Town Planning Questionnaire

Q1. Define the concept of New Urbanism (its need, Cause & Importance) and
itsprinciples.

SUBMITTED BY: AYUSHI KHEMKA

PRATEEKSHA MINTRI
NEW URBANISM

CONCEPT:
Promotes the formation and restoration of varied, walkable, compact, lively, mixed-use communities composed of
the same constituents as typical development, but assembled in a more cohesive approach, in the form of
complete communities. These contain housing, work places, shops, entertainment, schools, parks, and public
facilities needed to the daily lives of the occupants, all within easy walking distance of each other. New Urbanism
encourages the increased use of trains and light rail, instead of more highways and roads. Urban living is quickly
becoming the new current and modern way to live for people of all ages. Presently, there are over 4,000 New
Urbanist projects designed or under construction in the United States alone, half of which are in famous urban
centers.

NEED:
For the reinstallation of remaining urban centers and towns within clear metropolitan regions, the reconfiguration of
expansive outskirts into communities of real neighborhoods and diverse districts, the conservation of natural
environments, and the conservation of our built legacy. The reformation of public policy and development performs
to support the following principles: neighborhoods should be varied in use and population; communities should be
designed for the pedestrian and public and private transportation; cities and towns should be formed by physically
defined and universally available public spaces and community institutions; urban places should be enclosed by
architecture and landscape design that rejoice local history, climate, ecology, and building practice. For the
complete regaining of homes, blocks, streets, parks, neighborhoods, districts, towns, cities, regions, and
environment.1

IMPORTANCE:
It is the most significant planning movement this century, and is about building a better future for us all. It is an
international movement to restructure the design of the built environment, and is about growing our quality of life
and standard of living by making better places to live. New Urbanism is the recovery of our lost art of place-
making, and is basically a re-ordering of the built environment into the form of complete cities, towns, villages, and
neighborhoods - the way communities have been built for centuries around the world. New Urbanism includes
fixing and infilling cities, as well as the formation of compact new towns and villages.

THE PRINCIPLES OF NEW URBANISM:

The principles of New Urbanism can be applied increasingly to projects at the full range of scales from a single
building to an entire community.

1. Walkability
-Most things within a 10-minute walk of home and work
-Pedestrian friendly street design (buildings close to street; porches, windows & doors; tree-lined streets; on street
parking; hidden parking lots; garages in rear lane; narrow, slow speed streets)
-Pedestrian streets free of cars in special cases

2. Connectivity
-Interconnected street grid network disperses traffic & eases walking
-A hierarchy of narrow streets, boulevards, and alleys
-High quality pedestrian network and public realm makes walking pleasurable

1
https://www.cnu.org/sites/default/files/charter_english.pdf
3. Mixed-Use & Diversity
-A mix of shops, offices, apartments, and homes on site. Mixed-use within neighborhoods, within blocks, and
within buildings
-Diversity of people - of ages, income levels, cultures, and races
4. Mixed Housing
A range of types, sizes and prices in closer proximity

5. Quality Architecture & Urban Design

Emphasis on beauty, aesthetics, human comfort, and creating a sense of place; Special placement of civic uses
and sites within community. Human scale architecture & beautiful surroundings nourish the human spirit

6. Traditional Neighborhood Structure

-Discernable center and edge
-Public space at center
-Importance of quality public realm; public open space designed as civic art
-Contains a range of uses and densities within 10-minute walk
-Transect planning: Highest densities at town center; progressively less dense towards the edge. The transect is
an analytical system that conceptualizes mutually reinforcing elements, creating a series of specific natural
habitats and/or urban lifestyle settings. The Transect integrates environmental methodology for habitat
assessment with zoning methodology for community design. The professional boundary between the natural and
man-made disappears, enabling environmentalists to assess the design of the human habitat and the urbanists to
support the viability of nature. This urban-to-rural transect hierarchy has appropriate building and street types for
each area along the continuum.

7. Increased Density
-More buildings, residences, shops, and services closer together for ease of walking, to enable a more efficient
use of services and resources, and to create a more convenient, enjoyable place to live.
-New Urbanism design principles are applied at the full range of densities from small towns, to large cities

8. Smart Transportation
-A network of high-quality trains connecting cities, towns, and neighborhoods together
-Pedestrian-friendly design that encourages a greater use of bicycles, rollerblades, scooters, and walking as daily
transportation

9. Sustainability
-Minimal environmental impact of development and its operations
-Eco-friendly technologies, respect for ecology and value of natural systems
-Energy efficiency
-Less use of finite fuels
-More local production
-More walking, less driving

10. Quality of Life

Taken together these add up to a high quality of life well worth living, and create places that enrich, uplift, and
inspire the human spirit.2

2
http://www.newurbanism.org/
 Town Planning Questionnaire
Q2. (i) Define slum (definition)? Elaborate characteristics of slum.
(ii) What do you mean by Slum Clearance and Slum Up gradation?
(iii) Highlights of the Slum Improvement & Clearance Act 1956

SUBMITTED BY: Anchal Tibrewal

Yashpriya Gupta
Zorawar Singh Basur
(i)Slum and its characteristics

Slum (Definition)

Slum is a condition. As per India, under section-3 of the Slum Area Improvement and Clearance Act, 1956, slums
have been defined as mainly those residential areas where dwellings are in any respect unfit for human habitation
by reasons of dilapidation, overcrowding, faulty arrangements and designs of such buildings, narrowness or faulty
arrangement of streets, lack of ventilation, light, sanitation facilities or any combination of these factors which are
detrimental to safety, health and morals. As per UN Habitat a slum is characterized by lack of durable housing,
insufficient living area, and lack of access to clean water, inadequate sanitation and insecure tenure.

While slums differ in size and other characteristics, most lack reliable sanitation services, supply of clean water,
reliable electricity, law enforcement and other basic services. Slum residences vary from shanty houses to
professionally built dwellings that because of poor-quality construction or provision of services have deteriorated
into slums.

Causes

1) Rural urban migration :

The proportion of people working in agriculture has declined by 30% over the last 50 years, while global
population has increased by 250%. Rural-urban migration is one the major causes for the formation and
creation of slum. Many people attracted to urban areas in the search of diverse income opportunities and
better education to their child. However most of the time rural migrants are unable to get immediate job,
which leads to their financial shortage. On the other hand many cities do not provide low-cost-house to the
large number of rural migrants and ultimately settle down in affordable slums.

2) Poor house planning :

Lack of budget home and poor planning encourage the expansion of slum. Lack of financial resources and
lack of coordination in government bureaucracy are the two main reasons for slum development.

3) Urbanization:
It is closely linked to the formation of slum. Rapid urbanization creates economic growth, which attracts
people to get employment and investment opportunities in the urban area. However as known poor urban
infrastructure and insufficient housing, the local governments are unable to manage large population which
gives rise to slum.

4) Decentralization:
In todays world some of the slums are the product of urbanization brought by colonization. For instance in
nineteenth century Nairobi is the example of Colonialism, during nineteenth century European arrived in
Kenya and created urban center to fulfill their financial interest. Similarly many slums were created on the
basis of segregation by color. Lagos, Nigeria is the example of Segregation.

5) Poor Infrastructure, Social Exclusion and Economic Stagnation:

Poor infrastructure and social exclusion forces the economically poor people to adjust in situations beyond
his or her control. Poor families are unable to afford transportation cost and lack of transportation forces the
worker to settle near to their work place. Similarly in Economic stagnation situation people do not want to
take risk and they settle themselves in slum.

6) Poverty:
 Urban poverty is also the major factor for the development of Slum. With migration of rural poor people,
poverty is also migrating to urban area. The poor people arrives with hope, he or she normally has no
access to basic amenities. For them slums are only the options to settle themselves. Poverty is strongly
correlated to slum formation.

7) Natural Disasters:
Peoples migrate to unaffected areas from affected areas due to major natural disaster in poor nations.
Initially migrated people settle in temporary tent in cities which creates expansion of existing slum. With
time passes these slums convert into permanent as these migrated peoples do not want to leave the
current place. Slums near Port-au-Prince after the 2010 Haiti earthquakes and slums near Dhaka after
2007 Cyclone are the example of natural disaster.

Characteristics of slum

1) High rate of poverty;

2) High incidence of unemployment;
3) Huge extent of urban decay;
4) Breeding grounds for social problems like crime, drug addiction, alcoholism etc.
5) High rates of mental illness and suicide etc.;
6) Low level of economic status of its residents;
7) Inadequate infrastructural facilities;
8) Acute problem of malnutrition.
9) Lack of drinking water.
10) Lack of basic healthcare
11) Unsanitary environment
12) Low standard of living or poor quality of life.

Place of Occurrence

1) Along rivers, roads or railways.

2) Cheap and available land.
3) Proximity of income source and kinship groups.
4) Hill slopes.
5) Floodplain and swampy areas.
6) Peri-Urban areas (Periphery of cities, towns, etc.

(ii) Slum Clearance and Slum Up Gradation

SLUM CLEARANCE
Slums are the natural outcome of chaos, lawlessness and absence of state. There should be no slums in a good
civilization, as no civilized country creates slums on purpose, intentionally spreading chaos. Clearing slums is the
first step in restoring order that people and state had broken, in a place they turned hopelessly
irreparable.
As used in the Urban Renewal Law [3-46-1 to 3-46-45 NMSA 1978], "slum clearance and
redevelopment" includes:

A. acquisition of a slum area or a blighted area or portion thereof;

B. demolition and removal of buildings and improvements;

C. installation, construction, reconstruction, maintenance and operation of streets, utilities, parks, playgrounds,
public buildings, including but not limited to parking facilities, transportation centers, safety buildings and other
improvements necessary for carrying out in the area the urban renewal provisions of the Urban Renewal Law in
accordance with the urban renewal plan; and

D. making the land available for development or redevelopment by private enterprise or public agencies,
including sale, initial leasing or retention by the municipality itself, at its fair value for uses in accordance with the
urban renewal plan.

Advantages

Clearing slums makes it much easier, safer and cheaper to take any urban plan into action. It is a
realistic long-term solution, as sooner or later ALL slums can grow insecure and inconvenient, where
neither security nor convenience was considered in their design.

Ideal housing standards are a "luxury" to some, compared to other living priorities. Yet eventually they
become a "necessity" to save time, energy, health, money, resources, and quarrels over basic
living necessities, thus helping citizens focus on, achieve and enjoy other things in life, while allowing
the government to focus on other projects. Clearing slums frees space, protects and improves lives,
and speeds up development.

Clearing slums is most urgent when people's life is at risk, by moving inhabitants to a safe location as
soon as possible. Even slums with no great value or serious risk need to be removed, as their very
existence and the place they occupy can cause more harm than good, for being overcrowded, poorly
served, and wrongly located, etc.

Problems

Its emotional attachment, to a place/person/era, that causes such type of wishful thinking (arguably,
the root problem of all human problems, where emotional fetters lead to both mental & physical ones).
People shouldn't long inhabit and get used/addicted to slums, even if they CAN which is natural (but
not necessarily right, as early primitive humans were also used to sporadic shelters and a more mobile
lifestyle).

Many slum dwellers refuse to move elsewhere, listing excuses like work, health, responsibilities,
social ties, etc., and preferring to stay near the centre (in big cities, where many slums are), driven by
habit, timidity, selfishness, or herd instinct, even when they are neither happy nor useful to society
there. They prefer a risky, or even costly, house in an in-town slum, to an affordable one in a well-
planned out-of-town community.
 They refuse to commute an hour or two like many in organized urban communities do, favouring their
"seemingly" easy slum life instead. Only the more curious and independent, who travel, study, or work
in remote/many areas, are likely to accept the move, to save cost, time & energy, benefiting
themselves, and society and environment as well.

Too many slum dwellers, familiarizing with and benefiting from chaos and lawlessness become the
norm. Thus, consciously or not, they may lie, play the victim, break the law, spread anarchy, and
challenge the state.

Methods
a. Improvement method
b. Complete Removal method

SLUM UPGRADATION
Slum upgrading is an urban renewal strategy which consists of physical, social, economic, organizational
and environmental improvements to slums undertaken cooperatively and locally among citizens,
community groups, businesses and local authorities. The main objective of slum upgrading is to alleviate the
poor living standards of slum dwellers. Many slums lack basic local authority services such as provision of safe
drinking water, sanitation, wastewater and solid waste management. Slum upgrading is used mainly for projects
inspired by or engaged by the World Bank and similar agencies. It is considered by the proponents a necessary
and important component of urban development in the developing countries.

Advantages
The main reason for slum upgrading is that people have a fundamental right to live with basic dignity and in
decent conditions.
On another level, it is in a citys best interest to upgrade slums and prevent the formation of new slums. If
slums are allowed to deteriorate, governments can lose control of the populace and slums become areas
of crime and disease that impact the whole city.
Slum upgrading benefits a city by:

a. Fostering inclusion. Slum upgrading addresses serious problems affecting slum residents, including
illegality, exclusion, precariousness and barriers to services, credit, land, and social protection for
vulnerable populations such as women and children.
b. Promoting economic development. Upgrading releases the vast untapped resources of slum dwellers
that have skills and a huge desire to be a more productive part of the economy, but are held back by their
status and marginality.
c. Addressing overall city issues. It deals with city issues by containing environmental degradation,
improving sanitation, lowering violence and attracting investment.
d. Improving quality of life. It elevates the quality of life of the upgraded communities and the city as a
whole, providing more citizenship, political voice, representation, improved living conditions, increased
safety and security.
e. Providing shelter for the poor. It is the most effective way to provide shelter to the urban poor at a very
large scale and at the lowest cost.
 f. In addition, in-situ slum upgrading is:
Affordable. Slum upgrading costs less and is more effective than relocation to public housing. Developing land
with basic services costs even less.
Flexible. It can be done incrementally by the city and by the residents at a pace that is technically and financially
possible for both.
Viable. The poor can and are willing to pay for improved services and homes.

Problems
The primary challenges in slum upgrading are achieving some kind of coherence in the community and
finding solutions to a wide range of needs.
Slums are not homogeneous, and there many diverse vested interests that exist in slums. In addition to the
poor who are simply looking for a decent place to live, there can be criminal elements who take advantage
of the informal space, or landlords who make small fortunes renting out shacks to people over time.
All of these interests must be properly understood and brought into the planning process. The best way to
do this is through negotiated development, in which people participate in negotiating their rights and
understand that all the different interests have rights that need to be brought into the equation.
In some cases, for example, slum upgrading projects have failed because there are people in the
community who believe they wont qualify for an upgrading programme because they are not citizens or
residents of the country.

(iii) The Slum Areas improvement and clearance Act 1956

The act focuses on improvement and clearance of slum areas in certain Union Territories and protection of tenants
in such areas from eviction. Apart from this identification and notification of slum areas, slum improvement area &
declaration of slum clearance area.

Description of Slum

Under this act slum is defined as an area unfit for human habitation because of dilapidated buildings,
overcrowding, faulty arrangement and design of buildings, narrowness or faulty arrangement of streets, lack of
ventilation, light or sanitation facilities or any other combination of these factors.

Dilapidated building can be assessed on its basis of repair, stability, freedom from damp, natural light & air, water
supply, drainage & sanitary conveniences.

Improvement (if possible) & Cost

If the building is found to be unfit for human habitation & improvement can be done at reasonable cost then
competent authority may issue a notice to the owner of the property for necessary repair & improvement. In case
the improvement is carried out by the authority then the expense will be recovered from building owners by means
of rent, recovery from occupiers of building, by land revenue etc.

Demolition & Redevelopment

Buildings which cannot be repaired within reasonable cost then the authority is required to serve a notice within 30
days of inspection & demolition can be carried out only after 6 weeks of expiration of the notice.
 In areas where demolition order has passed/ demolition taken place no redevelopment can take place without
approval of competent authority.

Land Acquisition & Compensation

Land acquisition will be done by central government after providing information & discussion with land owner. The
notice of land acquisition is required to be published in Official Gazette.

This act provides right to receive compensation for every person having any interest in any land acquired under
this act by central government.

Basis for determining compensation

Amount equal to 60 times the net average monthly income actually derived from such land during the period of 5
consecutive years
Amount mentioned in the notice which may be accepted or rejected
If the amount mentioned in notice is rejected & higher amount is demanded then appeal can be made to
administrator.
In case there are more than 1 person claiming the amount then the amount will be divided between the claimants.

Protection of tenants in Slum areas & powers of officials

Tenant slum areas cannot be cleared/evicted without permission of the competent authority. No person can
execute eviction without approval from competent authority. The order of eviction will only be provided after giving
opportunity to tenant of being heard.

This act also details out the powers of competent authority to carryout inspection & surveys of the area to identify
them as fit for human habitation or unfit for human habitation. The person carrying out inspection has the authority
to gain forceful entry to building after getting permission from authority & informing land/building owner.

Apart from this penalties under this act have been provided for building/land owners who disobey the order from
competent authority (Source- http://planningtank.com/acts/slum-areas-improvement-and-clearance-act)
 Town Planning Questionnaire
Q3. (i)Describe the concept of Region. Define different types of region with suitable
examples.
(ii)What is importance the of Regional planning?
(iii) Aim & Objective of Regional Plan NCR 2021

SUBMITTED BY: SHIVEK

MOHD MUSTKEEM
AADRIKA
3. (i)Describe the concept of Region. Different types of region with suitable
examples.

In geography, regions are areas that are broadly divided by physical characteristics (physical geography), human
impact characteristics (human geography), and the interaction of humanity and the environment (environmental
geography). Geographic regions and sub-regions are mostly described by their imprecisely defined, and sometimes
transitory boundaries, except in human geography, where jurisdiction areas such as national borders are defined in
law.
Apart from the global continental regions,there are also hydrospheric and atmospheric regions that cover
the oceans, and discrete climates above the land and water masses of the planet. The land and water global regions
are divided into sub regions geographically bounded by large geological features that influence large-scale
ecologies, such as plains and features.
As a way of describing spatial areas, the concept of regions is important and widely used among the many branches
of geography, each of which can describe areas in regional terms. For example, eco region is a term used
in environmental geography, cultural region in cultural geography, bioregion in biogeography, and so on. The field
of geography that studies regions themselves is called regional geography.

Geographic Regions
Represent great clusters of humankind or physicalcharacteristics

Change overtime

May differ based on point ofview

Vary insize

Separated from other regions by transition zones .

Transition Zones
-Location: Edge of aregion

-An area of spatial change where peripheriesof two adjacent regionsjoin

-Marked by a gradual shift (rather than a sharp break) in the characteristics that distinguish neighboringregions

-Area of mixed characteristics; possible tension (culturalgroups)

.What Defines aRegion?

Regions are based on Spatial Criteria.

-Location, location,location

-Commoncharacteristics

Physical(Natural)

Climate, landforms, vegetation,river

Human(Cultural)

Language, political, religion, ethnicity, disease

Classification of regions
1. By using indicators Single factor regions e.g. Physiographic, Agriculture, Economics Composite regions e.g. backward regions
2. Based on relationship A. Macro e.g. India B. Meso e.g. South India C. Micro e.g. Tamilnadu
3. Based on administrative convenience Region making forces 1. Geographic and physiography 2.History 3.Culture
Types ofRegions:

-Formal Region
-Functional Region
-Perceptual Region

FORMAL REGIONS :

-Geographers draw formal regions on the basis of one or more measurable, shared traits that distinguish them from the surrounding area.

-These traits can range from such characteristics of the local population as language, income, or religion to such physical characteristics as elevation or
climate.

-Many physical features, such as valleys, are easytomapasformalregionsusingnaturally occurring boundaries.

EXAMPLES OF FORMAL REGIONS

-States-Texas,Florida,SouthCarolina,etc
-Countries-US,Mexico,Canada,etc
-Cities-Austin,Dallas,Houston,etc
-Theareaoftownwherethewealthiestpeoplelive.
-TheSaharaDesertofAfrica.
-U.S.citywheremorethan50%ofresidentsspeak Spanish.
 FUNCTIONAL REGIONS
- Functional regions are defined by a system of interactions.
-Pictureabicyclewheelwithacentralaxelinthemiddleof
thewheel,whichrepresentsthecenterofalltheactivity.

The spokes of the wheel represent links to outside areas

(the tire) through transportation, communication and trade.

Transportation,
communication and
trade reaching
outsideareas

Center of all activity and

beginning of interactions

Areas receiving the transportation,communication and

trade
PERCEPTUALREGIONS

!Aperceptualregionisdefinedbypeoplesfeelings
andattitudesaboutanarea.

!Perceptualregionsaremorelikelythanother
kindsofregionstochangeovertime.

!Theyarealsofrequentlybaseduponstereotypes, aspeople's
definitions ofperceptual regionsare influenced by travel,
media, reading,films, and conversations.
3 (ii) WHAT IS THE IMPORTANCE OF REGIONAL PLANNING ?

Regions require various land uses; protection of farmland, cities, industrial

space, transportation hubs and infrastructure, military bases, and wilderness.
Regional planning is the science of efficient placement of infrastructure and
zoning for the sustainable growth of a region. Advocates for regional planning
such as new urbanist Peter Calthorpe, promote the approach because it can
address region-wide environmental, social, and economic issues which may
necessarily require a regional focus.
A region in planning terms can be administrative or at least partially
functional, and is likely to include a network of settlements and character
areas. In most European countries, regional and national plans are spatial
directing certain levels of development to specific cities and towns in order to
support and manage the region depending on specific needs, for example
supporting or resisting polycentrism.

Specific interventions and solutions will depend entirely on the needs of each
region in each country, but generally speaking, regional planning at the macro
level will seek to:

Resist development in flood plains or along earthquake faults. These areas

may be utilised as parks, or unimproved farmland.
Designate transportation corridors using hubs and spokes and considering
major new infrastructure
Some thought into the various roles settlements in the region may play, for
example some may be administrative, with others based upon
manufacturing or transport.
Consider designating essential nuisance land uses locations, including
waste disposal.
Designate Green belt land or similar to resist settlement amalgamation and
protect the environment.
Set regional level policy and zoning which encourages a mix of housing
values and communities.
Consider building codes, zoning laws and policies that encourage the best
use of the land.

