their comparison based on various parameters, analysis of the literature studies and methodology adopted in framing the policies, identifying issues and challenges from the literature studies, segregating challenges based on infrastructural requirements, analysing the challenges and suggesting modifications in the identified challenges on priority basis of short term, long term, urgent attention etc. in order to provide a framework for TOD policies so that recently announced TOD policies and such future polices can refer it for their implementation and avoid such challenges while drafting TOD policies so that TOD policies can be successfully implemented in India, followed by conclusion and summary of the research
Growth dynamics of rapid urbanisation and potential growth nodes in peri urban areas of Surat city
No full textIndia is witnessing a rapid urbanisation rate as it increased from 25.72% to 31.1% from 1991 to 2011. (GoI, 2011) The growth rate of statutory towns (53.70%) and census towns (185.90%) in the past decade (2001 – 2011) highly indicates the inmigration of people towards urban areas. (Bhagat R. B., 2011) India, China, and Nigeria are predicted to account for 35% of the global urban population between 2018 and 2050, according to the UN report World Urbanisation Prospects 2018. India is expected to see an increase of 416 million urban residents. With every passing year and noticeable changes can be seen in the developing urban areas in terms of sprawl and character and at the same time, these peri-urban areas are the most vulnerable and under constant pressure for rapid change and urbanisation and bringing up many challenges in managing and controlling their expansion. (Tiwari, 2019) Surat, situated in the state of Gujarat, holds the distinction of being the secondlargest city in the state, following Ahmedabad. With regards to population, it ranks as the eighth-largest city in India and stands as the ninth-largest urban agglomeration in the country. (GoI, 2011) Surat is the fastest-growing city in Gujarat. (Economic Times 2018) In this rapid urbanisation; Peri-urban areas of Surat city can play a vital role but these areas face challenges like managing and controlling urban sprawl, haphazard development, scattered real estate projects, unplanned settlements along transport corridors, increase in resource pricing, reduction of agricultural land, rural-urban disparities, increase the load on existing infrastructure, less recreational spaces, the gap in planning & implementation, etc. Considering the rate of development and increasing demand for limited natural resources in peri-urban areas of Surat city, there is a need for planning interventions/strategies to control haphazard development in peri-urban areas to reduce the pressure on the main city. The research focuses on the growth pattern, development trends, spatio-temporal changes, and growth direction over the past two decades. The study analysed growth dynamics and major drivers that lead to rapid urbanization in the peri-urban areas of Surat city. The study predicted urban sprawl, identified potential growth nodes for 2041 and give comprehensive planning interventions/strategies to control haphazard development in peri-urban areas
Role of the music festival thyagaraja aradhana in shaping the town of Thiruvaiyaru Tamil Nadu
No full textThe identity of a place is shaped by a sound balance between dynamic and static components, people and urban activities, which are essentially interrelated – imparting distinctiveness to the place. Music and landscapes in India seem to be interwoven with each other. There are numerous classical music festivals held throughout India, of which, a few hold great significance – given the set of traditions put forth by them, their historic character, engagement with people and relationship with the spaces associated – enhancing the quality of the classical art and encouraging participation from both within and outside the musical fraternity. ‘Thyagaraja Aradhana’ in Thiruvaiyaru is one such example, set on the banks of river Kaveri. ‘Thyagaraja Aradhana’ is celebrated every year on the death anniversary of Saint Sri Thyagaraja at his samadhi at Thiruvaiyaru in Tamil Nadu. A vaggeyakara1 of highest stature, Sri Thyagaraja was integral and influential in the development of India's classical music tradition. This music festival is undoubtedly the most important and highly revered in the community of Carnatic Classical Music. The thesis is focussed on studying the town of Thiruvaiyaru and understanding the role of ‘Thyagaraja Aradhana’ in shaping the town. Documentation of the music festival is an aspect of the study. The reciprocal relationship between the town and the music festival is explored through various analyses. The significance of ‘Thiruvaiyaru Thyagaraja Aradhana’ is established thereby
Study of speeds in relation to the geometric design of roundabouts