Aims and objectives of interstate regional planning

1. To identify the interstate regions and delineate those based upon the delineation
criteria.
2. To establish the interstate regional planning authority to plan, develop and
monitor the regions, where the sub-regions must come under different political
administration.
3. To organize and direct the regional development under common legislation for the
balance economic and physical growth.
4. To make policies for using, sharing and conservation of natural resources.
5. To achieve sustainable development and inclusive economic development.
6. Irrespective of the political boundary, those urban centers are to be facilitated by
common infrastructure, transit systems and development policies.

3 (iii) Aims and Objectives of 1regional Plan NCR 2021?

 To
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suitable economic base for future growth in identified regional
settlements to absorb economic impulse of NCT-Delhi
Promoting sustainable development
Providing rational land use pattern
Developing urban infrastructural facilities
Providing efficient and cost effective rail and road based transport
network
 Minimizing adverse environmental impact
Innovative methods of resource mobilization and attracting private
investments

Regional Plan covers the policies and proposals of the following sectors/
aspects:
- Demographic Profile & Settlement Pattern
- Economic Activities
- Transport
- Power
- Water
- Sewerage, SWM, Drainage & Irrigation
- Telecommunication
- Shelter
- Social Infrastructure
- Heritage & Tourism
- Environment
- Disaster Management
- Rural Development
- Regional Landuse
- Counter Magnet Areas
 Town Planning Questionnaire
Q4. (i)Justify the Need and importance of Master plan. Describe the
key feature of any master plan in India (Preferably Delhi).
(ii)Elaborate the Transportation strategy of Delhi master plan 2021.

SUBMITTED BY: AKANKSHA AGRAWAL

ANCHAL SOOD

MAHIMA GUPTA
QUESTION NO. 4 PART 1
JUSTIFY THE NEED AND IMPORTANCE OF MASTERPLAN. DESCRIBE THE
KEY FEATURE OF ANY MASTER PLAN IN INDIA.
"A Master Plan is the long term perspective plan for guiding the sustainable planned
development of the city. This document lays down the planning guidelines, policies, development
code and space requirements for various socio-economic activities supporting the city population
during the plan period. It is also the basis for all infrastructure requirements." 3

NEED OF MASTER PLAN

A Master Plan, also called a comprehensive plan, provides a long-range vision for the built
environment of a community. It guides the appropriate use of lands within a municipality in order
to protect the public health and safety and to promote general welfare. Among other issues, the
Master Plan can identify

suitable locations for commercial, housing and mixed-use development;

locations where the city should increase density, use redevelopment, or intervene in other
ways;
opportunities to extend and/or improve open space, recreational areas, and civic facilities;
strategies from increasing economic development;
environmental, historic and cultural resources that need conservation; and
strategies for solving congestion and improving transit services.

As a result, the Master Plan has a direct relationship to its citizens, whether you live, work, or own a
business in Trenton.
Master plans need to be flexible to respond to new developments or opportunities that may open
up. Taking the time needed to develop and update a good plan will assist in decision making at
every meeting for years to come. Dont constrict your organization from achieving priorities by
insisting that because youve got the master plan, it cant be changed.

The Master Plan provides a policy foundation for the Citys land use laws and regulations. The
courts require that the Citys ordinances, planning decisions, and regulations have a rational
connection to the Master Plan, including its vision and goals.To explain, lets take a look at the
example of variance applications. If, for instance, a land owner wants to build a restaurant in an
area zoned only for offices, he/she must demonstrate that, among other things, the use promotes
the general welfare. The Master Plan Goals and Objective is one way for the Zoning Board of
Adjustment to evaluate whether the plan is (or is not) going to promote the general welfare. 4

IMPORTANCE OF MASTER PLANNING

3
www.trenton250.org
4
www.sawea.org
Master plans are tangible and often visible statements of where the park is now, what it should be
in the future and what is required to get there. While processes for developing them vary, master
plans are most successful when they represent a vision that brings together the concerns of
different interest groups, and their recommendations create a ground swell of community and
political support5. Furthermore, some master plans are less detailed than others, and in some
cases, a vision or concept may be adequate, or more desirable.
Good master plans are flexible, and have involved the community and other stakeholders from the
outset, giving the plan a legitimate base, and a better chance to come to fruition.
While circumstances vary from place to place, the decision to develop a master plan is often
determined by the need to understand the current conditions of the park, to generate and build
community interest and participation, to create a new and common vision for the parks future,
and/or to develop a clear and solid set of recommendations and implementation strategy.
Master plans can build visibility and credibility for a non profit group, and can help them target
projects and raise money.
By the same token, they can call attention to a parks needs and assets and help a parks
department or other public agency in their efforts as well. In this way, master plans may be more
successful as promotional documents than as blueprints for redesigning a park.
Many of our sample organizations worked with, or inherited, master plans from their public sector
partners, while several others developed extensive plans of their own.

KEY FEATURES OF DELHI MASTER PLAN 20216

1. The Master Plan incorporates several innovations for the development of the National Capital. A
critical reform has been envisaged in the prevailing land policy and facilitating public - private
partnerships. Together with planned development of new areas, a major focus has been on
incentivising the recycling of old, dilapidated areas for their rejuvenation. The Plan contemplates a
mechanism for the restructuring of the city based on mass transport. The Perspective Plans of
physical infrastructure prepared by the concerned service agencies should help in better
coordination and augmentation of the services.

2. The Master Plan envisages vision and policy guidelines for the perspective period upto 2021. It is
proposed that the Plan be reviewed at five yearly intervals to keep pace with the fast changing
requirements of the society.

3. The following critical areas have been the focal points of the Plan:

(a) Land Policy:

The land policy would be based on the optimum utilisation of available resources, both, public and
private in land assembly, development and housing.

(b) Public Participation and Plan Implementation:

5
www.projectforpublic spaces.org
6
MASTER PLAN FOR DELHI 2021; 7th February 2007 (Re-printed dated May 2010),
http://dda.org.in/ddanew/pdf/Planning/reprint%20mpd2021.pdf
(c) Redevelopment:

Incentivised redevelopment with additional FAR has been envisaged as a major element of city
development covering all the areas;

-
density areas; Special Area; shopping / commercial centres; Industrial areas / clusters and
resettlement colonies.

Unplanned Areas: Villages; unauthorised colonies and JJ Clusters.

(d) Shelter:

/ redevelopment of housing;

creation of 'signature' projects.

(e) Housing for poor

In-situ slum rehabilitation, including using land as a resource for private sector participation;

all group housing to the extent of 15% of permissible FAR or 35% of dwelling units on the plot,
whichever is higher.

Housing for urban poor to the extent of 50-55% of total;

EWS /LIG housing viable and economical.

(f) Environment:

in river by release of water by riparian states, refurbishment of trunk sewers, treatment of drains,
sewering of unsewered areas, treatment of industrial affluent, recycling of treated effluent and
removal of coliforms at STPs.

use.
 purpose grounds: A special category for marriages / public functions.

(g) Unauthorised Colonies:

Unauthorised colonies, which are to be regularised as per government policy, should be effectively
incorporated in the mainstream of urban development. This requires provision of infrastructure
development, services and facilities for which differential norms and procedures have been
devised.

(h) Mixed Use:

commercial space, a liberalized provision of Mixed Use in residential areas has been adopted
adhering to the requisites of the environment, while achieving better synergy between workplace,
residence and transportation.

ide notification dated 15.09.06 for local

commercial and mixed-use activities.

(i) Trade & Commerce:

District & Community Centres are proposed to be developed as facility corridors along major
transport networks to prevent unintended and unplanned ribbon development and for better
synergy between public transport and work centres.

Development of Integrated Freight Complexes / Wholesale Markets at the urban periphery.

bazaars to be developed.

Enhancement of FAR.

(j) Informal Sector:

The informal and organised sector is a major source of employment in the economic fabric of the
city for which the following approach is proposed:

Earmarking of 'Hawking' and 'No Hawking' Zones at neighbourhood and cluster levels.

ed / developed.

New areas for informal trade to be developed and integrated with housing, commercial,
institutional and industrial areas.

Provision of common basic services like toilets, water points, etc.

-carts and mobile vans.

 Involvement of NGOs envisaged.

(k) Industry:

-gradation of existing industries including non-conforming industrial centres.

Special provisions for service and repair centres.

Enhancement of FAR.

(l) Conservation of Heritage:

buildings and precincts.

(m) Transportation:

The proposals include the following:

Unied Metro Transport Authority

Synergy between land use and transport

norms
for parking space, multilevel parking and underground parking.

use of
existing road network and development of missing links.

roads and relief roads.

Provision for introducing cycle tracks, pedestrian and disabled friendly features in arterial and
sub-arterial roads.

(n) Health Infrastructure:

Nursing Homes, clinics etc. also allowed under relaxed Mixed Use norms.

(o) Educational Facilities:

 Schools and training centres for mentally / physically challenged with differential development
norms.

(p) Disaster Management:

c zone.

(q) Provision of Sports Facilities:

roup housing.

(r) Focus on Infrastructure Development:

part of MPD-2021. Alternative Sources of energy and new technology. The Plan gives emphasis on
energy conservation, efficiency and exploring alternative sources of energy.

QUESTION 4 PART 2

ELABORATE THE TRANSPORTATION STRATEGY OF DELHI MASTERPLAN 2021

TRANSPORTATION
The period between 1981 and 2001 has seen a phenomenal increase in the growth of vehicles and
traffic in Delhi. There has been a rise in per capita trip rate (excluding Walk Trips) from 0.72 in 1981
to 0.87 in 2001. Keeping in view the population growth, this translates into an increase from 45 lakh
trips to around 118 lakh trips. The population of vehicles (four wheelers, three wheelers and two
wheelers) has increased from 5.13 lakhs in 1981 to 32.38 lakhs in 2001, and the number of buses
has grown from 8,600 to 41,483 during this period.

The ratio of the registered vehicles to urban road length, which was 88 vehicles per km. in the year
1990, had increased to 131 vehicles per km. in 1999, even as the road length increased from 26500
kms. by 4400 kms.
Besides the above, Delhi has developed as a borderless city and an urban continuum comprising of
a number of rapidly growing towns in Haryana and UP. This has added to the flow and movement
of traffic within Delhi.

Despite measures by way of increasing the length of the road network and road surface space
through widening, construction of a number of flyovers/grade separators and, launching of the
Metro (which is estimated to be carrying 1.25 lakhs passengers per day on the 20.8 kms. track
length operationalised till 30 September, 2004), the traffic congestion has continued to increase
unabated. This has its inevitable consequences in terms of accidents, pollution, commuting time,
and wasteful energy/fuel consumption.

Based on the rate of increase in the number of trips between 1981 and 2001, it is estimated that
the total trips would rise to 280 lakhs by the year 2021, including 257 lakh motorized trips and 23
lakh non-motorised trips. In this context, it needs to be noted that roads already occupy 21 percent
of the total area of the city, which clearly limits the potential for increase in road length.

Apart from the problems and requirements of transportation at the macro level, there are special
problems in specific areas, particularly the old city, which deserve special attention. Special
requirements will also arise from the mega events such as the Commonwealth Games scheduled to
be held in Delhi in 2010.

The Plan and strategy for transportation will have to be worked out in this background. The broad
aim of this would be to ensure safe and economical commuting between place of origin and
destination, convenient and quick access to all areas for all sections of the society, reduction of
pollution and congestion, energy efficiency and conservation, safety for all sections of the road and
transport users and, towards meeting these objectives, providing a significant increase in efficient
rapid public transport systems and facilities with a corresponding reduction in individual private
transport usage. This is in addition to pedestrianisation and properly planed use of non-mechanised
transport systems in specific areas. The following strategy is proposed in order to meet these
objectives:-

i. Preparation and operationalisation of an integrated and mutually complementary multi-modal

transportation and traffic plan comprising the Road, Rail and Metro-rail network.

ii. Within this, to explore other options and possibilities such as, Light Rail/Tramway/Mono-rail
systems.

iii. Optimal use and utilisation of the existing road network and full development of ROW by
removing all impediments.

iv. Expansion and restructuring of the existing network through expressways, arterial roads,
elevated distributors and relief roads with a view to creatingalternate access ways and reducing
congestion on the existing roads to the extent possible Urban Relief Roads are also to be identified
to reduce congestion as an additional or alternative link roads, wherever possible.

v. Planning of new road network in such a manner as to prevent possibilities of future congestion
by modifying road sections to accommodate road side parking, and space for widening, expansion
and provision of grade separators, etc.

vi. Planned and targeted expansion of the Metro-rail network.

vii. Expansion and strengthening / restructuring of the Ring Rail System.

viii. Developing an integrated relationship between the road, rail and metro-system to provide for
seamless multi-modal transport, through provision of additional stations, park and ride facilities,
introduction of single multi-modal ticketing, etc.

ix. Development of a comprehensive parking policy in line with the broad aims of the Plan for
transportation mentioned earlier, including measures for linking new vehicle registration with
owner parking facilities.

x. Establishment of a quick and efficient transport network between the NCR and the NCT of Delhi.

xi. Provision of directional Goods and Passenger terminals with adequate infrastructure.

xii. Provision of arrangements for by-pass of through National Highway traffic without having to
pass through the city

xiii. Review of the licensing policy and systems, and effective arrangements for training of drivers /
transport operators.

INTEGRATED MULTI-MODAL TRANSPORT SYSTEM

Keeping in view the diverse built up physical forms within the city, it is logical to state that a single
mode of transport cannot practically and effectively, serve the needs of the city. Accordingly, an
Integrated Multi-Modal Transport System suitable for the overall structure of the city and at the
same time interlinking the various sub-structures is necessary. It is envisaged that the future
transport system shall consist of a mix of rail and road based systems which may include Metro Rail,
ring rail, dedicated rail corridors for daily commuters, (IRBT/ RRTS corridors as identified in NCR
Plan 2021), light rail, monorail, bus and high capacity buses and other public transport and
Intermediate Passenger Transport (IPT), Non Motorised Transport (NMT) and private modes on
selected corridors to be identified as per the needs from time to time.

METROPOLITAN TRANSPORT AUTHORITY

In order to enable and ensure this, the need of the hour is to have a single authority for
planning/development of an integrated system and implementation and enforcement of the
policies, which may be framed in that context. Inter alia, this would help to avoid wasteful
expenditure and other problems that could arise from duplication, overlap and even mutually
exclusive/and contradictory facilities. Therefore, a single unified Metropolitan Transport Authority,
on the lines recommended by the National Transport Policy Committee, and the Master Plan-2001
needs to be established on priority.

ROADS
Delhi is planned on a ring radial pattern with a hierarchical road network. Broadly, the road
network is designed for regional, intra city and local traffic. The proposed roads are classified
taking into account the land use pattern and road system hierarchy with recommended right of
ways as follows:

1. National Highways The recommended minimum right of way (ROW) is 90 meters, wherever
possible. However, within the city it shall not be less than 60meters. All the National Highways
within the NCTD are to be access controlled upto the Outer Ring Road.

2. Arterial Roads

These include primary roads with access control and other primary roads.

i) Primary Roads: Vehicular routes carrying heavy volumes of traffic will generally have free flow
conditions. There will be access control on these roads. The recommended ROW in existing urban
area is 60-80 mts. and minimum 80 mts. in the proposed urban extension. While designing roads
with 80mts ROW and above, provision should also be made for public mass rapid transport system,
which may include Road Based System, or Rail based system.

ii) Other Primary roads: Vehicular routes carrying heavy volumes of traffic, mass

Transport route may also be allowed on these roads. The recommended ROW in existing urban
area is 45-60 mts. And minimum 60 mts. in the proposed urban extension.

3. Sub Arterial Roads

These include primary and secondary collector streets.

(i) Primary Collector: These roads will connect major arterial roads and inter residential district
collectors. The recommended ROW in existing urban area is 30-40 mts. and minimum 45 mts. in the
proposed urban extension. In addition to this wherever possible a separate cycle track should be
provided.

(ii) Secondary Collector: These roads are intended to collect traffic from local streets within one
residential district. The recommended R/W in existing urban area is 18-24 mts. and minimum 30
mts. in the proposed urban extension.

4. Local Streets

These are intended for neighbourhood (or local) use on which through traffic is to be discouraged.
The suggested ROW is 12 to 20 mts. in the existing and proposed urban area. As far as possible
segregated pedestrian/cycle movement should be planned at the time of preparation of detailed
layout plan at sector/neighborhood level by providing exclusive pedestrian pathways/cycle tracks.
In existing areas like Rohini project, having plot sizes below 90 sq.mt., minimum ROW of 9 mt may
continue.

As a matter of general policy, it is proposed that for all categories of roads the full cross section
should be developed in future and no encroachments will be permitted on the existing road
network. Further the development of roads should start from the extremes of the designated ROW.
URBAN RELIEF ROADS

In order to reduce congestion on the existing roads, it is proposed to identify some

additional/alternative links and access corridors. Such links may be termed as Urban

Relief Roads, which could be proposed subject to feasibility, along drains (including their covering),
identification of new alignment, or upgradation/strengthening of an existing road/alignment or in
the form of elevated roads/grade separators etc. All the options should be exercised for restoration
of full ROW, including relaying of services etc if affecting ROW. Where all these options are not
available, other alternatives like elevated roads, grade separators, alternative alignment etc. may
be explored. On an indicative basis, the following priority stretches for provision of Urban Relief
Roads have been identified.

i. Shankar Road (for 105 ft. ROW road stretch) alternative elevated road may be explored.

ii. Vikas Marg

iii. Extension of NH-24 to join Mathura Road (near Humayuns Tomb)

iv. Prem Bari Pul (Pitampura) to Outer Ring Road along disused Western Yamuna Canal

v. Road between Nehru Place and Hotel Park Royal to be extended up to Lotus Temple and towards
East of Kailash, if feasible.

vi. Badarpur Border entry point,

vii. Karol Bagh (new Rohtak Road) alternative alignment by extending Arya Samaj Road through
Anand Parbat to connect existing roads leading to Patel Road and Shivaji Marg on ROB or RUB

viii. More bridges on river Yamuna (at Geeta Colony, Mayur Vihar, etc. alignments of Platoon
Bridges can be considered.)

ix. Along drains passing through Lajpat Nagar, Defence Colony, Sarai Kale Khan, Lodhi Road, etc.

x. Sarita Vihar (Junction of Mathura Road and Road No. 13-A) to Okhla Industrial Areas (road
between Ph I and Ph. II to be connected by ROB or RUB) Few more stretches, missing links could be
identified from time to time.

UNDERGROUND ROADS

Vehicular traffic is a major contributor to the air pollution in Delhi. This is in addition to the fact that
certain areas such as Connaught Place, Chandni Chowk, ITO, etc. have much more traffic than the
road capacity. They are also transit points between East and West and North and South. At times
the level of pollution in such areas crosses the acceptable limits. In order to reduce road congestion
and the level of pollution, the possibility of having Underground Roads or Tube roads in critical
areas needs to be considered. Such measures, together with provision of Metro Services, will also
help to convert historically important areas like Connaught Place, Chandni Chowk and Karol Bagh
etc. into pedestrian areas. With advancement in technology, and a better climate for private
participation and investment in infrastructure development, such proposals could be usefully
explored. To begin with, a proposal for Underground/Tube Roads and parking under the Chandni
Chowk area and connecting it to the existing Ring Road needs to be examined. Similarly,
Underground roads on stretches like ITO, Connaught Place and Rajendra Nagar etc. may also be
considered with a view to relieving congestion and facilitating East-West/North-South movement in
the city.
GRADE SEPARATORS
The Master Plan studies indicate the need forinter sections to be provided with grade separators. In
case of existing grade separators the possibility of providing clover leave and direct interchanges,
wherever necessary and feasible, may be examined in order to make the junctions below signal
free. To provide uninterrupted traffic movement various other options such as elevated roads with
supporting infrastructure etc. will also need to be explored. In the proposed urban extension, space
reservation is to be kept for provision of grade separators, cloverleaves and Left Slip roads at
intersections of all roads of 30 mts. and above ROW. Subways/ foot over bridges should be
providedat appropriate locations at every grade separator for safe and smooth passage of
pedestrians etc.For this, designs geared to maximum usage, considering past experience, will need
to be developed. An area of 1-2 Km radius around the grade separators should invariably have a
specific traffic management plan.
FREEWAYS
Freeways are defined as divided arterial highways for motor traffic with full accesscontrol and
provided generally with gradeseparation at intersections. A freeway networkin the NCR should be
developed so that thecris-cross movement through Delhi is lessened.With such a network of
Freeways, Highways,MRTS and EMUs a 2 to 3 hour movementnetwork can be generated which will
coverentire NCR. This will encourage interactionbetween Delhi and NCR towns in terms
ofemployment and living.

MASS RAPID TRANSIT SYSTEM

(MRTS) /METRO RAIL SYSTEM
The Metro Rail System is a major and,presently, one of the most important, if not theonly
component, of a Mass Rapid TransportSystem (MRTS) in the City. The Metro Railnetwork for the
entire city has been identified invarious phases, which comprises of a networkof underground,
elevated and surface corridorsaggregating to approximately 250 Kms., and isexpected to carry 108
lakhs daily passengerswith an average trip length of 15 Km. by 2021.However, to make the overall
city transportefficient, the following routes proposed byDMRC need to be fully implemented in
theearly plan period.
i. Phase-I 62.16 km (likely year ofcompletion 2005 )
a. Vishwavidyalaya Central Secretariat
b. Shahdara Trinagar Rithala
c. Connaught Place Patel Nagar Dwarka
d. Part of this network is alreadyimplemented and operational.
ii. Phase-II 56.76 km (likely year ofcompletion 2010)
a. Vishwavidyalaya Jahangir Puri
b. Central Secretariat QutabMinar
c. IndraPrastha Yamuna Depot NewAshok Nagar
d. Yamuna Depot AnandVihar ISBT
e. Shahdra Seemapuri
f. Kirti Nagar Nangloi along RohtakRoad
Subsequent phases shall be worked out in detail in conjunction with the overall circulation plan for
the city as part of the Master Plan-2021.
In MPD-2001, sub-cities like Rohini and Narela, with population of 1 million each were proposed.
These projects are already under implementation and are inhabited. It is imperative to extend
existing MRTS routes to these sub-cities on priority. Following extensions of routes are proposed:
i. From existing Rithala Station upto Barwala (RohiniPh.IV-V)
ii. From Sanjay Gandhi Transport Terminalto Narela.
Considering the future needs of the city following additional links of MRTS, forming aloop for the
existing MRTS network, are proposed:
i. From Ambedkar Nagar to ISBT at Kashmeri Gate.
ii. From Lado Sarai to BadarPur in Planning ZoneJ.
iii. From BadarPur to Okhla Depot of MRTS.
iv. From Airport to Nehru Place.
It is expected that about 60% of the urban area will be within 15-minute walking distance from the
proposed MRTS stations after its full development. Additional areas could come within easy access
and connectivity with the Metro Rail through inter linkages with other transport modes. About 15%
of urban area of Delhi is likely to be directly affected, and may undergo a dramatic impact and
change. Further, due to development of economic activities along the Metro Corridors and
optimization of connectivity provided by it, the rider ship on the Metro is expected to grow
substantially over time. Correspondingly, it is expected tha vehicular trips will also progressively
shift from road-based transport to MRTS, particularly, with reference to the longer trip lengths with
in the city.
To achieve the above potential impact of the Metro Rail System a number of measures will be
necessary. This will include the following: -
i. Preparation of detailed plans to facilitate and encourage direct pedestrian access to the Metro
Rail System/Station.
ii. Preparation of detailed multi-modal transport plans with reference to each major Metro Station,
with particular reference to bus transport routes, which could provide inter linkages and feeder
arrangements.
iii. Parking arrangements at Metro Stations both for short and medium stay viz. for those who
would travel for local level requirements such as shopping, etc. and those who would need parking
by way of a Park and Ride facility.
iv. Provision of Park and Ride facilities at identified points from where feeder bus services would be
available, or convenient direct pedestrian access would be feasible.
SYNERGY BETWEEN TRANSPORT AND LAND USE
The concept of the Master Plan is based on a polynodal, polycentric, distribution of work centres,
largely based on road transport nodes. A major fall-out of this has been distortion between
infrastructure, transport and land use. What has actually happened is the development of a
lopsided urban sprawl, fragmented development and an undue burden on the traffic and
transportation system. Therefore, to achieve spatial balance, development should take place
according to new corridors of mass movement. This has implications in terms of land use planning
along major transport corridors and the Mass Rapid Transport/Transit System. This would not only
help to solve, to some extent, the enormous problems of mass transportation, but would also
generate a dynamic potential for growth and employment. This is particularly true for the Metro
Rail System. In this context the Metro corridors upto a certain depth would require selective
redevelopment and re-densification/intensification of existing land uses based onsite conditions. It
is proposed that comprehensive redevelopment schemes of the influence area of MRTS stations be
prepared.
12.5 BUS
Apart from the Metro Rail System, buses are the only other major form of public transport in Delhi.
The Bus Transport system is presently estimated to carry around 23.40 lakh passengers per day
(2002). Even after the introduction/expansion of the Metro, major dependence will continue to be
on Bus Transport as a form of comfortable and convenient public movement within the city.
However, keeping in view the limited road space and the existing/likely congestion on the roads it is
necessary to take steps for rationalization of Bus Transport. This would entail action on the
following fronts: -
i. Bus connectivity would need to be planned to a considerable extent in the form of feeder services
to the Metro Rail Stations and the Ring Rail System.
ii. Park and ride facilities will have to be developed at important bus terminals.
iii. The quality and design of buses would have to be significantly upgraded with a view to providing
comfort to the riders and thereby make bus travel a part of an efficient mass public transport
system which could also help to reduce individualised/ private vehicle usage.
iv. Wherever possible, within the existing road right of way of arterial/primary roads, dedicated bus
ways should be developed which may be used for high capacity buses.
v. Bus terminals/ centroids on the lines of central secretariat near MRTS stations or strategic
locations need to be developed in Urban Extension.
12.6 BICYCLE/ CYCLE-RICKSHAW
Bicycle/ Cycle-Rickshaw could be an important mode of travel, particularly with reference to short
and medium trip lengths. To the extent that it meets individual or public transport requirements, it
is a non-energy consuming and non-polluting mode of transport. However, there are several issues,
which have to be kept in view while planning in respect of these modes. With a mixed type of fast
moving traffic on the roads, safe travel by bicycle could be risky for the rider and use of rickshaws
not feasible or desirable .In so far as rickshaws are concerned, apart from other issues pertaining to
the aspect of mixed traffic an important aspect also pertains to the fact that unlimited and
unrestricted use of this mode has a direct relationship with migration into the city and the
phenomenon of JJ Clusters/Slums.
In view of the above, the following action should be considered/ taken: -
i. Wherever feasible fully segregated cycle tracks should be provided along selected traffic corridors
with provision for safe parking in park and ride lots.
ii. In new areas/ urban extension, as already indicated, cycle tracks should be provided at the sub-
arterial and local level road sand streets.
iii. In specific areas, like the Walled City /Chandni Chowk/Sadar Bazar / KarolBagh/ Lajpat Nagar and
Trans Yamuna
Area, the use of cycles/rickshaw as a non motorised mode of transport should be consciously
planned along with pedestrianisation.
iv. Cycle Rickshaws should ply within the Residential areas only and not on major roads.

TRANSPORTATION FOR SPECIAL/ CRITICAL AREAS

Central congested areas of the Walled City, Sadar Bazar, Karol Bagh and other similar areas like
certain Trans Yamuna areas are characterized by heavy traffic congestion. In order to address this
problem a medium capacity Mass Transit system comprising of Light Rail Transit System (LRT) and
battery operated bus system may be considered on selected routes based on feasibility. For proper
functioning of LRT a restraint on the use of private modes and provision of parking would be
required. This would be necessary in order to revitalize the area and to improve its environment
quality. This will also increase accessibility to such areas considerably. After the operationalisation
of Metro stations at Old Delhi, Chandni Chowk and Chawri Bazar in order to manage the additional
traffic, the following management measures are requiredto be taken:-
i. Need based Traffic circulation schemes
integrating various modes.
ii. Improvement of major road stretches and intersections like Ajmeri Gate, FountainChowk.
Fatehpuri Chowk, Kaudia Pul, Khari Baoli, etc.
iii. Encroachment removal from footpaths to facilitate smooth movement.
iv. The movement of heavy vehicles will continue to be banned in the Walled City. However, for the
services of this area Light Commercial goods vehicles may be allowed during the night.
RAIL
In the National Capital Territory of Delhi both intercity and intra city passenger movements are
being catered to by the existing rail network comprising the Regional and Ring Rail Systems
respectively. In order to improve the ridership on Ring Rail, the following is proposed:
The interchange points of Regional Road, MRTS, Ring Rail and any other future rail network should
be developed as interchange stations/convergence zone. The change over facilities should include
approach roads, pedestrian walkways, shuttle services, wherever feasible parking, areas for various
modes including feeder buses, and adequate public conveniences, etc.
MODAL SPLIT
The transport network is based on the modal split for Delhi to move 280 lakh trips by the year
2021as given below:
1. Present Scenario As per Modal Split (2001) among the vehicular trips, maximum 60% trips are
being performed by buses, which include chartered and school buses. The personalised modes of
transport are carrying about 35.9% of vehicular trips.
INTERCITY PASSENGER
MOVEMENT
On a normal weekday 56.46% of the commuters come to Delhi by Road, 42.67% by Rail and 0.87%
by Air.
RAIL
At present there are 43 railway stations in Delhi. The total passengers catered to at these stations
in 2001 are 12.08 lakhs/day including about 9.06 lakhs commuters.
The New Delhi as well as Delhi main railway stations are to be integrated with the MRTS stations
and the areas are to be developed as major interchange points for the passenger movement within
the city. Integration of Inter State Bus Terminus with Delhi main railway station is proposed and the
land to be made available by the shifting of IP University being run from earlier campus of Delhi
College of Engineering. Since about 75% of the total passengers are commuters, therefore in order
to facilitate improvement in their movement between Delhi and surrounding towns either of the
following is proposed based on the feasibility by the concerned authorities:
i. Extension of MRTS.
ii. Provision of dedicated railway corridor with supplementary feeder bus services for linking with
other modes of transport.(IRBT Corridors) Medium Total Passengers Commuters
The total passenger trips per day catered by road based transport are 15.97 lakhs out of which
about 9.54 lakhs (60%) are commuters. Majority of such trips are by bus. Out of four new Interstate
Bus Terminals (ISBT) as proposed in MPD-2001 yet to be developed as a part of Metropolitan Rail
terminals, only one at Anand Vihar in East Delhi has been developed. The terminal at Dwarka
(Bhartal) has also been included in Dwarka Project. The remaining two at Okhla (Madanpur Khadar)
and Narela (Holambikalan) have not been developed. In order to cater to the additional passenger
requirements, it is proposed to develop the following ISBTs each of 10 Ha area along the
Metropolitan Passenger
Apart from above ISBTs, it is proposed to identify exclusive bus terminal sites at the intersection
points of NH and outer ring road/ring road to cater to the passenger movement.
A smaller Terminal at Narela Railway Station and ISBT along G.T. Road may be considered. This
concept can be applied wherever possible to intercept Intercity Passenger Traffic at Arterial roads.
AIR
The International and Domestic air passenger movement in Delhi is catered by Indira Gandhi
International Airport and Palam Airport respectively. Both the Airports have been linked to other
parts of the city and urban extension through the transport network to facilitate fast movement. In
view of the growing importance of the capital city at the international level, and general increase in
air travel, it is anticipated that air travel will see a quantum jump. Therefore the concerned
authorities should take appropriate measures to handle the future air traffic through augmentation
of facilities within the existing airport sites and proposed new sites in the National Capital Region.
GOODS MOVEMENT
With the expansion of commercial and industrial activities in Delhi Metropolitan Area, the goods
movement within urban area and outside has grown considerably leading to environmental
deterioration in the city
1. Goods movement by Rail Presently the goods are terminating as below: - Iron and Steel-
Tuglaqabad (Bahadurgarh) thereafter by road to Naraina Food Grains- Delhi Cantt., Narela,
GhevraCoal- Badarpur Border, Rajghat,
2. Goods movement by Road Out of the total Goods traffic volume, major share is handled by the
points at NH-8, NH-1, NH-24 and Kalindi Kunj. On an average day in 2001, 68,808 goods vehicles are
entering and/or leaving Delhi. Movement of incoming /outgoing Goods traffic on different
highways and other major roads on average weekdays is given as under:
INTEGRATED FREIGHT COMPLEX
For the integration of goods movement by road and rail, Integrated freight complexes have been
recommended. These would consist of wholesale market, warehousing, road (trucks) and rail
transport terminals so as to curtail the movement of heavy vehicles within the complex (also refer
section on wholesale markets under trade and commerce). The freight complexes are to be located
in the places where they intercept the maximum possible regional goods traffic entering Delhi.
Based on the pattern of goods traffic movement in Delhi, the following four sites for integrated
freight complexes (IFC) proposed as per MPD- 2001 are presently at various stages of planning and/
or development and one more new site is proposed in Urban Extension area:
i. Madanpur Khadar (NH-2)
ii. Gazipur (NH-24)
iii. Narela (NH-1)
FUEL STATIONS
The environmental concerns have be constantly advocating identification of clean and environment
friendly fuels. Presently, the main fuel types being used include: Petrol, Diesel and CNG. These fuels
are being made available from Petrol Pumps and CNG stations. With the advancement of
technology some new types of clean fuels may also be used in future. It is proposed that fuel
stations may be permitted in all use zones except in Ridge/ Regional park, City/District Park and
developed recreational areas and parks.
FUEL STATIONS IN URBAN AREAS.
At the time of preparation of layout plans of various use zones namely: residential commercial,
industrial, PSP facilities and other areas the location of Fuel Stations should be provided as per the
following norms:
2 DEVELOPMENT CONTROLS
The regulations for locating the fuel stations cum-service stations, the development control and
permissibility shall be governed by the policy / decision by competent Authority /Government
Notification issued from time to time.

PARKING

At the time of preparation of layout plans of various use zones namely: residential commercial,
industrial, PSP facilities and other areas the location of Fuel Stations should be provided as per the
following norms: With the phenomenal increase in personalized motor vehicles, one of the major
problems being faced today is an acute shortage of parking space. In the absence of adequate
organized parking space and facilities, valuable road space is being used for vehicular parking. The
problem of parking in the city can be broadly divided into the following categories:

v. Along streets, which are commercialised.

vi. In planned commercial centres.

vii. In residential colonies.

viii. In the large institutional complexes.

However, actual experience has shown that: -

(a) The provisions relating to parking within the plot area are normally not adhered resulting in
vehicles spilling over on to the roads and adding to congestion; and

(b) The norms themselves appear to be considerably on the lower side keeping in view the actual
vehicle use, both in terms of the multiple vehicle ownership in the same family and the pattern of
individual private vehicle use.

In the above background, the whole subject of parking has become a matter of serious public
concern and requires a carefully considered policy and planned measures to alleviate the problem
to the maximum feasible extent in existing areas and for adequate provisioning with reference to
future developments. Various suggestions have been made in this regard. In a report submitted to
the Supreme Court by the Environment Pollutions (Preventive and Control) Authority for the
National Capital Region; it was suggested that the approach should be focused more on demand
management (restricting vehicle numbers) through parking control and pricing rather than only on
increasing of supply of parking in the face of growing demand. This aspect will have to be kept in
view at the policy level. In this background, the following measures are proposed: -

PARK AND RIDE

Apart from providing Park and Ride facilities with reference to integration between the Road and
Metro Rail/ Rail Transport systems such facilities would also need to be provided with a view to
reducing the problem of parking on main arterial roads in the context of identified work and activity
centres which may not be directly connected by the MRTS and to encourage use of public
transport.

PUBLIC PARKING

The major effort will, however, have to come through the creation of public facilities in designated
commercial/work centres and other areas and corridors where significant commercial activity has
developed by way of mixed land use. In the context of the latter, it would also need to be linked to
pedestrianisation within the identified areas. In the above background following steps would be
necessary: -

i. All existing areas of Concentration of business / commercial activity, where absence of adequate
parking and congestion is visible, should be identified and listed, and based on studies of vehicle
volumes specific projects for multi level parking, using the latest available technologies should be
formulated and implemented in a time bound manner.

ii. Major corridors along which commercial activity has grown over the years by way of mixed land
use with/without authorisation should be identified and taken up for redevelopment with a major
objective being the identification and development of open areas for parking, green development
and pedestrianisation.

iii. In all new Commercial / Business/ Industrial centres, adequate parking on the surface as well as
below and above the ground must be provided. Revised norms in terms of Equivalent Car Space
(ECS) are being provided and would need to be strictly adhered to and enforced.

iv. The development of multi level parking facilities may be taken up, wherever, feasible in a public
private partnership framework, with private sector investment and involvement, for which
incentives may be provided by way of land use and FAR etc.

v. The use of basement wherever provided for parking, must be strictly adhered to.

vi. Stringent provisions by way of fine and other penal actions need to be provided for violation of
parking rules.

vii. A graded parking fees structure should be evolved as of measure of parking demand
management, and encouraging use of public transport.

viii. Serious consideration should be given to evolve a policy linking registration of new vehicles to
availability of owner parking facilities.

ix. All encroachments on land earmarked for public parking should be removed. However Public
Parking Areas may be used for Second Hand Car Bazar on payment basis only during holidays
subject to meeting requirement / conditions of the concerned authorities.

PARKING FACILITIES IN DTC DEPOTS

The use of DTC terminals and depots for development of public parking along with parking of DTC
buses, private buses and Chartered buses, should be explored and specific projects developed.

UNDERGROUND PARKING

Based on the site feasibility, parking facilities can be created under the open spaces without
disturbing the green areas on the surface and surrounding environment. The approvals from the
concerned agencies are mandatory before taking up such works

PARKING IN RESIDENTIAL AREAS

Over the years a large number of the residential areas have also been experiencing severe
problems of vehicular congestion and shortage of parking space. Most of the parking is, in fact,
being done on the road, which significantly reduces the carriageway width. The problem has been
exacerbated by the traffic congestion generated by schools in gross residential use areas. Some
measures required to alleviate the problem, to some extent, will be as under: -

i. All the encroachments on residential streets in the form of kitchen gardens/roadside private
greens, large projections/ramps, etc. need to be removed.

ii. The road cross sections may be redesigned wherever possible to accommodate planned car
parking along residential streets, and also create more surface movement space.

iii. Other options, in selected areas, such as creation of underground parking below parks and open
space will also have to be considered.

iv. The RWAs will have to be called upon to participate in this process by raising contributions from
the residents on the basis of objective criteria such as number of cars owned, etc.

v. The problem of congestion arising on account of the traffic generated by schools have to be
specifically addressed, and the main responsibility for putting up the required additional facilities
has to be borne by the schools themselves. Policy guidelines will have to be evolved for this
purpose.

PARKING STANDARDS

Parking being one of the utilities is permitted in all use zones except in ridge/ regional park,
developed recreational areas and parks as per the approved layout plan. Parking standard have
been prescribed in each use premises.

However, where it is not prescribed, it will be followed as per standards given in Development Code
section of the Master Plan. The standards given are in Equivalent Car Space (ECS) which include
parking for all types of vehicles i.e. cars, scooters, cycles, light and heavy commercial vehicles,
buses etc. Parking adequacy statement/study for large projects like Stadia, Shopping Malls,
Multiplexes will be desirable.

MULTI LEVEL PARKING

Multi level parking facility is to be preferably developed in the designated parking spaces or in the
vacant areas/undeveloped green area, with the following Development Controls:

i. Minimum Plot Size-1000 sqm (However specific proposal, which are technically feasible and
viable, could be considered on a cases by case basis for smaller plots by the Authority.)

ii. In addition to the permissible parking spaces (ECS) on max. FAR, 3 times additional space (ECS)
has to be provided for parking component only.

iii. Max. FAR permitted: 100

iv. However, maximum ground coverage, FAR, height and setbacks to be permitted could be
considered case-by-case basis subject to technical viability and feasibility.

v. In case of comprehensive schemes, development controls including height shall be as per

approved scheme.

vi. Number of basements - No Limit subject to adequate safety measures.

REGISTRATION AND LICENSING

The aspects of Registration and training of transport operators / drivers needs to be viewed as an
important element of the overall transport plan and policy.

BARRIER FREE ENVIRONMENT

A major consideration in the planning and design of outdoor and indoor movement should be that
people with disability, older persons and people in wheel chairs could move about the without help
from others. This requires that:

Paths and pavement shall be flat, uniform slip-free and free from unnecessary obstacles.

Orientation points and guide routes may be provided for usually disabled people;

Information and warning signs must be understandable, clear and well lit.
 QUESTION 5 - Evolution of Planning Legislation in
India
RAJAT GOEL
NYONIKA OBERIO

Background
Planning of town and cities in India dates back to the Vedic times.
Mansara Shilpa Shastra is the oldest known scripture in India which talks about town and village
planning.
During the modern times, the organized efforts for the Town Planning started during British
period, which not only provided legal support, but also provided a guideline for preparing planning
proposals.
The history of contemporary planning practice in India dates back to the enactment of the
Bombay Improvement Trust Act 1920. BACKGROUND
The visit of Sir Patrick Geddes to India and his propagation of the work -home place theory laid
the foundation for the setting up of Improvement Trusts and subsequently thinking process for
enactment of Town and Country Planning Acts in various States and the establishment of State
T&CP Departments.
Following this, Urban Development Authorities were set up under Development Authority Acts
for addressing the problems of fast growing towns and cities and formulating Master Plans which
apart from having strong spatial connotations also have both social and economic aims.

Evolutionary Process of Acts City Improvement acts

Bombay Improvement act 1898
Mysore Improvement Act 1903
Calcutta improvement Act1911

Town Planning act

Bombay town planning act, 1915
Madras town planning act, 1920
Madhya Pradesh town planning act, 1948
Jammu and Kashmir town planning act, 1963

Town and Improvement trust acts

Bihar town planning and Improvement trust act, 1931
Orissa town planning and Improvement trust act, 1956

Town and country planning acts

Assam town and country planning act, 1959
Mysore town and country planning act, 1961
Gujarat town and country planning act, 1964

Statutory Process For Planned Development Of Towns And Cities

Statutory process of master plan formulation in India was inspired by the erstwhile
comprehensive planning system envisaged under the Town and Country Planning Act, 1947 of
United Kingdom.

As most of the Town Improvement Trust Acts then in force in various states did not contain
provisions for preparation of Master Plans, a need was felt to have a Comprehensive Town and
Country Planning Act on the lines of U.K.

Accordingly, Central Town and Country Planning Organization or TCPO drafted the Model Town
and Regional Planning and Development Law in 1962, which formed the basis for various States to
enact Town and Country Planning Acts, with modifications to suit local conditions.

Model Law was revised by TCPO in year 1985 as Model Regional and Town Planning and
Development Law to enact a comprehensive urban and regional planning legislation in all the
States and UTs.
PLANNING COMMISSION

The planning commission is an organization in the government of India which formulates India's
five year plan

It was set up on 15 mar, 1950 with prime minister Jawaharlal Nehru as the chairman

FIVE YEAR PLAN

It is the plan document constructed on the basis of recommendation made by a large number of
working groups which deal with the major sector of economic activities.
It lays down broad strategies, objectives, growth rate, sectoral targets etc.

Components of five year plans

Central component
State component

In the introduction to the five year plan, Jawaharlal Nehru said "planning is a continuous
movement towards desired goals".