No full text“Since the beginning of the Twentieth century, roundabouts have been applied with more frequency” (Slavko Davidovic ́, 2020). The roundabout was created to lessen the traffic by following the give-way rule, which prevents circular crossings from blocking by withholding vehicle entry until there are enough breaks in the flow of traffic. The performance assessment of the roundabout is based on a few parameters such as capacity, degree of saturation, speed, delay, and geometry. Analysing the available literature revealed that previous studies emphasise speed as one of the most important parameters in roundabout geometrical shaping, also it was proved that the geometry of a roundabout impacts speed. As we know “Speed is a parameter of traffic flow (functionality and quality of roundabout) accordingly Speed is impacting the performance of the roundabout” (Slavko Davidovic ́, 2020). The change in geometry and speed led to a great change in its performance. As per IRC code, “Roundabouts operate at speeds lower than that of the network preceding and succeeding it as it requires to give way behaviour and gap acceptance” (IRC:65, 2017). Generally, vehicles are expected not to run more than 30 and 40 km/h around urban and Rural roundabouts respectively. This Study intends to study the speeds at roundabouts of different radii to understand the performance of a roundabout with the speeds collected at approach entry, circulating space, and exit of the roundabout using the spot speed method to explore where exactly on roundabout vehicles will slow down and these radius change will influence Speed. The outcome will be the relation between speed and geometry, as the geometry impacts the speed and maximum, and minimum speeds practised at the roundabout. Further, it studies the possible methods to maintain the speeds at roundabouts
case of Visakhapatnam
No full textClimate change has become a primary concern in recent years and gained a lot of attention worldwide. The Green House Gases (GHGs) are responsible for climate change, among which particularly CO2 has had a significant effect on the environment. Among all the sectors which are contributing to the global CO2 emissions, the transport sector accounts to 22% as of 2022. In order to achieve a cleaner transportation sector, a shift towards cleaner fuels and technology is necessary which encourages a paradigm shift towards electric mobility. In India, there is approximately around 2-3% of EV penetration had happened till 2022 which highlights the fact that there are issues pertaining to adaptability of EVs. The passenger vehicles (including 2W and 4W) account to approximately 40% of the global CO2 emissions by all transport modes. Hence, the study only focuses on the 2W and 4W passenger vehicles. The research objective is to identify and promote the variables concerning the adaptability of electric vehicles. To achieve this objective, the factors concerning the adaptability have been identified from the literature and are divided into four heads namely Technological characteristics, Socio-economic characteristics, Travel Pattern and User challenges. Then, the EV user survey and operator survey have been performed for the identified study area to assess the impact of these factors. The EV user survey follows a random sampling technique as the penetration levels are low. Operator survey have been carried out to know the strategies for placement of public charging stations and the charging fare details. The study area selected for this research is Visakhapatnam as it is the pilot city for the implementation of all the initiatives under the Andhra Pradesh state EV policy. All the stakeholders of electric mobility have been identified and mapped starting from local level to national level. From the primary survey, it has been identified that 56% of the EV users who have access to workplace charging facilities have never used public charging facilities. Also, 65% of the EV users had to take additional route to access the public charging facilities which implies the absence of spatial distribution of public charging facilities. Spatial analysis using GIS tool has been carried out to check the credibility of the data related to existing infrastructure location The findings of the research suggest the three main issues which are hindering the adaptability are the absence of workplace charging, uneven distribution of charging facilities spatially and absence of common platform to access the charging facilities. The strategies to minimize the gaps include preparation of charging infrastructure plan at city level which acts as a guiding document for the implementation of Faster Adoption and Manufacturing of Electric Vehicles – II (FAME-II) charging infrastructure, amending building bye laws in order to mandate the workplace charging, and creation of an integrated platform to access the charging infrastructure. The study will further help in modifying the existing electric mobility framework and assign new tasks to the stakeholders duly specifying the role in addressing the identified issues