In India five year plans have been implemented since 1st April 1951
National Institution for Transforming India Aayog

Formed -1January 2015

A group of people with authority entrusted by the government to formulate/regulate policies
concerning transforming India.
It is a commission to help government in social and economic issues.
Also it's an Institute of think tank with experts in it.
Q6. (i) Land acquisition act 2013
ARJUN MIDDHA

Title of the act- THE RIGHT TO FAIR COMPENSATION AND TRANSPARENCY IN LAND
ACQUSITION, REHABILITATION AND RESETTLEMENT ACT, 2013
What is the significance of the new title The right to fair compensation and transparency in
land acquisition, rehabilitation and resettlement Act 2013?
The title of the old law conveyed that its primary purpose was to expedite the acquisition of land.
However, the principle objective of the new Bill was fair compensation, thorough resettlement and
rehabilitation of those affected, adequate safeguards for their well-being and complete transparency
in the process of land acquisition. The title has been amended to reflect this.
Why was there a need for a new Bill?
There is unanimity of opinion across the social and political spectrum that the current Law (The
Land Acquisition Act 1894) suffers from various shortcomings. Some of these include:
Forced acquisitions: Under the 1894 legislation once the acquiring authority has formed the
intention to acquire a particular plot of land, it can carry out the acquisition regardless of how the
person whose land is sought to be acquired is affected.
No safeguards: There is no real appeal mechanism to stop the process of the acquisition. A hearing
(under section 5A) is prescribed but this is not a discussion or negotiation. The views expressed are
not required to be taken on board by the officer conducting the hearing.
Silent on resettlement and rehabilitation of those displaced: There are absolutely no provisions
in the 1894 law relating to the resettlement and rehabilitation of those displaced by the acquisition.
Urgency clause: This is the most criticised section of the Law. The clause never truly defines what
constitutes an urgent need and leaves it to the discretion of the acquiring authority. As a result almost
all acquisitions under the Act invoke the urgency clause. This results in the complete dispossession
of the land without even the token satisfaction of the processes listed under the Act.
Low rates of compensation: The rates paid for the land acquired are the prevailing circle rates in
the area which are notorious for being outdated and hence not even remotely indicative of the actual
rates prevailing in the area.
Litigation: Even where acquisition has been carried out the same has been challenged in litigations
on the grounds mentioned above. This results in the stalling of legitimate infrastructure projects.
Recent observations by the Supreme Court: Justice Ganpat Singhvi of the Supreme Court has
observed, in the wake of repeated violations that have come to light over the last few months, that
the law has become a fraud. He observed that the law seems to have been drafted with scant
regard for the welfare of the common man.
Another bench of the Supreme Court has echoed this sentiment in its observation that [T] he
provisions contained in the Act, of late, have been felt by all concerned, do not adequately protect
the interest of the land owners/persons interested in the land. The Act does not provide for
rehabilitation of persons displaced from their land although by such compulsory acquisition, their
livelihood gets affected To say the least, the Act has become outdated and needs to be replaced at
the earliest by fair, reasonable and rational enactment in tune with the constitutional provisions,
particularly, Article 300A of the Constitution. We expect the law making process for a
comprehensive enactment with regard to acquisition of land being completed without any
unnecessary delay.

Highlights of the bill

Compensation: Given the inaccurate nature of circle rates, the Bill proposes the payment of
compensations that are up to four times the market value in rural areas and twice the market value in
urban areas.
R&R: This is the very first law that links land acquisition and the accompanying obligations for
resettlement and rehabilitation. Over five chapters and two entire Schedules have been dedicated to
outlining elaborate processes (and entitlements) for resettlement and rehabilitation. The Second
Schedule in particular outlines the benefits (such as land for land, housing, employment and
annuities) that shall accrue in addition to the one-time cash payments.
Retrospective operation: To address historical injustice the Bill applies retrospectively to cases
where no land acquisition award has been made. Also in cases where the land was acquired five
years ago but no compensation has been paid or no possession has taken place then the land
acquisition process will be started afresh in accordance with the provisions of this act.
Multiple checks and balances: A comprehensive, participative and meaningful process
(involving the participation of local Panchayati Raj institutions) has been put in place prior to the
start of any acquisition proceeding. Monitoring committees at the national and state levels to ensure
that R&R obligations are met have also been established.
Special safeguards for tribal communities and other disadvantaged groups: No law can be
acquired in scheduled areas without the consent of the Gram Sabhas. The law also ensures that all
rights guaranteed under such legislation as the Panchayat (Extension to Scheduled Areas) Act 1996
and the Forest Rights Act 2006 are taken care of. It has special enhanced benefits (outlined in a
dedicated chapter) for those belonging to Scheduled Castes and Scheduled Tribes.
Safeguards against displacement: The law provides that no one shall be dispossessed until and
unless all payments are made and alternative sites for the resettlement and rehabilitation have been
prepared. The Third Schedule even lists the infrastructural amenities that have to be provided to
those that have been displaced.
Compensation for livelihood losers: In addition to those losing land, the Bill provides
compensation to those who are dependent on the land being acquired for their livelihood.
Consent: In cases where PPP projects are involved or acquisition is taking place for private
companies, the Bill requires the consent of no less than 70% and 80% respectively (in both cases) of
those whose land is sought to be acquired. This ensures that no forcible acquisition can take place.
Caps on acquisition of multi-crop and agricultural land: To safeguard food security and to
prevent arbitrary acquisition, the Bill directs states to impose limits on the area under agricultural
cultivation that can be acquired.
Return of unutilized land: In case land remains unutilized after acquisition, the new Bill
empowers states to return the land either to the owner or to the State Land Bank.
Exemption from income tax and stamp duty: No income tax shall be levied and no stamp duty
shall be charged on any amount that accrues to an individual as a result of the provisions of the new
law.
Share in appreciated land value: Where the acquired land is sold to a third party for a higher
price, 40% of the appreciated land value (or profit) will be shared with the original owners.
SMART CITY

Sanshul Khokher
4-A

The first question is what is meant by a smart city. The answer is, there is no universally accepted
definition of a Smart City. It means different things to different people. The conceptualisation of Smart City,
therefore, varies from city to city and country to country, depending on the level of development,
willingness to change and reform, resources and aspirations of the city residents. A Smart City would have a
different connotation in India than, say, Europe. Even in India, there is no one way of defining a Smart City.
Some definitional boundaries are required to guide cities in the Mission. In the imagination of any city
dweller in India, the picture of a Smart City contains a wish list of infrastructure and services that describes
his or her level of aspiration. To provide for the aspirations and needs of the citizens, urban planners ideally
aim at developing the entire urban eco-system, which is represented by the four pillars of comprehensive
development, that are institutional, physical, social and economic infrastructure. This can be a long term
goal and cities can work towards developing such comprehensive infrastructure incrementally, adding on
layers of smartness. In the approach to the Smart Cities Mission, the objective is to promote cities that
provide core infrastructure and give a decent quality of life to its citizens, a clean and sustainable
environment and application of Smart Solutions. The focus is on sustainable and inclusive development and
the idea is to look at compact areas, create a replicable model which will act like a light house to other
aspiring cities. The Smart Cities Mission of the Government is a bold, new initiative. It is meant to set
examples that can be replicated both within and outside the Smart City, catalysing the creation of similar
Smart Cities in various regions and parts of the country.

The core infrastructure elements in a Smart City would include:

adequate water supply,

assured electricity supply,
sanitation, including solid waste management,
efficient urban mobility and public transport,
affordable housing, especially for the poor,
robust IT connectivity and digitalization,
good governance, especially e-Governance and citizen participation,
sustainable environment,
safety and security of citizens, particularly women, children and the elderly, and
health and education.

These are the general solutions used to make a city smart:-

E-GOVERNANCE AND CITIZEN SERVICES

Public information, grievance redressal

Electronic service delivery

 Citizen engagement

Citizens- citys eyes and ears

Video crime monitoring

WASTE MANAGEMENT

Waste to energy and fuel

Waste to compost

Waste water to be treated

Recycling and reduction of C&D waste

ENERGY MANAGEMENT

smart meters and management

Renewable sources of energy

Energy efficient and green buildings

WATER MANAGEMENT

Smart meters and management

Leakage identification, preventive maintenance

Water quality monitoring

URBAN MOBILITY

Smart parking

Intelligent traffic management

Integrated multi-modal transport

OTHERS

Tele- medicine and tele education

Trade facilitation centres

Skill development centres

Accordingly, the purpose of the Smart Cities Mission is to drive economic growth and improve the quality of
life of people by enabling local area development and harnessing technology, especially technology that
leads to Smart outcomes. Area-based development will transform existing areas (retrofit and redevelop),
including slums, into better planned ones, thereby improving liveability of the whole City. Greenfield will be
developed around cities in order to accommodate the expanding population in urban areas. Application of
Smart Solutions will enable cities to use technology, information and data to improve infrastructure and
services. Comprehensive development in this way will improve quality of life, create employment and
enhance incomes for all, especially the poor and the disadvantaged, leading to inclusive Cities.
Some typical features of comprehensive development in Smart Cities are described below.

Promoting mixed land use in area-based developments -planning for unplanned areas containing
a range of compatible activities and land uses close to one another in order to make land use more
efficient. The States will enable some flexibility in land use and building bye-laws to adapt to change
Housing and inclusiveness - expand housing opportunities for all
Creating walkable localities- reduce congestion, air pollution and resource depletion, boost local
economy, promote interactions and ensure security. The road network is created or refurbished not
only for vehicles and public transport, but also for pedestrians and cyclists, and necessary
administrative services are offered within walking or cycling distance
Preserving and developing open spaces - parks, playgrounds, and recreational spaces in order to
enhance the quality of life of citizens, reduce the urban heat effects in Areas and generally promote
eco-balance
Promoting a variety of transport options - Transit Oriented Development (TOD), public transport
and last mile Para-transport connectivity
Making governance citizen-friendly and cost effective - increasingly rely on online services to bring
about accountability and transparency, especially using mobiles to reduce cost of services and
providing services without having to go to municipal offices; form e-groups to listen to people and
obtain feedback and use online monitoring of programs and activities with the aid of cyber tour of
worksites
Giving an identity to the city - based on its main economic activity, such as local cuisine, health,
education, arts and craft, culture, sports goods, furniture, hosiery, textile, dairy, etc;
Applying Smart Solutions to infrastructure and services in area-based development in order to make
them better. For example, making Areas less vulnerable to disasters, using fewer resources, and
providing cheaper services.

STRATEGY
The strategic components of Area-based development in the Smart Cities Mission are city improvement
(retrofitting), city renewal (redevelopment) and city extension (Greenfield development) plus a Pan-city
initiative in which Smart Solutions are applied covering larger parts of the city. Below are given the
descriptions of the three models of Area-based Smart City Development:

Retrofitting will introduce planning in an existing built-up area to achieve Smart City objectives, along with
other objectives, to make the existing area more efficient and liveable. In retrofitting, an area consisting of
more than 500 acres will be identified by the city in consultation with citizens. Depending on the existing
level of infrastructure services in the identified area and the vision of the residents, the cities will prepare a
strategy to become smart. Since existing structures are largely to remain intact in this model, it is expected
that more intensive infrastructure service levels and a large number of smart applications will be packed into
the retrofitted Smart City. This strategy may also be completed in a shorter time frame, leading to its
replication in another part of the city.

Redevelopment will effect a replacement of the existing built-up environment and enable co-creation of a
new layout with enhanced infrastructure using mixed land use and increased density. Redevelopment
envisages an area of more than 50 acres, identified by Urban Local Bodies (ULBs) in consultation with
citizens. For instance, a new layout plan of the identified area will be prepared with mixed land-use, higher
FSI and high ground coverage. Two examples of the redevelopment model are the Saifee Burhani Upliftment
Project in Mumbai (also called the Bhendi Bazaar Project) and the redevelopment of East Kidwai Nagar in
New Delhi being undertaken by the National Building Construction Corporation.
Greenfield development will introduce most of the Smart Solutions in a previously vacant area (more than
250 acres) using innovative planning, plan financing and plan implementation tools (e.g. land pooling/ land
reconstitution) with provision for affordable housing, especially for the poor. Greenfield developments are
required around cities in order to address the needs of the expanding population. One well known example
is the GIFT City in Gujarat. Unlike retrofitting and redevelopment, greenfield developments could be located
either within the limits of the ULB or within the limits of the local Urban Development Authority (UDA).

Pan-city development envisages application of selected Smart Solutions to the existing city-wide
infrastructure. Application of Smart Solutions will involve the use of technology, information and data to
make infrastructure and services better. For example, applying Smart Solutions in the transport sector
(intelligent traffic management system) and reducing average commute time or cost to citizens will have
positive effects on productivity and quality of life of citizens. Another example can be waste water recycling
and smart metering which can make a substantial contribution to better water management in the city.
Atal Mission for Rejuvenation and Urban Transformation
(AMRUT)

Mission Statement & Guidelines

MOHIT GUPTA
4A
Contents
1. Thrust areas

2. Coverage

3. Mission Components

4. Fund Allocation

5. Components to be Funded

6. Preparation of Service Level Improvement Plans (SLIPs)

7. State Annual Action Plan (SAAP)

8. Execution

9. Release of funds

10. Programme Management Structure

11. Appraisal of DPRs for projects

12. Urban Reforms

13. Capacity building

14. Monitoring of projects

15. District Level Review and Monitoring Committee (DLRMC)

16. Audit and litigation matters

17. Incomplete projects of JnNURM

Atal Mission for Rejuvenation and Urban Transformation (AMRUT)

Providingbasic services (e.g. water supply, sewerage, urban transport) to households and
build amenities in cities which will improve the quality of life for all, especially the poor and
the disadvantaged is a national priority. An estimate of the funds required over a 20 year
period, at 2009-10 prices, was made by the High Powered Expert Committee (HPEC) during
2011. The Committee estimated that Rs. 39.2 lakh crore was required for creation of urban
infrastructure, including Rs. 17.3 lakh crore for urban roads and Rs. 8 lakh crore for services,
such as water supply, sewerage, solid waste management and storm water drains.
Moreover, the requirement for Operation and Maintenance (O&M) was separately
estimated to be Rs. 19.9 lakh crore.
Learnings from the earlier Mission have shown that infrastructure creation should have a
direct impact on the real needs of people, such as providing taps and toilet connections to
all households. This means that the focus should be on infrastructure creation that has a
direct link to provision of better services to people and this was explicitly stated by the
President of India in his speeches to the Joint Sessions of the Parliament on 9 June, 2014
and 23 February, 2015.
Therefore, the purpose of Atal Mission for Rejuvenation and Urban Transformation
(AMRUT) is to (i) ensure that every household has access to a tap with assured supply of
water and a sewerage connection; (ii) increase the amenity value of cities by developing
greenery and well maintained open spaces (e.g. parks); and (iii) reduce pollution by
switching to public transport or constructing facilities for non-motorized transport (e.g.
walking and cycling). All these outcomes are valued by citizens, particularly women, and
indicators and standards have been prescribed by the Ministry of Urban Development
(MoUD) in the form of Service Level Benchmarks (SLBs).
However, the pursuit of better outcomes will not stop with the provision of taps and
sewerage connections to all (universal coverage). Other benchmarks will be targeted
following a step-by-step process after achieving the benchmark of universal coverage. Such
a gradual process of achieving benchmarks is called incrementalism. This does not mean
that other SLBs are less important, but that in the incremental process SLBs are achieved
gradually according to National Priorities. In the case of urban transport the benchmark will
be to reduce pollution in cities while construction and maintenance of storm water drains is
expected to reduce, and ultimately eliminate, flooding in cities, thereby making cities
resilient.
Earlier, the MoUD used to give project-by-project sanctions. In the AMRUT this has been
replaced by approval of the State Annual Action Plan once a year by the MoUD and the
States have to give project sanctions and approval at their end. In this way, the AMRUT
makes States equal partners in planning and implementation of projects, thus actualizing
the spirit of cooperative federalism.
A sound institutional structure is the foundation to make Missions successful. Therefore,
Capacity Building and a set of Reforms have been included in the Mission. Reforms will
lead to improvement in service delivery, mobilization of resources and making municipal
functioning more transparent and functionaries more accountable, while Capacity Building will
empower municipal functionaries and lead to timely completion of projects.

Thrust areas
 The Mission will focus on the following Thrust Areas:

i. water supply,

ii. sewerage facilities and septage management,

iii. storm water drains to reduce flooding,

iv. pedestrian, non-motorized and public transport facilities, parking spaces, and

v. enhancing amenity value of cities by creating and upgrading green spaces, parks and
recreation centers, especially for children.

vi. Coverage

vii. Five hundred cities will be taken up under AMRUT. The list of cities will be notified at an
appropriate time. The category of cities that will be covered in the AMRUT is given below:

viii. All Cities and Towns with a population of over one lakh with notified Municipalities,
including Cantonment Boards (Civilian areas),

ix. All Capital Cities/Towns of States/ UTs, not covered in 2.1(i),

x. All Cities/ Towns classified as Heritage Cities by MoUD under the HRIDAY Scheme,

xi. Thirteen Cities and Towns on the stem of the main rivers with a population above 75,000
and less than 1 lakh, and

xii. Ten Cities from hill states, islands and tourist destinations (not more than one from each
State).

xiii. Mission Components

xiv. The components of the AMRUT consist of capacity building, reform implementation, water
supply, sewerage and septage management, storm water drainage, urban transport and
developmentofgreenspacesandparks. Duringtheprocessofplanning, the Urban Local Bodies
(ULBs) will strive to include some smart features in the physical infrastructure components.
The details of the Mission components are given below.

xv. Water Supply

xvi. Water supply systems including augmentation of existing water supply, water treatment
plants and universal metering.

xvii. Rehabilitation of old water supply systems, including treatment plants.

xviii. Rejuvenation of water bodies specifically for drinking water supply and recharging of
ground water.

xix. Special water supply arrangement for difficult areas, hill and coastal cities, including those
having water quality problems (e.g. arsenic, fluoride)
 xx. Sewerage

xxi. Decentralised, networked underground sewerage systems, including augmentation of

existing sewerage systems and sewage treatment plants.

xxii. Rehabilitation of old sewerage system and treatment plants. Recycling of water for
beneficial purposes and reuse of wastewater.

xxiii. Septage

xxiv. Faecal Sludge Management- cleaning, transportation and treatment in a cost-effective

manner.

xxv. Mechanical and biological cleaning of sewers and septic tanks and recovery of operational
cost in full.

xxvi. Storm Water Drainage

xxvii. Construction and improvement of drains and storm water drains in order to reduce and
eliminate flooding.

xxviii. Urban Transport

xxix. Ferry vessels for inland waterways (excluding port/bay infrastructure) and buses.

xxx. Footpaths/walkways, sidewalks, foot over-bridges and facilities for non-motorised

transport (e.g. bicycles).

xxxi. Multi-level parking.

xxxii. Bus Rapid Transit System (BRTS).

Fund Allocation
The total outlay for AMRUT is Rs. 50,000 crore for five years from FY 2015-16 to FY 2019-20
and the Mission will be operated as a Centrally Sponsored Scheme. The AMRUT may be
continued thereafter in the light of an evaluation done by the MoUD and incorporating
learnings in the Mission. The Mission funds will consist of the following four parts:
Project fund - 80% of the annual budgetary allocation. Incentive for Reforms - 10% of the
annual budgetary allocation.
State funds for Administrative & Office Expenses (A&OE) - 8% of the annual budgetary
allocation
MoUD funds for Administrative & Office Expenses (A&OE) - 2% of the annual budgetary
allocation
However, for FY 2015-16 the project fund would be 90% of the annual budgetary allocation
as incentive for Reforms will be given only from FY 2016-17 onwards. The Mission funds
would be allocated to States/UTs based on the following principles.
 1. Project Fund

The project fund will be divided among States/UTs at the beginning of each year. An
equitable formula will be used to distribute the annual budgetary allocation in which equal
(50:50) weightage is given to the urban population of each State/UT (Census 2011) and the
number of statutory towns in the State/UT. As the number of statutory towns are notified
by States/UTs and will change during the Mission period, the formula will take into account
changes in this number every year. The amount of project fund allocated will be informed
to the States/UTs at the appropriate time. The Central Assistance (CA) for the projects will
be in three instalments of 20:40:40 of the approved cost (Refer para 9).
1. Incentive for Reform

One purpose of the Mission is to improve governance through a set of Reforms. During the
Mission period, 11 Reforms will be implemented. The list is given in Annexure 1. The
following principles will govern the grant of incentives to States.
Past exprience shows that projects get delayed if release of project funds is linked to non-
completion of Reforms. Therefore, the AMRUT shifts from penalization to
incentivization. Ten percent of the annual budget allocation shall be kept apart and given to
the States/UTs every year as incentive for achievement of Reforms. The Mission will give
incentives for the previous year at the start of the succeeding Financial Year (FY). The
States/UTs shall do the self-assessment in the prescribed procedure given in Table 5.5 of
Annexure 2. The National Mission Directorate, on receipt of the self- assessment, will
announce the award of incentive to the States.
The incentive fund is an additionality that will be provided by the MoUD and no matching
funds will be required to be given by the State/ULB.
The State High Power Steering Committee (SHPSC) will decide the use of the incentive
amount. The incentive award will only be used in Mission cities on admissible components
of the AMRUT, including new projects. The SHPSC will inform the MoUD of the use of
incentive funds on projects.
The incentive cannot be used as the State share in project in the AMRUT, but can be used
by the ULBs for their project funding.
Unutilised funds for Reform incentives will be transferred to Project Fund every year.
State Fund (Administrative & Office Expenses)
The funds will be allocated to all States/UTs on the equitable formula given in para 4.2.
The use of these funds will be recommended by the SHPSC and will form a part of the State
Annual Action Plan (SAAP).
This fund will be utilised for capacity building programmes and will not be used for
purchase of vehicles, construction and maintenance of buildings, creation of posts,
payment of salary and purchase of furniture and fixtures, etc.
Hiring of professionals and support teams on contract to support the implementation of
Mission at all levels will be permissible as set out in the guidelines and after following fair
and transparent procedures.
The funds for capacity building will be released in similar instalments as given for project
funds above.
Taking up activities connected to E-Municipality as a Service (E-MAAS). Displaying the logo
and tagline of AMRUT prominently on all projects.
Institutional arrangements that support Mission implementation will be eligible to be
funded from this fund, including ongoing Comprehensive Capacity Building Programme
(CCBP) and Independent Review & Monitoring Agencies (IRMA).
MoUD Fund (Administrative & Office Expenses)
The fund will be utilized at the National Mission Directorate level (including the Urban
Transport Division) for capacity building, Mission Directorate, convening National &
regional workshops, giving awards and recognition of best practices, up-scaling and
replication of best practices and smart solutions, commissioning of research
and applied studies through, say, Centres of Excellence and other institutions and
international cooperation for capacity building and technology development.
Taking up activities connected to E-MAAS.
The Apex Committee will decide on the use of these funds for any other purpose.
Components to be Funded
The fundingpatternof projects indicatingthe share of Central Government/State
Government/ ULBs/private sector is given below.

S.No. Components Funding Pattern

1. Water Supply: One-third of the project cost as

grant from GoI for cities with a
New, augmentation and
population of above 10 lakh.
rehabilitation of water supply
system. One-half of the project cost as grant
for cities/towns with population up
Rejuvenation of water bodies for
to 10 lakh.
water supply and recharge of ground
water. Balance funding by State
Governments / ULBs or through
Special arrangements for difficult
private investment.
areas, hills and coastal cities.
2. Sewerage:
New, augmentation and
rehabilitation of sewerage systems
and treatment plants.
Recycling water for beneficial
purposes and
Reuse of waste water.
3. Septage:
Faecal sludge management
(cleaning, transporting and
treatment), particularly mechanical &
biological cleaning of septic tanks
and sewers.
The tender will include O & M for
five years based on user charges.
For the purpose of calculation of
the project cost, the O&M cost will
be excluded; however, the
States/ULBs will fund the O&M
through an appropriate cost
recovery mechanism in order to
make them self-reliant and cost-
effective.
The SLIPs (refer para 6) will first
provide for provision of water and
sewerage connections to all
households.

4. Storm water drains:

Construction & improvement of

drains and storm water drains

5. Urban transport:

Sidewalks, foot over bridges, non-

motorized transport, buses, BRTS,
multi- level parking, waterways and
ferry vessels.

6. Development of green spaces and

parks with special provision for child-
friendly components. For parks, ULBs
will have to establish a system for
maintenance with local resident
participation.

7. Capacity Building and Reforms

support
8. A&OE (PMU/PIU/DPR cost, etc.)

Preparation of Service Level Improvement Plans (SLIPs)

The primary purpose is to cover all households with water supply and sewerage (including
septage). For this the Service Level Improvement Plan (SLIP), as given in part 2 of Annexure
2, has to be prepared by each ULB and the strategic steps are given below.
Assess the service level gap: The AMRUT builds on the available data, information and plans
on water supply and sewerage with the States/ULBs. If we take the zone as the basic unit to
assess existing levels of coverage of water supply and sewerage, the number of households
in the zone having water tap/sewerage connections and those not having these facilities will
be taken from the Census (2011) or the baseline survey done by the MoUD1 (No new
baseline survey is envisaged and the State/ULB should accept /endorse the earlier
baseline). The zone-wise gaps will be added to arrive at the service level gap in water
supply and sewerage in the ULB.
Bridge the gap: Once the gap between the existing number of households having water and
sewerage/septage connections against the total number of households is computed, plans
will be prepared to bridge the gap by using one or more of the components set out in para
3 under the heads of water supply and sewerage/septage. All households in a zone will be
covered and this exercise should be done separately for water supply and sewerage and
will be a part of the SLIP (Table 2.1; Annexure 2).
Examine alternatives: The ULBs will have to examine alternatives available to them. For
example, one State/ULB may require addressing gaps in distribution. Another State/ULB
may require a common grid connecting many localities to a distant water source. In
sewerage, some States/ULBs may choose a mixof centralised anddecentralised systems.
AState/ULB with high urban densities may choose centralised network based systems.
Moreover, considering the cost of sewerage network systems, some ULBs may opt for
efficient septage management systems. Therefore, a one-size-fits-all approach will not work
and alternatives should be generated in order to do more with less resources and do it in a
way that the benefits reach the people in the form of taps and toilets.
Estimate the cost: The cost (both capital and O&M) of each project will be prepared based
on line (or abstract) estimates. An important output will be the total requirement of funds
for achieving universal coverage for water supply and sewerage (Master Plans) for each
ULB (see Table 2.1; Annexure 2) and the full State (see Table 3.1; Annexure 2). All relevant
and appropriate technical and financial norms prescribed in the JnNURM will apply to the
AMRUT Mission; no contingencies or cost escalation will be permissible and no incomplete
or already started projects will be included.
Prioritize: The maximum amount the Central Government will give as project finance is
given in para 5 above. If resources are available to achieve universal coverage in one year,
then the ULB will propose the same. However, if sufficient resources are not available to
achieve universal coverage in the ULB and the Mission has to be implemented in several
years, the ULB will prioritize the zones to be taken up in the first, second, third, fourth and
fifth year of the Mission. Universal coverage will start with water supply followed by
sewerage in that order. Depending on availability of funds, universal coverage of water
supply and sewerage can also be done together. After universal coverage is achieved, the
State/ULBs will decide on the next priority a ULB may decide to construct storm water
drains or fund urban transport depending on whether the local priority is to reduce
frequent flooding or reduce vehicle- induced pollution. All in all, universal coverage of
water and sewerage is a National Priority and this is the first objective to be achieved by
the States/ULBs.
However, as given in para 5 above, upto 2.5 percent of the annual allocation may be used to
develop parks having child friendly features together with preparing guidelines to entrust
park maintenance with funds and functionaries to the local interested stakeholders. This is
also a Reform in the AMRUT.
Out-of-box thinking: There should be a decisive break with the past during the preparation
of the SLIPs by the ULBs. For example, instead of pumping water from long distances
involving huge capital and electricity consumption costs, the States/ULBs should examine
alternatives, such as water recycling and reuse. The benchmark is that at least 20 percent
of the waste water generated in ULBs should be recycled and the norms for recycled water
for non-potable uses have already been prescribed. Another way is to make the water
system more efficient by reducing unaccounted water (non-revenue water) to less than 20
percent, which is also a part of the Reforms to be implemented by the States/ULBs and is
supported in the AMRUT.
During design and preparation of technical estimate, low cost options will be given
preference (frugal engineering) and Smart Solutions applied in order to reduce costs and
make services better. A list of Smart Solutions developed by the Centre for Development of
Advanced Computing (C-DAC) is given in Annexure 3.
Conditionalities: Non-availability of landor delayed availability was one of the key factors
that had delayed projects in the earlier Mission. Another connected issue is obtaining
clearances from other departments. Therefore, in the AMRUT no projects should be
included which do not have land available and no project work order should be issued if all
clearances

from all the departments have not been received by that time. Moreover, the cost of land purchase
will be borne by the States/ULBs. Finally, the AMRUT funds should not be used to complete some
components in the JnNURM which were shown in the Detailed Project Report submitted and
approved by the MoUD. For example, if the main lines have been laid by using JnNURM grants and
provision of taps was also a part of the project, but has not been provided by the ULB, then such left
over portions are not eligible for funding in the AMRUT.

Resilience: Incorporation of resilience and securing projects against disasters will be done at the
stage of preparation of the SLIP itself, particularly for the vulnerable and the poor, and at the
project development stage where disaster-secure engineering and structural norms would be
included in the design. This will be again ensured by the States/ULBs while preparing the SAAPs.

Financing: Financing of projects, including the O&M costs, is a key aspect of the SLIPs. For each
option, the capital cost and O&M cost has to be estimated. Different sources of finance have to be
identified. At the ULB level, the contribution from internal sources (e.g. taxes, fees, others), external
sources (e.g. transfers from States, project fund from Central/State Governments, others) and
possibilities of debt, bonds and others has to be assessed. The challenge is to motivate citizens to
share the additional cost. One way is to take a loan for project funding for a locality and repay the
loan through an increase in property taxes for, say, 10 years in that locality only. This is called Tax
Increment Financing (TIF).

Dovetailingoffundsthroughconvergencewithother Centraland State Government Programs/

Schemes with the AMRUT is also another source of funding. At the stage of preparation of SLIP
itself, cities must seek convergence with Smart Cities Mission, Swachh Bharat Mission (SBM),
National Heritage City Development and Augmentation Yojana (HRIDAY), Digital India, Skill
development, Namami Gange, Housing for All, etc.

Reforms: Implementation of Reforms is an important objective of the SLIP. The ULBs have to
prepare a roadmap for Reforms which will be consolidated by the State Mission Director and
included as part of the SAAP. Some Reforms require more funds than others. Assessment and
collection of user charges, property tax, fee, and so on are examples of activities requiring hardly
any additional funds. If funds are required to implement Reforms they can be accessed from, (i) the
allowed components of the AMRUT, (ii) the State A&OE funds, or (iii) the Capacity Building for
Urban Development (CBUD) program funded by the World Bank. All these should form part of the
SAAP; however, duplication and redundancy should be avoided at the time of preparing the SLIP
and the SAAP (Annexures 2 & 7).

State Annual Action Plan (SAAP)

The basic building block for the SAAP will be the SLIPs prepared by the ULBs. At the State level, the
SLIPs of all Mission cities will be aggregated into the SAAP. Therefore, the SAAP is basically a State
level service improvement plan indicating the year-wise improvements in water-supply and
sewerage connections to households.

Principles of Prioritization: The States will decide on the inter-ULB allocation based on gap analysis
and financial strength of ULBs and choose those ULBs in the first year that have higher gaps in
provision of water supply and sewerage. The prioritization of ULBs for funding will be done after
consultation with local MPs, Mayors and Commissioners of the concerned ULBs. Financially weaker
ULBs can be financed to a greater extent. Urban Local Bodies with a high proportion of urban poor
could receive a higher share. Moreover, the potential Smart cities will be given first preference
because the Smart Cities Mission and the AMRUT are complementary. Based on prioritization by the
States and resources available, the States will send the SAAP upto three times the Central
Assistance (CA) allocated to the State during 2015-16 (because a project is likely to take three years
for completion and the funding will be given in three instalments) and the outstanding CA of the
previous year plus the annual allocation of the year in the subsequent years. As a result, different
ULBs within a State may become entitled to different funding patterns, but the share of the Centre
will be fixed as given in these Guidelines.

Importance of O&M: Experience with past programmes has shown that once projects are
completed the ULBs pay little attention to the operation and maintenance of infrastructure assets
created. Therefore, projects being proposed to the MoUD in the SAAP will include O& M for at least
five years tobefundedbywayof levyof user chargesor other revenuestreams. However, for the
purpose of calculation of the project cost, the O&M cost will be excluded and the States/ULBs will
fund the O&M through an appropriate cost recovery mechanism in order to make them self-reliant
and cost-effective.
Financing of projects: Financing is an important element of the SAAP. The table given in para 5
indicates the maximum share which will be given by the Central Government. The States/ULBs have
to plan for the remaining resource generation at the time of preparation of the SAAP. The financial
share of cities will vary across States. In some States, the ULBs may be in a position to contribute
significantly to the project cost as compared to a ULB in another State. Accordingly, States have to
decide during formulation of the SAAP how the residual financing (over and above Central
Government share) is shared between the State, ULBs and any other source identified by the
State/ULB (e.g. PPP, market borrowing). However, the State contribution to the SAAP will not be
less than 20 percent of the total project cost.

Importantly, at the State level the SAAP should only contain those projects where complete project
cost is completely linked with revenue sources. This will include dovetailing with other sectoral and
financial programmes of the Centre and State Governments. A useful way is to create a Financial
Intermediary, also a Reform in the AMRUT, in order to pool funds from all sources and release funds
to ULBs in time. Such intermediaries will also be able to access external sources of finance, such as
debt and bonds, which small and financially distressed ULBs are unable to access. The potential
opened by the promulgation of Regulations by the SEBI for municipal bonds can be fully realized by
such an intermediary. During the process of developing the SAAP, the States/UTs should explore the
possibility of using Public Private

Partnerships (PPP), which should be the preferred execution model. The PPP should include
appropriate Service Level Agreements (SLAs) with strong citizen feedback built into it. This will lead
to the People Public Private Partnership (PPPP) model.

Approval of SAAP: The SAAP will be approved by the MoUD once a year according to the schedule
given by the Apex Committee. The Apex Committee may revise the SAAP, approve with conditions
or return it for rectification of gaps. The AMRUT will provide project funds to ULBs through the
States. Some of the criteria to evaluate the SAAP by the MoUD are given below.

How well has the State Government diagnosed service level gaps ? How well has the State planned
and financed capital expenditure ?

How well has the State moved towards achievement of universal coverage in water supply and
sewerage/septage and thereafter other benchmarks in these two sectors and in urban transport
and storm water drain construction ?

What is the expected level of the financial support from the Central Government and how well have
State/ULB and other sources of finance been identified and accessed ?

How fairly and equitably have the needs of the ULBs been given due consideration ?

Have adequate consultations with all stakeholders been done, including citizens, local MPs and
other public representatives ?

Execution

Projects will be executed by ULBs. In case the ULBs do not have adequate capacity to handle
projects, the State Government may recommend in SAAP, upon a Resolution passed by the ULB, for
the execution of the projects by specialized parastatal agencies of the State or Central
Governments. Such arrangements should necessarily be executed by way of a tripartite
Memorandum of Understanding (MoU) amongst the State Government, the specialized Parastatal
agencies and the concerned Municipality. In such a case, the capacity of the ULBs will be augmented
through the capacity building component of the AMRUT. The maintenance and upkeep of the
created assets will be the responsibility of the ULB and the State Government.
 The MoUD will not give project-by-project approvals or technically sanction project DPRs; the
States/UTs will be solely responsible for these activities. The MoUD has prepared comprehensive
manuals and issued guidelines and advisories on solid waste management, sewerage, water supply,
urban transport, etc. The State Level Technical Committee (SLTC) will ensure compliance with these
technical documents. The flow chart given below gives the details of the complete process of
planning, approval and implementation of the AMRUT.

Some of the factors identified for the slow implementation of projects are related to project
design, process of tendering, cost escalation due to delays and delay in calling and settling tenders
and difference in approved cost and cost shown in Detailed Project Reports (DPRs). In order to
overcome these constraints, the States/ULBs should follow an approach in which end-to-end
support for project design, development, implementation and management is provided to
ULBs/States by external entities. Specifically, the assistance will be given for preparation of the
SLIP, SAAP, DPR, etc. The external entities will be called Project Development and Management
Consultants (PDMCs). A model Scope of work for providing end-to-end assistance by external
entities is given at Annexure 8 and this will enable States/UTs to procure PDMCs. A model Request
for Proposals (RfP) is also available in the Mission Toolkit.
Release of funds
The funds will be released in three instalments of 20:40:40. The funds will be kept in separate bank
account by the implementing agency as was done in the earlier Mission. Immediately after
announcement of the AMRUT, each Mission City will be given an advance of Rs. 25 lakh for
preparation of SLIP/individual capacity building which will come from the ULBs share of the A&OE
funds and will be adjusted in its share at the time of release of the first instalment.
The first instalment will be released immediately after approval of the SAAP by the Apex
Committee. The second and third instalment will be released on receipt of (i) Score Card,
(ii) Utilization Certificates, and (iii) Project Funds Request. The request formats given in Annexures
6.1 and 7.3 (capacity building progress) will be sent by the ULBs to the State Mission Directors. In
turn, the State Mission Directors will consolidate these requests and send their reports in the
formats given in Annexures 6.2 and 7.4 (capacity building progress) alongwith the Score Cards and
the Utilization Certificates given in Annexures 4 and 5, respectively, to the MoUD.
These documents should show, (i) utilisation of 75% of the amount already released by the Centre
and State according to the funding pattern given in para 5, (ii) utilization of the State/ULB/Private
Sector shares, and (iii) meeting the service level milestones as assured in the roadmap contained in
SAAP and certified in the report of the Independent Review And Monitoring Agency (IRMA).
Importantly, release of the second and third instalments of CA will be subject to, (a) mobilizing the
assured resources as given in the SAAP by the States/UTs, and (b) any other conditions imposed by
the SHPSC and the Apex Committee. Recognizing the fact that all approved projects may not be
progressing at an equal pace, States may, in exceptional circumstances, submit their proposals for
release of second and third instalments for a set of ULBs/projects as and when 75 percent
utilization and other conditions are fulfilled (see flow chart on page 18).
At the end of third quarter of every year the Apex Committee will review the utilisation of
allocations by States and shall reallocate funds from non-performing to the performing
States/ULBs based on their performance and potential to utilize funds. Any excess or shortfall
in the first instalment of 20% released on the basis of estimated cost shall be adjusted while
releasing the second instalment of CA which will be based on approved cost. The approved cost is
the appraised cost or the tendered cost of the project (whichever is less) and has to be taken into
account by the SHPSC. Diversion of Central Grants for purposes other than the Mission projects
shall entail levy of penal interest on the amount and any other action by the Apex Committee and
may include adverse effect on release of grants.
10. Programme Management Structure
10.1 National level
An Apex Committee (AC), chaired by the Secretary, MoUD and comprising representatives of
related Ministries and organisations willsupervise the Mission. The composition of the Apex
Committee will be:
The Apex Committee may co-opt any representative from any Government Department or
organisation as Member or invite any expert to participate in its deliberations. The functions of the
Apex Committee are:
Approve the SAAP submitted by the State High Powered Steering Committee, including the Annual
Comprehensive Action Plan for Capacity Building of States, the Reform roadmap in the SAAP.
Allocate and release funds to the States/UTs/Mission Directorate. Overall monitoring and
supervision of the Mission.
Advise the State/UT/implementing agencies on innovative ways for resource mobilization, private
financing and land leveraging.
Confirm appointment of organisations, institutions or agencies for third party monitoring (IRMA).
The Apex Committee may delegate, as it considers appropriate, some of the functions within
prescribed limits to the Mission Director for ensuring speedy implementation of the Mission.
Formulate the threshold of physical progress of project at which to release funds to the States.
The Apex Committee will meet according to requirements but at least once in three months.
Therewillbea National Mission Director, whowillnotbebelowtherankof Joint Secretaryto
Government of India who will be the overall in-charge of all activities related to the Mission. The
Mission Directorate will take support from subject matter experts and such staff, as considered
necessary. The National Mission Director will be the Member Secretary in the Apex Committee.
10.2 State level
A State level High Powered Steering Committee (SHPSC) chaired by the State Chief Secretary, shall
steer the Mission Programme in its entirety. An indicative composition of the SHPSC is given below.
The SHPSC may co-opt member(s) from other State Government Departments/Government
organisations and may also invite experts in the field to participate in its deliberations. There would
be a State Mission Director who will be an officer not below the rank of Secretary to the State
Government, nominated by the State Government, with a Programme Management Unit
(PMU)and a Project Development and Management Consultant (PDMC). With the establishment of
PDMCs, the AMRUT will not support the PMUs and Project Implementation Units (PIUs) set up
under earlier Mission. Moreover, the States will ensure that there is no overlap in the functions of
these Mission support structures. In case a PMU has already been established under the CCBP,
another PMU will not be supported from the Mission funds. The functions of the SHPSC are:
Identify the gaps in infrastructure based on SLBs, need for individual and institutional capacity building,
ways and means to achieve urban reforms, finalisation of the financial outlays, etc. of the Mission
Cities/Towns.

Prepare the SAAP based on the SLIPs of the ULBs of the State prioritising cities and projects based on
available resources each year, as prescribed in the Mission Statement and Guidelines.

Approve the projects after they are technically appraised and sanctioned by the State Level Technical
Committee (SLTC).All project approvals shall be accorded by the State HPSC provided these projects are
included in the approved SAAP. No project shall be referred to the MoUD for sanction.In the entire project
approval, procurement and execution process, the State HPSC shall ensure that all the provisions of State
Financial Rules are followed.

Plan the fund flow in short, medium as well as long term. Explore innovative ways for resource mobilization,
private financing and land leveraging for funding of projects.

Fix the State and ULB share of contribution towards the projects in addition to the Central Government
Grant specified in para 5 of these Guidelines.

Look into complaints of poor quality, lack of supervision and other violations. Monitor the quality of work
and reports of appraisal by third party assessors and others and take action at their end.

Recommend proposals for release of instalment of funds for on-going projects to the National Mission
Directorate.

Follow-up action to establish a Financial Intermediary, allocate and release the Central and State share of
funds in time for execution of projects.

Recommend a roadmap and milestones for implementation of Reforms in the State/ ULBs for approval of
the Apex Committee. Review the progress of committed Urban Reforms at the State and ULB level.

Monitor the progress of implementation of the Mission, including project implementation in ULBs.

Monitor outcome and O&M arrangements of projects sanctioned and completed under the Mission.

Periodically, review the progress of capacity building and training activities.

Organise timely audit of the funds released and review the Action Taken Reports on various Audit reports
relating to the earlier Mission and the new Mission and on other reports including that of third party,
Project Development and Management Consultants and the elected representatives of the ULBs.

Bring about inter-organisation coordination and collaboration for better planning and implementation of
the Mission Programme.

Any other matter relevant for the efficient implementation of the Mission or referred by the National
Mission Directorate.

Monitor the legal issues/cases in courts, if any.

10.3 City Level

At the City level the ULB will be responsible for implementation for the Mission. The Municipal
Commissioner will ensure timely preparation of SLIP (para 6 & Annexure 2). The ULBs will develop DPRs and
bid documents for projects in the approved SAAP. The ULBs will ensure city level of approvals of DPRs and
bid documents and forward these to the SLTC/SHPSC for approvals. Urban local bodies will procure
implementation agencies as provided in the financial rules and regulations and after award of work, ensure
its timely completion. For this, the ULBs will take support from PDMCs to perform these activities as given in
section 8. The ULB will also develop a road map for Reform implementation and capacity building as given in
Annexures 2 (Table 5.1) and 7, respectively. The ULB will also be responsible for building coordination and
collaboration among stakeholders for timely completion of projects without escalation of project cost.

12. Urban Reforms

12.1 A National Conclave was held with Ministers of Housing and Urban Development of States/ UTs in New
Delhi on 2 and 3 July, 2014 and a National Declaration on Urban Governance and Housing for All was
adopted during the National Conclave. The Reforms to improve service delivery, mobilize resources and
make municipal functioning more transparent and functionaries more accountable are based on the spirit of
the National Declaration.

Specifically, the Mission mandates a set of 11 Reforms which have to be implemented by all the States and
500 Mission cities within a period of 4 years as given in Annexure 2 (Tables 5.1 to 5.4). The State has to
submit the roadmap of implementation as part of the SAAP, which will include Reforms to be implemented
at both the State and ULB levels.

During the earlier mission, 10% ACA was retained for non-completion of Reforms. However, the AMRUT
incentivizes Reforms implementation by setting aside 10% funds as incentives for States/ULBs. The incentive
fund will be in addition to the Central Share as allocated annually. The incentive will be based on a self-
assessment done by the ULBs and confirmed by the SHPSC on the report of the IRMAs. Self-appraisal will be
part of the SAAP and the method is given in Annexure 2 (Table 5.5).

13. Capacity building

13.1 States will take up extensive Capacity Building Activities for their ULBs to achieve urban reforms and
implement projects in Mission mode. They shall submit an annual plan for capacity building, as part of the
SAAP, to MoUD for approval, as given in Annexure 7.2 (Form 7.2.1-7.2.4). The Comprehensive Capacity
Building Programme (CCBP) will be realigned towards the priorities of the new MoUD Missions by the
Mission Director. The plan will have two components individual and institutional capacity building.

Individual capacity building: The key features are demand driven periodic training, recognition of practices
and functionaries, independent assessment of training outcomes and mentoring and peer networking.
Individual capacity building will include the following type of activities.

Strategic training plan based on Training Needs Assessment (TNA). Exposure visits.

Workshops, seminars, research studies and documentation.

Individual capacity building focusing on coaching and task-related assistance from peers and mentors.

Visibility, including preparation of Information Education and Communication (IEC) materials.

Institutional capacity building: The focus will be on building the institutional capacity of ULBs by using
Consulting Firms and other entities.

14. Monitoring of Projects

14.1 The Mission will be monitored real-time at the State and ULB level. Moreover, information and data
will be shared with citizens in the public domain and third party monitoring and review encouraged. There
will be a quarterly external monitoring by the Independent Review and Monitoring Agency (IRMA). The
IRMA will submit the quarterly report to the ULB/parastatal and the SLTC. The comments of the ULB and the
SLTC will be examined by the SHPSC and action taken. The State Mission Director will submit the action
taken on the IRMA report at the time of claiming funds in the AMRUT. Similarly, the IRMA will do a half-
yearly appraisal of Reform implementation. Concretely, monitoring will consist of the following elements.

All projects will be periodically monitored and reviewed by Apex Committee and will be subjected to various
audits by external and empanelled agencies, internal auditors as well as by C&AG and State AGs.

The MoUD, States and the ULBs will track objectives and other key indicators using Information Technology
based solutions, periodically, and release of funds will be linked to achievement of key performance targets
given in the SAAP.Online real-time net-based monitoring will be done, with the aid of cyber tour of
worksite, preferably using cameras in mobiles and third party review and real-time evaluation will also be
done.
At the State level, the State HPSC would undertake detailed scrutiny of the projects at the proposal stage
and monitoring during the execution.

The State HPSC shall submit a Quarterly Score Card given in Annexure 4.

The Mission will support a National Performance Monitoring Cell for monitoring implementation of SLBs in
urban basic services.

The ULBs would be required to closely monitor the projects through their elected representatives and ULB
bodies and through direct citizens feedback using mobiles and e-groups. A strong component of public
disclosure through websites will also be built in.

Third party review by IRMA for projects and for Reforms shall be carried out. This agency will be hired from
amongst specialised/technical agencies.

15. District Level Review and Monitoring Committee (DLRMC)

15.1 A District Level Review and Monitoring Committee (DLRMC) will be constituted and Member(s) of
Parliament will be the Co-chairperson with the District Collector. The DLRMC will monitor and review the
implementation of the AMRUT projects.

16. Audit and litigation matters

1. The State Mission Directorate shall be responsible for all matters connected with C&AG
Audit and litigation including cases before Courts/Tribunals and Arbitrators. The State
Mission Directorate shall be responsible for defending the Central Government interests on
behalf of the National Mission Directorate/MoUD.

2. Incomplete projects of JnNURM

3. Detailed instructions regarding coverage of incomplete projects of JnNURM, to be covered

under AMRUT, will be issued separately by MoUD.
 HRIDAY

(HERITAGE CITY DEVELOPMENT AND AUGMENTATION YOJANA)

Guidelines

MADHUR BATRA
4A

1. NEED FOR THE SCHEME:

India is endowed with rich and diverse natural, historic and cultural resources. However, it is yet
to explore the full potential of such resources to its full advantages. Past efforts of conserving
historic and cultural resources in Indian cities and towns have often been carried out in isolation
from the needs and aspirations of the local communities as well as the main urban
development issues, such as local economy, urban planning, livelihoods, service delivery, and
infrastructure provision in the areas. The heritage development of a city is not about
development and conservation of few monuments, but development of entire city, its planning,
its basic services, quality of life to its communities, its economy and livelihoods, cleanliness,
security, reinvigoration of its soul and explicit manifestation of its character.

Since 2006, MOUD has initiated various capacity building initiatives with a focus on
development of Indian Heritage cities. Conservation of urban heritage has been often carried
out without linkages with the city urban planning processes/tools and local economy and
service delivery aspects. Heritage areas are neglected, overcrowded with inadequate basic
services and infrastructure, such as water supply, sanitation, roads, etc. Basic amenities like
toilets, signage, street lights are missing. Multiple institutions and unclear regulatory framework
for financing and managing urban heritage assets and landscapes, as well as weak capacity of
ULBs have created major challenges for managing these heritage cities.
In order to make these cities vibrant, competitive and to address some of the stated
challenges, a planned approach is necessary for tapping the unlimited potential underlying
in tourism and heritage sector unleashing the power of skilful artisans and traditional
economy. This will also enable smooth dovetailing of modern concepts of local economic
development through locally available knowledge, resources and skills.

The HRIDAY Scheme offers tremendous opportunity towards an integrated, inclusive and
sustainable development of some heritage in India. HRIDAY offers a paradigm shift in Indias1
approach to city development, bringing together urban planning/economic growth and
heritage conservation in an inclusive and integrated manner with focus on livelihoods, skills,
cleanliness, security, accessibility and service delivery.

The scheme will support civic infrastructure development projects linking heritage facilities
with trunk infrastructure of the city. The broad approach for implementation will be program
based rather than project based and accordingly the scheme will not bind itself or create
conditionality on proposed activities but should be based on the need and demand from the
city.

2. SCHEME STATEMENT:

Preserve and revitalise soul of the heritage city to reflect the citys unique character
by encouraging aesthetically appealing, accessible, informative & secured
environment. To undertake strategic and planned development of heritage cities
aiming at improvement in overall quality of life with specific focus on sanitation,
security, tourism, heritage revitalization and livelihoods retaining the citys cultural
identity.

3. SCHEME STRATEGY :

It is a central sector scheme with 100 percent funding coming from Central
Government.

Cities will be required to prepare City HRIDAY Plan (CHP) for the city and
develop DPRs for identified projects for availing assistance under the scheme.

The CHPs will be prepared by the HRIDAY City Anchors assigned for each
city and DPRs shall be developed by agencies selected by the Cities from the
empanelled list prepared by the Centre.

The project work will be executed by PWDs/SPVs/CPSUs/State Para-statals/
Contractors of repute.

st
The project duration is for 27 months starting January 2015 and ending 31
March, 2017.

2
 NIUA is designated as HRIDAY Project Management Unit for the Scheme and
will function as a secretariat for the National Mission Directorate.

4. SCHEME OBJECTIVES:

The main objective of HRIDAY is to preserve the character and soul of the heritage city and
facilitate inclusive heritage linked urban development by exploring various avenues
including involving private sector. Specific objectives are:

(a) Planning, development and implementation of heritage sensitive infrastructure

(b) Service delivery and infrastructure provisioning in historic city core areas.

(c) Preserve and revitalize heritage wherein tourists can connect directly with citys
unique character.

(d) Develop and document a heritage asset inventory of cities - natural, cultural, living and
built heritage as a basis for urban planning, growth and service provision & delivery.

(e) Implementation and enhancement of basic services delivery with focus on sanitation
services like public conveniences, toilets, water taps, street lights with use of latest
technologies in improving tourist facilities/amenities

(f) Local capacity enhancement for inclusive heritage-based industry

(g) Create effective linkages between tourism and cultural facilities

(h) Urban heritage adaptive rehabilitation and maintenance, including appropriate

technologies for historic buildings retrofitting

(i) Establish and manage effective public private partnership for adaptive urban
rehabilitation.
(j) Development and promotion of core tangible economic activities to enhance
avenues of livelihoods amongst stakeholders. This would also include necessary skill
development amongst them including making public spaces accessible and
developing cultural spaces

3
 (k) Making cities informative and communicative with use of modern ICT tools and
making cities secure with modern surveillance and security apparatus

(l) Increase accessibility i.e. physical access (roads as well as universal design) and
intellectual access (i.e. digital heritage and GIS mapping of historical locations/
tourist maps and routes).

5. DURATION OF THE SCHEME:

HRIDAY strategizes its efforts like planning, development, implementation and

management for ensuring the sustainable growth of selected heritage cities in partnership
with State Governments. The duration of HRIDAY scheme would be for 27 months starting
January 2015.

6. COVERAGE OF SCHEME:

Scheme HRIDAY will focus on development of twelve heritage cities namely;

1. Ajmer

2. Amravati

3. Amritsar

4. Badami

5. Dwarka

6. Gaya

7. Kanchipuram

8. Mathura

9. Puri

10. Varanasi

11. Velankanni

12. Warangal
Additional cities may be explored after consultations.

4
 7. INDICATIVE COMPONENTS:

The scheme broadly focuses on four theme areas i.e. Physical Infrastructure,
Institutional Infrastructure, and Economic Infrastructure & Social Infrastructure for
reviving and revitalizing the soul of Heritage City. The projects can be funded directly or
through support from other stakeholders including private sector, however broad indicative
list of components under HRIDAY is mentioned below, which can further be refined based
on the need of the city under broad theme areas.

1. Preparation of City HRIDAY Plan

Existing Situation Assessment & Infrastructure Gap Analysis

Delineation of Heritage Zone around notified and recognized heritage/

cultural/ tourism sites

Preparation of Civic Infrastructure Development Plan for Heritage Zone

City Specific Toolkits preparation along with Evaluation checklists (for DPR
preparation and project implementation)

Creation of Prioritized Shelf of projects

2. Heritage Revitalization linked to Service Provision

Revitalization of civic infrastructure around heritage / cultural / tourist areas,

ghat areas, temple/mosque/basilica areas, kunds and faade improvement of
surrounding areas for safety/stability etc.

Provision of basic services such as improved sanitation, drinking water

facilities, parking, solid waste management, traffic management and
pedestrianisation of heritage / cultural / tourist areas

Development of Heritage walks, religious trails, street furniture including

shifting of hanging wires, poles and transformers.

Development of cultural events, fair and festival grounds and associated

infrastructure.

 Development of City museum, interpretation centers and cultural spaces.

Improvement of roads/ pathways, public transportation and parking in heritage

areas including provisions for last mile connectivity.

5
 3. City Information/ Knowledge Management and Skill Development

Local capacity strengthening for heritage management linked to city planning

and overall growth.

Development of Websites, IEC and Outreach Material such as City maps and
brochures, Digital Display /Information Board,

Direction pillars, signage and digital information Kiosks.

Skill development of tour operators and guides, local artisans and women
entrepreneurs

Support marketing, promotion and development of local heritage industry

including women managed cottage industries, marketing centers, heritage
sensitive urban design toolkits.

City IT infrastructure such as Wi-Fi-Access Zones, heritage linked mobile

applications, software, web based interface for heritage management and
promotion

8. MEMORANDUM OF AGREEMENTS

(i) Tripartite Agreement

To facilitate effective implementation of the project a tripartite agreement with

respective ULBs, States and MoUD will be signed. The agreement will prescribe the
broad contours of the project and obligation on the part of each party i.e. Centre,
States and ULBs.

(ii) Bi- Party Agreement

For utilizing the services of executing agencies, the City Mission Directorate will
enter into an agreement with respective executing agencies. The agreement will
prescribe the terms and conditions under which the services will be provided, the
type of services, terms of payment etc.
 9. INSTITUTIONAL ARRANGEMENTS:

HRIDAY scheme will be planned, developed and implemented under the aegis of the Ministry
of Urban Development with NIUA playing the role of National Project Management Unit
(NPMU). A robust and interactive mechanism for coordination with ministries like culture,
tourism, water resources, housing and urban poverty alleviation, Planning Commission and

6
with States governments, Urban Local Bodies would be brought out to ensure convergence
of activities so that development happens in a planned manner. For this, a HRIDAY
National Empowered Committee is constituted at the central level.

The HNEC has representation from all line departments/ agencies and may also involve
technical, research, academic, subject expertise institutions/organizations at various levels.

10. ROLES AND RESPONSIBILITIES:

The Scheme is structured for planning and implementation through the following
institutional structures:
 A. National level :

1 NATIONAL ADVISORY COMMITTEE (NAC):

The National Advisory Committee is the apex advisory body for the HRIDAY Scheme
and comprises of the following members:-

Secretary, Ministry of Urban Development

Shri. Bimal Patel, Director, CEPT University, Ahmedabad

Smt. Swati Ramanathan , Co-founder of Janaagraha

Shri. Kishan Rao, Chairman, Telangana Tourism Development Corporation

Shri. K.T.Ravindran, Professor & Head of Urban Design, SPA, Delhi

The Mission Director will be the convener of the Committee.

7
The NAC shall assist in creating the implementation and governance framework under
which heritage development shall take place along with advice and guidance on all
components of the Scheme.

2 HRIDAY- NATIONAL EMPOWERED COMMITTEE (HNEC):

A committee co-chaired by Secretary, MoUD and Chief Secretary of respective state

consisting of following indicative members:

Secretary, Housing and Poverty Alleviation Member

Secretary, Ministry of Tourism Member
Secretary, Ministry of Culture Member
Secretary ,Water Resources, River Development Member
and Ganga Rejuvenation
Joint Secretary, Finance, MoUD Member
Joint Secretary, Smart Cities, MoUD Member
Joint Secretary, Mission, MoUD Member
Director General, Archaeological Survey of India Member
Director, NIUA Member
Chief Planner, Town and Country Planning Member
Representatives of the Planning Commission Member
Principal Secretaries of respective States Member
Representatives of the respective ULBs Member
Mission Director Member Secretary

*Representation of stakeholders like UNESCO, World Bank, or other bilateral and

multilateral agencies and experts for heritage and urban planning sector would be
invited with approval of Chair.

Key Responsibilities:

HNEC provides overall sanction, approval, guidance and advisory role to the
scheme. Following are its broad roles and responsibilities:

1) Enunciate the vision and chalk out a road map and key objectives of the
scheme. HNEC will also provide a platform for exchange of ideas and other
objectives as notified.

8
 2) Oversee all operations; steer, review and monitor the overall performance of the
scheme. It will also offer specific guidance from time to time.

3) Provide an enabling framework and review progress against time goals, will
pursue sanctions, and will ensure smooth flow of funds for implementation.

4) To ensure that no duplication of sanctioning of project/ works/activities/ under

HRIDAY and under different schemes of GOI.

5) Recommend mid-course correction in the implementation tools as & when

required.

6) Undertake quarterly review of activities of the scheme including budget,

implementation, preparation of heritage plans and co-ordination with other
missions/ schemes and activities of various ministries.

7) Oversight and review of proposed/on-going projects

3 NATIONAL MISSION DIRECTORATE:

Mission Directorate is headed by JS (works), acting as Mission Director. The Mission

Directorate is empowered for taking up the activities of selection of agencies for
preparation of City HRIDAY Plans, DPRs and investment. It may also enter into
agreement with different technical, financial and other institutions in achieving the
objectives of the scheme. This Directorate is supported for technical assistance by a
National Level Project Management Unit (NPMU) for regular implementation &
monitoring of the programme. The National Institute of Urban Affairs (NIUA) is
designated as the NPMU for the program. NPMU comprises of technical team of
experts consisting from different areas such as:

Urban Planning Specialist,

Heritage Conservation Architect,

Municipal Engineer,

Financial Specialist,
The Mission Directorate through support from NPMU would be, subject to other provisions
of guidelines, be empowered to get the projects implemented through various agencies of
the Central or the State Governments as per the provisions of GFR.

Key Responsibilities

It would be broadly responsible for the following activities:

Collaborate with State/ ULBs/ institutes to ensure development of City HRIDAY

Plan and DPRs / Implementation plans and Structure Grant Funding.

Support in preparation of Detailed Project Reports (DPRs) and ensure inter-

linkages with city Master plans/ Development plans/ City HRIDAY Plan.

Appraisal of proposals / DPRs and recommend to the HNEC for acceptance or

rejection.

Identification of implementation agencies, create operational framework, provide

support for smooth start of projects and ensure smooth flow of funds for
implementation. The implementation period for projects will depend upon its
nature, size and approval of DPRs.

Monitor and Evaluate (physical and financial) progress of projects undertaken

within the ambit of Scheme and preparation of MIS and Reporting formats.

Co-ordinate with all stakeholders and share with the HRIDAY National
Empowered Committee (HNEC) information on plans, proposals, progress,
problems, etc., including preparation of agenda and proceedings of meetings of
HNEC.

Support in Financial Management including accounts and audit of the projects

as per extant rules.

Documentation of good practices and learnings for replication and dissemination

through workshops / conferences including development of web-based IEC and
outreach materials

Establish contract database and manage contracts during implementation

period including quality assurance.
4 NATIONAL TECHNICAL COMMITTEE:

10
The National Technical Committee shall be convened by the Director, NIUA and shall
consist of the following members:

Mission Director (HRIDAY)

Representatives from Archeological Survey of India (ASI),

Representative from Ministry of Culture

Representative from Ministry of Tourism,

Representative from CPWD

Any other Representatives as deemed fit by the Convener.

The main purpose of the Technical Committee shall be to technically review and
evaluate implementation frameworks, Detailed Project Reports, City HRIDAY Plans
and other such agendas, before it is put forth at the HNEC Meeting.

B. City / ULB level :

1. City Level Advisory and Monitoring Committees(CLAMC)

The city level advisory and monitoring committees made under HRIDAY are notified by
State govt. The convenor for the meeting is the DM and co-convener is the Municipal
Commissioner. The Committee will constitute of the following members.

District Magistrate (as Convener)

Municipal Commissioner (as Co-Convener)

Mayor

MPs / MLAs

District Town Planner

District Tourism Officer

Representative from Electricity Supply Department

Representative from ASI

2 local representatives nominated by the Chief Secretary of State

Key Responsibilities

CLAMC will provide a platform for exchange of ideas, objectives and oversight /
review of projects

Approve the City HRIDAY Plan prepared by HRIDAY City Anchors.

11
 Oversee, review and monitor the performance of the scheme; approve
City HRIDAY Plans and DPRs before it is put forth at the HNEC.

Provide an enabling framework by facilitating for coordination between

Centre, States and implementing agencies for implementation of the
projects

Coordination with local committees and communities as well as take

advice and suggestions.

Recommend mid-course correction in the implementation tools as & when

required.

2. CITY MISSION DIRECTORATE

A City Mission Directorate constituted and notified at the State /ULB. The responsibility
of the City Mission Directorate shall be as follows:

Selection of agencies for DPR, Execution and M&E

Evaluation of City HRIDAY Plans, DPRs and Execution Works

Vetting of M&E Certificates and release of payments to Executing Agencies

Overall Coordination, Execution and Monitoring of HRIDAY Scheme at City level

3. HRIDAY CITY ANCHORS

For each of the 12 Cities, an agency of national repute in the field of heritage have
been selected to act as the HRIDAY City Anchor. The primary objective of HRIDAY City
Anchors shall be to handhold the Cities in successful implementation of the Scheme.

The HRIDAY City Anchors shall act as the Heritage Cell and shall have the following
responsibilities:

Provide technical advisory and guidance to the City Mission Directorate

Prepare the City HRIDAY Plans along with prioritization of Projects

 Provide quality control for all selected projects starting from preparation of
Detailed Project Reports to execution of works

Engage in Capacity Building of City officials

12
 11. PROCEDURE FOR PROJECT PREPARATION AND IMPLEMEN TATION:

The projects identified under HRIDAY shall be implemented in the following manner.

(A) Project Preparation:

1) The CHPs will be prepared by the HRIDAY Anchors, which will also identify shelf of
projects. DPRs for identified projects will be prepared by the agencies selected by
the City from the list of empanelled agencies prepared by the National Mission
Directorate.

2) The existing DPRs related to HRIDAY components prepared under different

projects and schemes shall also be submitted to HRIDAY City Anchors for
evaluation and consideration under HRIDAY scheme

3) The projects will be selected based on their linkages with overall heritage
development of the city and considering their socio economic impact. The area
covered under the project should be those which have been included in census
2011 or are townships notified by the State Governments.

4) It will be ensured that there is no duplication of works and shall ensure maximum
utilization of funds through dovetailing with other Scheme of the Government of
India.

5) It should also be certified that the DPR for such projects is not being submitted to
any other authority for financial assistance. The proposals thus received would be
technically and financially appraised in Mission Directorates before consideration
of sanction and implementation.

(B) Project Appraisal and Approval

6) For the purpose of appraising the projects to be implemented under HRIDAY, a four
tier mechanism shall be put in place. The four levels of appraisal shall take place in
the following manner:
i. Appraisal by HRIDAY City Anchors: All DPRs received shall be appraised
by the HRIDAY City Anchors on the heritage aspect, which shall be the first
level of appraisal. Appraised DPRs shall then be forwarded to the CLAMC for
approval.

ii. Approval by CLAMC: The appraised DPRs shall thereafter be approved by

the CLAMC before forwarding it to the National Mission Directorate.
 iii. Appraisal and Review by National Mission Directorate and Technical
Committee: The National Mission Directorate and Technical Committee shall
thereafter appraise and review the DPRs approved by the CLAMC, which
shall then be put forth at the HNEC Meeting.

iv. Review and Approval by HNEC: Final review and approval of DPRs shall
then be provided by the HRIDAY National Empowered Committee.

7) This, however, shall not obviate the need for due diligence and vetting at city
level by its own technical agencies.

(C) Project Implementation:

8) HRIDAY being a central sector scheme will be implemented under overall control
and direction of MOUD. However, the State Governmen t shall be consulted at
crucial stages of formulation and implementation of the scheme.

9) The Public Works Organization (PWO) / Central Public Sector Unit (CPSU) /
State Para-statals / Special Purpose Vehicle (SPV)/ Contractors / NGOs of repute
shall be the executing agencies for the approved projects. They will execute the
entire project as per the approved DPR in consultation with Mission Directorates
and ULBs

10) All projects must be completed within a definite time line and no cost / time
overruns will be allowed.

11) The City Mission Directorate will decide the execution agency for various works to be
undertaken under the scheme in consultation with the National Mission Directorate.

12) A separate Project Reviewing Committee shall be formed for monitoring the execution
of the various works/projects to be undertaken under the scheme. Funds shall be
released to PWO/CPSU/State Para-statals / SPV / Contractors / NGOs executing the
individual works/projects under the Scheme by the City Mission Directorate.

13) The executing agency shall be responsible for timely implementation of the project/work
with quality assurance of assets created.
 12. PROJECT SELECTION CRITERIA

The Projects undertaken under the HRIDAY Scheme shall include development of core
heritage infrastructure projects which shall include revitalization of urban infrastructure for
areas around notified / recognized heritage/cultural/tourist sites. These initiatives shall
include development of water supply, sanitation, drainage, waste management, approach
roads, footpaths, street lights, tourist conveniences, electricity wiring, landscaping and such
citizen services, in addition to faade improvement, landscaping, streetscaping etc.

The aforementioned Projects shall be selected based on the following three criteria:

a. Number of Stakeholders Affected: For linked infrastructure projects, the selection

criteria shall be based on the impact on the number of stakeholders. For instance,
proper and clean toilet complexes shall affect a larger number of stakeholders,
including visitors, and shall be given priority.

b. Importance of Service: The level of importance of each identified service shall act
as the second level of filtration for selection of services. While two different services
may impact the same number of a certain category of stakeholders, its importance to
the concerned stakeholders shall help decide which services fit into which phases.
For instance, while approach roads and toilet complexes shall impact approximately
the same number of stakeholders, the former holds more importance and therefore
shall be given higher priority.

c. Ease of Implementation: If the number of stakeholders affected as well as the

importance of the service identified ties for two types of services, ease of
implementation of services shall be the deciding factor in determining selection.
Ease of implementation shall include availability of funds, cost requirements,
approximate time taken for completion and availability of other resources.

13. FUNDING OF PROJECTS:

The fund will be released to NIUA and City ULBs by MoUD. Out of the total annual
allocation of Project Fund available with HRIDAY the distribution will be as under:
 # Components % of total Funds Release of
Funds to:

1 HRIDAY Pilot CitiesProject 85% City Mission

implementation Directorate

2 NPMU/City PMU Establishment and 3% NIUA

operationalization at MOUD/City

3 Capacity Development for Heritage 3% Executing

Cities Agencies

4 DPRs and Development / 4% City Mission

Management Plans Directorate

5 IEC 4% Executing
Agencies

6 A&OE 1% NIUA

All the aforementioned budget components shall be approved by the HNEC before release
of funds to concerned agencies and institutes. The powers to sanction funds in the scheme
shall be strictly in conformity to the admissible General Financial Rules and the directions
issued by Ministry of Finance (Dept. of Expenditure). O&M expenditure on Asset
Management of Asset created would be admissible. The fund will be released to executing
agencies by MoUD as under:

1. 20% (1st instalment) on approval of the project.

2. 60% (2nd instalment) on 20% physical and financial progress of the project

3. 20% (3rd instalment) on 60% physical and financial progress of the project
Since base line / bench marks in terms of achievements of physical targets will vary from
project to project, therefore these will be firmed up while approving the specific projects.

14. ADDITIONAL RESOURCES:

The Mission Directorate will further initiate capacity building activities including training
enhancing inter-linkages within the cities, States and institutes of excellence. For this advisories
and tool-kits would be issued. Coordination with other stakeholders such as World.

Bank, UNESCO, Cities Alliance, UN Habitat, Ministry of Environment and Forests, HUPA,
Culture, Tourism would be reinvigorated for development of heritage cities. The objectives
of the scheme would lay the foundation work for recognition of integration of urban heritage
with economic activities in India and its revitalization.

There is also a provision for private funding, where management and services under HRIDAY
scheme can be undertaken by private entities that are directly or indirectly benefiting from the
project. Private funding can be acquired at any stage of the scheme implementation i.e.
planning and design, implementation of works, user fee / charges for service delivery etc.

15. SUBMISSION OF UTILIZATION CERTIFICATES

1) National Mission Directorate through project execution agencies (either a Central

Agency like NBCC or a State Agency or Contractors or NGOs of repute) will be
responsible for submission of UCs based on the implementation schedule given in the
original project proposal. In any case, 100% UCs in the pro-forma prescribed for the
purpose shall have to be provided within 6 months of completion of the project.

2) UCs shall be issued only after the expenditure on the project has been incurred by the
PWO/CPSU/State Para-statals/SPVs / Contractors / NGOs of repute. These UCs should
be submitted along with statement of expenditure certified by CAs / audited accounts.

3) UCs should be duly counter-signed by the Municipal Commissioner of respective local

body /General Manager in case executing agency is from Central
Government/Competent Officer.
4) Release of further installments shall be recommended only after receipt of UCs and a
review of the implementation of the project.

16. OUTCOMES OF HRIDAY SCHEME

The following are the specific outcomes envisaged under HRIDAY.

Clean and Improved sanitized environment

Improved basic urban infrastructure at existing and emerging tourist, religious and
heritage destinations and gateways;
Improved sanitation standards at natural and cultural tourist attractions with
convenience and safety for visitors

Properly conserved, revitalized and beautified heritage monuments

Greater participation by local communities in tourism-related economic and livelihood

activities

Heritage resources mainstreamed with city systems and city economy.

Improvement in the service level benchmarks indicators for urban service delivery
Increase in the inflow of the tourist to cities

Increase in the duration of stay of the tourist in the town

Improvement in social safety and reduction in crime

Substantial improvement in local economy and quality of life of its communities.

17. MONITORING PROGRESS OF PROJECTS SANCTIONED UNDER THE HRIDAY

Ministry of Urban Development will periodically monitor the scheme through designated
officers

NPMU will develop monitoring frameworks and tools to assist Mission Directorates for
effective monitoring of interventions undertaken under the project

QUESTION 7 - TYPES OF RESIDENTIAL HOUSING:

Detached
 Semi-detached
Row House
Terraced House
Apartments
Duplex
Cooperative
Bungalow
Cottages

TERRACED HOUSES

A terrace or row house, is a style of housing in use since the late 17th century. A row of identical or mirror
image houses share side walls. The first and last of these houses is called and end terrace.

The term terrace was borrowed from the term garden terraces to describe rows of houses where the
uniform fronts and the uniform heights of the houses created a more stylish effect than a mere row of
houses. Terrace houses or townhouses share a common wall with the next-door property, and do not have a
unit above or below them.

Another characteristic is that they have a garden that surrounds or halfway surrounds each two-unit
property. This offers the best of both worlds as you have the luxury of an outdoor garden area without the
burden of extensive maintenance.

Terraced houses usually face directly onto the street but can be set back far enough to allow for an area for
a carport and even a small garden.

Example, Terraced houses in Bath/ UK, A Street of British Victorian, Royal Crescent.

APARTMENTS

There are three key elements to any apartment building:

 The overall form of the building
The type of access
The types of unit

The building will also be informed by:

A context analysis at a site and neighborhood scale.

Factors such site topography, natural features, sun
penetration, prevailing wind, access, existing
structures on adjacent sites and views will help
determine the most appropriate form and massing
for an apartment development.

Basic building forms are:

The Block

Wider than it is tall.

The apartments are arranged off a corridor (single,
or double-loaded).

The Tower

Vertical form
single centralized core
The tower may have a base.
The roof of the podium can be landscaped and used as open
space for the apartment residents

The Courtyard

Provides the sides open spaces (courtyards). The open spaces are communal and should provide a
high quality landscaped environment and outlook.

Three key elements to describe an individual apartment type:

Number of bedrooms
Number of storeys
The number of external walls that have views to the outside (single aspect, double aspect, or corner
aspect).

DUPLEX

One of the two dwellings, one above the other in a building.

A duplex house is a dwelling having apartments with separate entrances for two households. This includes
two-story houses having a complete apartment on each floor and also side-by-side apartments on a single
lot that share a common wall. By contrast, a building comprising two attached units on two distinct
properties is typically considered semi-detached or twin homes but sometimes also duplex.
DETACHED
It is a free standing building. Generally found in less dense urban areas, the suburbs of cities, and the rural
areas. It is surrounded by a garden. Garage can also be found on most lots.
It reflects high profile form of residence and adopted where land prices are comparatively low. The
requirement for individual family to be accommodated is provided. Sufficient setbacks are left on sides,
front and rear.

SEMI-DETACHED

One of two dwellings attached side

by side (or back to back) to each
other, but not attached to any
other dwelling or structure (except
its own garage or shed). A semi-
detached dwelling has no dwellings
either above it or below it, and the
two units together have open space
on all sides.
Usually each houses layout is a mirror image of its twin. They share a party wall. This type of housing is a
half-way state between terraced and detached houses.

ROW HOUSING
One of three or more dwellings joined side by side (or occasionally side to back), such as a townhouse or
garden home, but not having any other dwellings either above or below. Townhouses attached to a high-rise
building are also classified as row houses.
It is a style of medium-density housing. A row of identical or mirror-image houses which share side walls.
They are also known in some areas as linked houses.

o The Hydrostone,
The most well-known of the terraced housing areas is The Hydrostone, which was originally built as
replacement housing stock for those made homeless after the Halifax Explosion; individual owners have,
however, altered the exteriors of many of the row houses over time to accommodate changing family needs.

o MJR Gulmohar Avenue Overview

MJR Gulmohar Avenue is a gated community that has been designed for people who have exclusive
thoughts & ideas about living spaces. It offers 4 BHK row houses close to the IT hub, Brookefields, etc. in
Bangalore.

COOPERATIVE HOUSING
The cooperative housing movement in Canada started in the 1930's. The aim was to make a sheltered,
community oriented, moderate living model in which individuals not just depended on their neighbors for a
measure of sugar additionally to keep up the grounds and settle on the essential representing choices. As
opposed to a customary model in which a building has occupants and a proprietor or administrator, centers
needed their individuals to be in control and on the grounds that centers have customarily been financed, it
was not out of the question that individuals offer back to their group. This is the place advisory groups and a
self-administering board got to be

vital to an easily running center. Truth be told community individuals can be kicked out for not taking an
interest.
Its a kind of dwelling unit owned by a corporation where the person who buys it acquires a share in it. The
use, rights and obligations are managed and governed by the members agreement. This is a form of an
ownership than a style of home. Different laws in the U.S. and Canada govern co-ops.

BUNGALOW
A bungalow is usually built on one level (only one storey) with a low pitched roof.. Therefore, it doesnt have
any staircases.

An alternative is making an 11/2-storey home with small rooms.

Variations may include enclosed front porches or bay windows.
Entry usually opens to a living room
Easy access to outdoor spaces like verandas and porches.
Usually have an open floor plan maximized for efficient use and flow from room to room avoiding
wastage of space like in hallways.

COTTAGE
Customarily, cottage houses were reduced English farmhouses involved by laborer horticultural specialists.
They were normally associated with plots of horticultural land and frequently included stables in close
region. Because of their utilization in the farming group, they were situated in rustic regions. Home creators
like Andrew Jackson Downing brought this style of home into American support by incorporating building
arranges in mainstream design books.

Today, cottage homes are regularly thought to be littler measured homes with lovely bloom gardens and a
curious outline. Many getaway homes and rental homes offer that customary English cottage feel in tranquil
country environment, finish with bungalow style gardens overflowing with vivid sprouts.

A large portion of these country estates are situated on shorelines, lakes, or different waterways. They are
intended to give voyagers a serene, loose setting where they can bond with nature. Little families and
couples will lease these homes when they need to get away from the hustle of huge city living.

You can discover more open homes that are considered cottage style, and many are utilized as main living
places as a part of rural neighborhoods. These homes will have a hefty portion of the components that
portrayed conventional English cottages, however they are planned on a bigger scale. Some home architects
are likewise making pocket groups with minimized cottage houses coating the family-accommodating
boulevards.

Exterior details:

Gable roofs
Balconies for two-story designs
Large bay windows
Gardens with colorful flowers
Dutch front doors

Interior details:

Open shelves
Exposed beams
Hardwood flooring
Fireplace
Flat panel doors without decorative features
QUESTION 8- EXPLAIN ONE OF THE CITY PLANNING OF
CHANDIGARGH, LUTYENS DELHI AND SHAHJAHANABAD
GROUP-
MAHAK WADHWA
SRISHTI PULIANI
AYUSH GULATI

CLASS AND SECTION - 4A

CITY PLANNING OF CHANDIGARGH

INTRODUCTION
Le Corbusier designed an iconic city, fulfilling not just a utopian agenda, but reflecting concepts of
modernism movement that arose in Europe but took root here too.
The city plan was modified from one with a curving road network to rectangular shape with a grid
iron pattern for the fast traffic roads, besides reducing its area for reason of economy. The city plan
was conceived as post war Garden City wherein vertical and high rise buildings were ruled out,
keeping in view the socio economic-conditions and living habits of the people.

Chandigarh has witnessed unprecedented growth and has further momentum for growth which has
to be channelized systematically in order to enable the city to sustain itself within the constraints.
The plans depicting the GROWTH OF THE CITY since its inception in the first four decades is an
indicator to ascertain the future growth patterns of development in the city (refer MAP 1 -10).
 MAP 1 (CHANDIGARGH IN 1951) MAP 2 (CHANDIGARGH IN 1956)

MAP 3 (CHANDIGARGH IN 1961) MAP 4 (CHANDIGARGH IN 1966)

MAP 5 (CHANDIGARGH IN 1971) MAP 6 (CHANDIGARGH IN 1976)

 MAP 7 (CHANDIGARGH IN 1981) MAP 8 (CHANDIGARGH IN 1986)

MAP 9 (CHANDIGARGH IN 1991) MAP 10 (CHANDIGARGH IN 1996)

Chandigarh is planned on the principle of precincts or superblocks and they are termed as Sectors.
Each sector measures 1.20 km in length and 0.80 km in width. The rectangular sectors are framed
with the layout of a grid of main roads. 2 Each sector accommodates population ranging from
15,000 to 25,000 depending upon the exact area of the sector and the density prescription. There
are usually three to four neighbourhood units in each block. Le Corbusier conceptualized the idea
of the design of Chandigarh analogous to the human body. The Government buildings form the
head (Capital Complex); the business area or commercial centre is the heart; university area and
industrial area are the limbs, the leisure valley and parks are the lungs and the roads are the
arteries.

Chandigarh has been envisaged as a low-density and low-rise city, with a regular traffic system. The
city was to be free of the slums, encroachments and squatters/ shanties as observed in many Indian
cities.

Le Corbusier replaced vernacular Indian town planning thought with a rectangular grid based on
the concept of a human body but totally detached from the ideas reflecting the traditional complex
and vibrant Indian cities. He planned the Capitol Complex at the top resembling the head; the
intellectual base, reflecting his conviction that governance should begin here as the head rules the
body.

Le Corbusier conceived the master plan of Chandigarh as analogous to human body, with a clearly
defined
Head (the Capitol Complex, Sector 1),
Heart (the City Centre Sector-17),
Lungs (the leisure valley, innumerable open spaces and sector greens),
Intellect (the cultural and educational institutions), Circulatory system (the network of
roads, the 7Vs)
Viscera (the Industrial Area).

Sector size - 800m x 1200 m determined by maximum 10 minute walking distance from
facilities
Introvert planning with sealing walls along main roads so as not to be disturbed by the fast
vehicular traffic outside
Emphasis on family life and community living
Schools along green belts safe for children, dispensaries, shopping, community centres,
centrally located in 10 minutes walk and bus stops on main road within walking distance.
Parks within 300m
Meandering profile of the V4/V5 to enable slow carriageways
Comfortable vehicular and pedestrian accessright to the doorstep of the house Inter-
sectoral connectivity along NS green belts.
The function of Living occupies primary place and has been organised into a cellular system of
sectors based on the concept of a neighbourhood unit. Each sector (with the exception of sectors 1
to 6, 12, 14, 17, and 26) has a size of 800m x 1200m which was determined on the parameter of
providing all amenities i.e. shops, schools, health centres and places of recreation and worship
within a 10-minute walking distance of the residents.
 CONCEPT OF 7 V
A well-defined hierarchy of Circulation based on Le Corbusiers V7s road-system designed to
lead traffic into the city and to distribute it right uptill the dwelling unit. Marg refers to the
important avenues (V2), while Paths were referred to less important streets (V3).
V1- Fast roads connecting Chandigarh to other towns
V2- Arterial roads
V3- Fast vehicular roads around the sectors
V4- Meandering shopping streets
V5- Sector circulation roads
V6- Access roads to houses
V7- Footpaths, cycle tracks Buses will ply only on V1, V2, V3 and V4 roads. A wall
shall seal the V3 roads from the sectors.

GREEN AREAS

A Hierarchy of Green Spaces can be observed in both the layout ranging from Public Greens
at City Level to Semi-Private to Private Green Areas.

City Level Public Green Space with Artificial Water Body

Free- Flowing Green Space, connecting the entire site
Semi-Private Green Areas for neighborhood pockets
 Private Green Areas for Residential Units

CENTRAL SECTOR

The Central Sector of the city, Sector 17, is the main Public Congregation area of the city. It
houses all major Shopping Complexes, Sports Facilities and Congregation Spaces.

BUILDING TYPOLOGIES
The Basic Building Typology is observed as extremely Rectilinear with similar proportions. In
the developments the smaller individual Residential Units are arranged around central
common Green Spaces, although the shapes are different.
 CITY PLANNING OF SHAHAJAHANABAD

th
It is the 7 city of Delhi and the only
living city that was built by the Mughals.
The city was built on the western banks
of Yamuna, where a natural projection
formed a triangle with the land and the
river. The core of the city is a T-Shaped
design with the string of royal palaces
facing the Yamuna.

River side palaces served the purpose of better security and also cooler, fresher breeze from the
river. The whole city was encircled by a great protective stone wall. The north of the street were
the public facilities, gardens, sarais, ghats and baths; south is where most of the population lived
with Jama Masjid in the center. The original bazar had octagonal chowks with a water channel
running through the centre of the road.
 The geometry of the the Jama
Masjid, Red Fort, Chandni Chowk and
Faiz Bazar was formal while rest of
the city was organic. A system of
Mohallas and Katras was developed
to suit the homogeneous community
structure.

The streets were built as the spines of major activities and developed as commercial
thoroughfares. Their intersections formed a landmark. Important buildings were located on
these arteries. The other streets were less significant and were mainly built as access roads
to residential areas.

The main vista, Chandni Chowk, connects the

Fathepuri Mosque to the Lahori Gate of the Red
Fort. The other important street, Faiz Bazaar,
connects the Delhi Gate to the city wall.
Secondary streets start perpendicular to the
main vista and then organically merge into the
neighborhoods.

Palace Complex (Red Fort): The complex was located along the western river front. It was
conceived and designed as a paradise on earth. It was an irregular Octagon with two long sides on
the east and the west. It had two gates that on the west call called Lahori Darwaza, while that on
the south was the Delhi Darwaza.
The new Mughal capital city and the fort were designed as an ideal city and as a paradise on
earth. The design and planning method were geometric and provided for green areas and water
facilities.

The principle elements that Shajahan used in the town planning were the fort, the Jama masjid,
the two major streets, the city wall and gates and the Bagh. The red fort was designed as a symbol
of muslim power and as an ideal living space as a paradise on earth on a on formal geometrical
plan. The two major streets were developed as the central axis and as processional routes, and
the new elements in the capital; the design and planning method was a new concept in town
planning in the Mughal capitals. The planning in the capital did not provide planning of the
residential areas.

LUTYENS DELHI CITY PLANNING

Lutyens capital city is one of its kind in the world and India is fortunate to have this
masterly architectural urban design composition in Delhi, its national capital. The many
layered history of Delhi witnessed many cities, popularly referred to as the seven cities of
Delhi. The contemporary eighth city is Lutyens New Delhi. The grand tree lined avenues
and buildings of New Delhi, bearing a unique character, have created an ambience of great
charm and a unique aesthetic in urban art, with no parallel and admired even today by one
and all.
An Imperial New Delhi Plan was made by Sir Edwin Landseer Lutyens, a British Architect in
the year 1912 for the national capital and the same was implemented and inaugurated in the
year 1932.
In the year 1947, when India became independent, the settlements in Delhi comprised of a)
old Delhi or Shahjahanabad, b) Civil Lines to the north of Shahjahanabad and c) New Delhi
designed by Sir Lutyens to the south of Shahjahanabad.
After Independence, the Delhi Development Authority was formed in the year 1958. The
Master Plan for Delhi was prepared and notified in the year 1962. The Master Plan was to be
implemented by the Delhi Development Authority ( DDA ). Several new extensions started
getting added to the geography. With rapid urbanization, the need for conservation of the
central part of Delhi started assuming significance.
The New Delhi Redevelopment Advisory Committee ( NDRAC ) recommendations in the
year 1974 led to the demolition of several old barracks and horse stables ( chummries). The
DIZ ( Delhi Imperial Zone ) Redevelopment took place around the Gole Market area. Soon,
the Connaught Place area also started witnessing the rise of several multistoreyed buildings
Subsequently, in October 1985, the Government of India imposed a temporary ban on
multi-storeyed buildings in the entire city of Delhi till the Master Plan 2001 is finalised.
This ban was partially lifted in respect of Connaught Place area in July 1986. Thereafter, in
the February 1988, the Government of India decided that high rise constructions in Delhi may
continue to be regulated subject to compliance of the Master Plan, Building Byelaws, etc.
As per the latest approved Master Plan for Delhi 2021, the LBZ area ( which falls within the
Zone D ) has been declared as a Heritage Zone.

LBZ area in the year 1988 was 25.88 sq.km. and in the year 2003 was 28.73 sq.

LUTYENS BUNGALOW ZONE

The area called the Lutyens Bungalow Zone ( LBZ ) is the Imperial City of New Delhi
designed on GardenCity principles, with a central avenue comprising the Presidents House
and surrounded by government buildings and residential bungalows.
This plan was fashioned on the Garden City principles of Ebenezer Howard, with wide tree lined
avenues, large plots and bunglows set in them. The main axis was an east-west axis, starting
from the Rashtrapati Bhawan atop the Raisina Hill going down to a climax at the India Gate
C hexagon. The city was laid out in a grand manner and is an excellent example of a fine
blend of classical and modern town planning. This plan was essentially for the national
Government; offices and residences and took into account the hot and dry climate of the
Delhi summers. The masterly composition of the Rashtrapati Bhawan, North Block and
South Block, large bungalow plots and other government buildings, knit together carefully
by a web of wide shady avenues, lends to the city a grand order, symmetry and unique
aesthetic character with few parallels in the world.
LBZ embodied the thinking of the largest empire in recorded history and the greatest
collection of wealth known to mankind. LBZ was part of an expression of urban art based on
the best practices of its time. No other development in the world comes close to the scale
and value of this area.
 While the Imperial New Delhi capital city derives its combined inspiration from the
French Palace of Versailles and L Enfants City Plan for Washington DC 4, New Delhi has
been fashioned as a garden city capital5, with the large number of bungalows, unlike
Washington DC. Imperial New Delhi designed by Lutyens is therefore a unique example of urban
planning without a parallel in the world and cannot be comparedwithotherexampleselsewhere.
LBZ area is the central area of Delhi comprising a part of Zone D of the Delhi Master Plan
2021 prepared by the Delhi Development Authority, the statutory development agency for
Delhi. LBZ encompasses an area of 28.73 sq.km. ( as in 2003 ) and constitutes approximately 2
percent of the total area of the NCT of Delhi which is 1,484 sq.km. LBZ area is perhaps the
only area in the city of Delhi which has huge green cover which is a key environmental asset
and an essential lung space for the city. LBZ area is located on the slopes of the Raisina Hill
which is a part of Aravalis, the oldest fold mountain range in the whole world !
( In contrast, the Himalayas are the youngest fold mountains). The Aravalis originate in
Gujarat and culminate in the Raisina Hill in Delhi. The Aravalis are over 1500 million years
old and highly ecologically sensitive. In several cases ( as also the ridge behind the
Rashtrapati Bhawan ), the Honourable Supreme Court has intervened and issued instructions
for preservation of the natural assets.

The ridge behind the Rashtrapati Bhawan, known as the central ridge, comprises of 864 ha7.
and most of it has been declared as a reserved forestin the year 1914.The local body providing
civic services in the LBZ area is the New Delhi Municipal Council ( NDMC ) and all the
government buildings within LBZ are maintained by CPWD. LBZ area comprises of all the
important offices of the Government of India including the Rashtrapati Bhawan, Parliament
House, War Memorial ( India Gate ), Supreme Court of India, Delhi High Court, North and
South Block, Cabinet Secretariat, Prime Ministers Office, offices of various central
ministries, museums, art galleries, residences of parliamentarians, ministers and other senior
judicial officers, government officers, defence officers, etc.
The Central Vista within the LBZ area is the stage for the annual Republic Day parade and
other important functions which are a pride of the nation. The World Monuments Fund has
designated Lutyens Bungalow Zone as one of the worlds 100 most endangered sites in the
year 2002. LBZ area is also a high security area for obvious reasons as all the VVIPs and key
government functionaries reside here. The total number of residential bungalow plots in LBZ
area (excluding Jor Bagh, Sunder Nagar, Bengali Market, Golf Links Sardar Patel Marg ,
Mandir Marg and Panchsheel Marg ) are 600 approx.
The bungalows in the LBZ have been designed by W.H. Nicholls, C.G. Blomfield,
F.B.Blomfield, Walter Sykes George, Arthur Gordon Shoosmith and Henry Medd, all well
known architects from Great Britain.

Boundary
Existing Proposed
LBZ 2003 LBZ 2015 (Proposed)

Area: 28.73 sqkm Area: 23.60 sqkm

Development Guidelines
Existing
New construction to have same plinth
area as existing bungalow.
Height not exceeding the height of the
Bungalow in place or, if plot is vacant,
the height of Bungalow which is lowest
of those on adjoining plots.
In areas other than residential, the
norms shall be same as for those
outside.
 Cheshtha Arora

Palak Goel

Preksha Jain

Q9 Sir Ebenzer Howards Planning Theory

Ebenezer Howard would be a fascinating place to start, going back to the turn of the 19th century.
Robert Fishman features the more modern-day concepts of transit-oriented development and urban
progression boundaries to Howard: Calthorpe's Portland regional plan is basically Ebenezer
Howard's Social City, with innovative color graphics. Peter Hall sees Howard as a rebel, something
he escalates, and contends that modern-day planning could reward from resuming to its garden city
origins.

The plans for the Garden City are laid out, but it only makes sense in bright of some more
foundational principles. He goes right into giving detailed directions for the new city, down to estate
and overheads. 6000 acres of cheap rural land are to be purchased, 1000 of which are distant for the
city. A 32,000 person population limit is set, after which a new city will have to be inhabited.

As far as the proposal goes, Howard wants to make it as slight like the overloaded London of his day
as possible, so civic parks and private lawns are ubiquitously. The roads are extraordinarily wide,
ranging from 120 to 420 feet for the Grand Avenue, and they are radial rather than linear.
Marketable, industrial, domiciliary, and public uses are clearly differentiated from each other
spatially.

The global aim for Howard is to cartel the traditional countryside with the traditional town. For too
long residents have had to make the unsatisfactory choices between living in a ethnically remote
rural area or giving up nature to live in a city, but "human society and the beauty of nature are
meant to be enjoyed together." As he sees it, in a rather Hegelian fashion if you ask me, the two
"magnets" of Town and Country that have in the past pulled people in any direction will, in the
future, be
blended into
one "Town-
Country
magnet."
Someone
just needs to
build the
first one.

Howard makes it clear that he is not a communist, and he does not see federal government playing
amark. The next thing I can relate his plan to is a proprietors' association on steroids, he calls it
a "quasi-public body," which owns all the property of the city and rents it out to residents. The
financial linchpin of the plan is the fact that all of the land is purchased up front, so that the increase
in property values generated by the growth will be captured by the community itself. He also
assumes that if everything is planned rationally from the beginning, the costly process of retrofitting
old infrastructure for new technology can be avoided.

First, Howard purposely tries to navigate a course been communal and individual authority, a basic
irony he sees as rooted in human nature. He suggests a pragmatic approach to sorting out where the
motivation should be placed. If the municipal authorities do a good job they should keep doing it,
otherwise it should be handed over to private enterprise. Ultimately, he sees these two spheres are
headed in the same direction. "There is a path along which sooner or later, both the Individualist and
the Socialist must inevitably travel." And it leads right to the Garden City. There's the historically
progressive synthesis again.

Howard's enthusiastic embrace of progress just drips from every page. He even sees human beings
becoming less selfish, as modern advances in science and technology open up frontiers of human
flourishing. Newer is better, just as the railroad is better than the stagecoach. After laying out his
final vision for a network of brand-new garden cities, what he calls the Social City, he briefly
considers whether any of the older cities can be salvaged and readapted. Not really. After a
precipitous fall in land values, due to migrants opting to move to the newer garden cities, London
will have to be mostly destroyed. Only then might it be refashioned into a modern city.

This brings up what I take to be a fatal flaw in Howard's whole proposal: he has little respect for
limits. It comes out loud and clear in this quote:

"Those of us who believe that there is a grand purpose behind nature cannot believe that the
career of this planet is likely to be speedily cut short now that better hopes are rising in the hearts of
men, and that, having learned a few of its less obscure secrets, they are finding their way, through
much toil and pain, to a more noble use of its infinite treasures.

This is why the loss of agricultural land to perpetual greenfield development was of no concern. Even
on the little island of England, farmland seemed to go on forever. Howard wanted to use local
materials to build extravagant new structures but never considered that they may simply run out.
Additionally, he never considers how this build-it-from-scratch attitude matches his belief in
constantly expanding technological progress.The layout he sketched was conceptual and he knew it.
He also didn't understand how regional economic forces agglomerate. He assumed jobs would just
follow people wherever they wanted to go. However, it's best to keep criticisms focused on the a
broader philosophical level.
understanding of metaphysical synthesis, which is a theme throughout the work, was frankly crude.
We writes:

"Town and country must be married, and out of this joyous union will spring a new hope, a new
life, a new civilization."

The trouble here is that marriage is seen as an absolute collapsing of identity, when, as many
married people soon discover for themselves, the two may become one but the two are also still
two.

Thomas Sharp, a contemporary to Howard, gives this feisty rejoinder:

"The one age-long certainty, the antithesis of town and country, is already breaking down. Two
diametrically opposed, dramatically contrasting, inevitable types of beauty are being displaced by
one drab, revolting neutrality. Rural influences neutralize the town. Urban influences neutralize the
country. In a few years all will be neutrality. The strong, masculine vitality of the town; the softer
beauty, the richness, the fruitfulness of that mother of men, the countryside, will be debased into
one, sterile hermaphroditic beastliness."

The problem of "the One and the Many," a unified whole set up against diverse components, has
vexed philosophers and theologians for centuries. Christian theologians, at least, gave up trying to
decide whether God was one or many by around the 3rd century AD. They just let the paradox be
and called him the Triune God. Howard's synthesis, on the other hand, is too neat and simple. It's all
unity and little diversity - which, of course, is what Jane Jacobs stepped in to remedy several decades
later.

Nobody as well-respected as Ebenezer Howard could be completely off-base. There are lessons to
learn from the man. He did have a good grasp on the problems associated with his rapidly
industrializing England, which, by the way, seems to me a similar phenomenon to what is now
occurring in the developing world. There really is a human proclivity for the "free gifts of nature,"
which were being pushed away and cut off by dirty factories and crowded streets of 19th century
London. Even if it is impossible for humans to indwell nature as he proposes without killing it, we still
yearn for the chance to visit, to remain connected.

Clarence Arthur Perrys Design Concept

Clarence Arthur Perry (1872-1944) was an architect and planner. Perry wrote a series of reports on
education and the use of schools for community centers for the Russell Sage Foundation including
Wider Use of the School Plant (1911), Community Center Activities (1916), Educational Extension
(1916), and The Extension of Public Education (1915). He lived in Forest Hills Garden, a garden
suburb the Russell Sage Foundation had supported, at the time he wrote "The Neighborhood Unit".

Neighbourhood

The term neighborhood is often used to describe the sub-

divisions of urban or rural settlements. In its purest definition,
a neighborhood is the vicinity in which people live. Lewis
Mumford presented neighborhood as a fact of nature,
which comes into existence whenever a group of people
share a place. Since the early ages of humanity, for practical,
economical, sociological and psychological reasons, people
have tended to live close together in sections of an area and
form communities. Those sections or neighborhoods have
some particular physical or social characteristics that
distinguish them from the rest of the settlement. The
clustering of these neighborhoods has formed towns, villages,
and cities. The neighborhood as a unit is a ubiquitous
phenomenon in every urban and nonurban area. Arnold
Whittick (1974) describes neighborhood unit as an
integrated, and planned urban area related to the larger community of which it is a part, and
consisting of residential districts, a school or schools, shopping facilities, religious buildings, open
spaces, and perhaps a degree of service industry.

Perry described the neighborhood unit as that populated area which would require and support an
elementary school with an enrolment of between 1,000 and 1,200 pupils. This would mean a
population of between 5,000 and 6,000 people. Developed as a low density dwelling district with a
population of 10 families per acre, the neighborhood unit would occupy about 160 acres and have a
shape which would render it unnecessary for any child to walk a distance of more than one-quarter
mile to school. About 10 percent of the area would be allocated to recreation, and through traffic
arteries would be confined to the surrounding streets, internal streets being limited to service access
for residents of the neighborhood. The unit would be served by shopping facilities, churches, and a
library, and a community center, the latter being located in conjunction with the school (Gallion,
1984). Perry outlined six basic principles of good neighborhood design

Neighbourhood-unit principles
1. Size - A residential unit development should provide housing for that population for which one
elementary school is ordinarily required, its actual area depending upon population density.

2. Boundaries - The unit should be bounded on all sides by arterial streets, sufficiently wide to
facilitate its by-passing by all through traffic.

3. Open Spaces - A system of small parks and recreation spaces, planned to meet the needs of the
particular neighborhood. should be provided.

4. Institution Sites - Sites for the school and other institutions having service sphe res coinciding
with the limits of the unit should be suitably grouped about a central point or common area.

5. Local Shops - One or more shopping districts, adequate for the population to be served, should be
laid out in the circumference of the unit, preferably at traffic junctions and adjacent to similar
districts of adjoining neighborhoods.

6. Internal Street System -The unit should be provided with a special street system, each highway
being proportioned to its probable traffic load, and the street net as a whole being designed to
facilitate circulation within the unit and to discourage its use by through traffic.

A neighborhood unit for an industrial section

Distribution of area

Complete unit 101.4 100 acres per cent

Residences-houses 37.8 37.3

Residences-apartments 8.4 8.3

Parks and play spaces 1 10.8 10.6

Business 5.2 5.1

Warehouses 3.2 3.2

Streets 36.0 35.5

Many cities possess somewhat central areas of this character. which have not been pre-empted by
business or industry but which are unsuitable for high-cost housing and too valuable for a low-cost
development entirely of single-family dwellings. Economically. the only alternative use for such a
section is industrial. If it were built up with factories. however. the non-residential area thereabouts
would be increased and the daily travel distance of many workers would be lengthened. One of the
main objectives of good city planning is therefore attained when it is made available for homes.

The functional dispositions

The above features dictated the employment of a treelike design for the street system. Its trunk
tests upon the elevated station. passes through
the main business district. and terminates at the
community center. Branches. covering all
sections of the unit. facilitate easy access to the
school. to the main street stem. and to the
business district. Along the northern border.
structures suitable for light industry, garages. or
warehouses have been designated.

Housing density

The street layout is based upon a housing

scheme providing for 2,000 families. of which 68
per cent are allotted to houses, some semi-
detached and some in rows; and 32 per cent to
apartments averaging 800 square feet of ground
area per suite. On the basis of 4.5 persons in
houses and 4.2 in suites. the total population
would be around 8,800 people and there would
be some 1.400 children of elementary school
age. a fine enrollment for a regulation city
school. The average net ground area per family
amounts to 1,003.7 square feet. If the parks and
play areas are included, this figure becomes 1.
216 square feet.

Recreation spaces

These consist of a large schoolyard and two playgrounds suitable for the younger children. grounds
accommodating nine tennis courts. and a playfield adapted either for baseball or soccer football. In
distributing these spaces regard was had both to convenience and to their usefulness as open spaces
and vistas for the adjacent homes. All should have planting around the edges, and most of them
could be seeded. thus avoiding the barren aspect so common to city playgrounds.

Community center

The educational. religious and civic life of the community is provided for by a group of structures.
centrally located and disposed so as to furnish an attractive vista for the trunk street and a pivotal
point for the whole layout.
 Shopping districts
The most important business area is, of course. around the main portal and along
the southern arterial highway. For greater convenience and increased exposures a
small market square has been introduced. Here would be the natural place for a
motion-picture theatre, a hotel, and such services as a branch post office and a fire-
engine house. Another and smaller shopping district has been placed at the
northeast comer to serve the needs of the homes in that section.
Economic aspects

While this development is adapted to families of moderate means, comprehensive planning makes
possible an intensive and profitable use of the land without the usual loss of a comfortable and
attractive living environment. The back and side yards may be smaller, but pleasing outlooks and
play spaces are still provided They belong to all the families in common and the unit scheme
preserves them for the exclusive use of the residents.

Five-block apartment-house unit Locality

The plan shown in Figure is put forward as a suggestion of the type of treatment which might be
given to central residential areas of high land values destined for rebuilding because of deterioration
or the sweep of a real estate movement. The blocks chosen for the ground site are 200 feet wide
and 670 feet long, a length which is found in several sections on Manhattan. In this plan, which
borders a river. two streets are closed and two are carried through the development as covered
roadways under terraced central courts.

Ground plan

The dimensions of the plot

between the boundaiy streets are
650 feet by 1,200 feet, and the
total .area is approximately 16
acres. The building lines are set
back from the streets 30 feet ori
the northern and southern
boundaries. Both of the end
streets, which were originally 60
feet, have been widened to 80
feet. the two 20-foot extra strips
being taken out of the area of the
development. The western
boundary has been enlarged from
80 to 100 feet. The area given to street widening and to building set-back amounts to 89,800 square
feet, or 11,800 square feet more than the area of the ~o streets which were appropriated. It will be
observed that the plan of buildings encloses 53 per cent of the total area devoted to open space in
the form of central courts. The main central court is about the size of Gramercy Park, Manhattan.
with its surrounding streets. Since this area would receive an unusual amount of sunlight. it would
be susceptible to the finest sort of landscape and fonnal garden treatment. Both of the end courts
are on a level 20 feet higher than the central space and cover the two streets which are carried
through the development. Underneath these courts are the service areas for the buildings. At one
end of the central space there is room for tennis courts and, at the other, a children's playground of
nearly one acre.

Accommodations

The capacity of the buildings is about 1.000 families, with suites ranging from three to fourteen
rooms in size, the majority of them suitable for family occupancy. In addition there would be room
for a hotel for transients, an elementary school; an auditorium, a swimming pool, handball courts,
locker rooms and other athletic facilities. The first floors of certain buildings on one or more sides of
the unit could be devoted to shops. The auditorium could be suitable for motion pictures, lectures.
little-theatre performances, public meetings, and possibly for public worship. Dances could be easily
held in the gymnasium. In the basement there might be squash courts.

Height

The buildings range in height from two and three stories on the boundary streets to ten stories in
the abutting ribs, fifteen stories in the main central n and thirty-three stories in the two towers.
Many of the roofs could be given a garden-like treatment and thus contribute to the array of
delightful prospects which are offered by the scheme. This plan, though much more compact than
the three others, nevertheless observes all of the unit principles. Neither the community center nor
the shopping districts are conspicuous, but they are present. Children can play, attend school, and
visit stores without crossing traffic ways.

Sir Patrick Geddes Planning Theory

Sir Patrick Geddes was a Scottish biologist, sociologist, geographer, philanthropist and
pioneering town planner. He is known for his innovative thinking in the fields of urban
planning and sociology. He introduced the concept of "region" to architecture and planning
and coined the term "conurbation". His principles for town planning in Bombay demonstrate
his views on the relationship between social processes and spatial form, and the intimate
and causal connections between the social development of the individual and the cultural
and physical environment. They included: ( Bombay Town Planning Act of 1915")

Preservation of human life and energy, rather than superficial beautification.

Conformity to an orderly development plan carried out in stages.

Purchasing land suitable for building.

Promoting trade and commerce.

Preserving historic buildings and buildings of religious significance.

Developing a city worthy of civic pride, not an imitation of European cities.
 Promoting the happiness, health and comfort of all residents, rather than
focusing on roads and parks available only to the rich.
Control over future growth with adequate provision for future requirements.

CONCEPTS OF PATRICK

Patrick Geddes explained an organisms relationship to its environment as

follows:
The environment acts, through function, upon the organism and conversely
the organism acts, through function, upon the environment. (Cities in
Evolution, 1915) Geddian Trio Representation
In human terms this can be understood as a
place acting through climatic and geographic
processes upon people and thus shaping them.
At the same time people act, through economic
processes such as farming and construction, on
a place and thus shape it. Thus both place and
folk are linked and through work are in constant
transition.
Patrick Geddes was influenced by social theorists such as Herbert Spencer (18201903) and
French theorist Frederic Le Play (18061882) and expanded upon earlier theoretical
developments that lead to the concept of regional planning.

He adopted Spencer's theory that the concept of biological evolution could be applied to explain
the evolution of society, and drew on Le Play's analysis of the key units of society as constituting
"Lieu, Travail, Famille" ("Place, Work, Family"), but changing the last from "family" to "folk". In
this theory, the family is viewed as the central "biological unit of human society "from which all
else develops.

According to Geddes, it is from "stable, healthy homes" providing the necessary conditions for
mental and moral development that come beautiful and healthy children who are able "to fully
participate in life".

Geddes and The Valley Section

Geddes first published his idea of the valley section in 1909 to illustrate his idea of the
'region-city'.The region is expressed in the city and the city spreads influence of the highest
level into the region.To put it another way, Geddes said that "it takes a whole region to
make the city. The valley section illustrated the application of Geddes's trilogy of
'folk/work/place' to analysis of the region. The valley section is a complex model, which
combines physical condition- geology and geomorphology and their biological associations -
with so-called natural or basic occupations such as miner, hunter, shepherd or fisher, and
with the human settlements that arise from them.
 CONURBATION THEORY

The term "conurbation" was coined in 1915

by Patrick Geddes in his book Cities In Evolution.

Internationally, the term "urban

agglomeration" is often used to convey a similar
meaning to "conurbation".

He drew attention to the ability of the (then) new technology of electric power and
motorised transport to allow cities to spread and agglomerate together, and gave as
examples "Midland ton" in England, the Ruhr in Germany, Ramstad in the Netherlands, New
York-Boston in the United States, the Greater Tokyo Area and Taiheiy Belt in Japan and NCR
of Delhi in India.

A conurbation is a region comprising a number of cities, large towns, and other urban
areas that, through population growth and physical expansion, have merged to form one
continuous urban and industrially developed area.

In most cases, a conurbation is a polycentric urban agglomeration, in which transportation

has developed to link areas to create a single urban labour market or travel to work area.

The term is used in North America, a metropolitan area can be defined by the Census Bureau
or it may consist of a central city and its suburbs, while a conurbation consists of adjacent
metropolitan areas that are connected with one another by urbanization.

EXAMPLES OF CONURBATION

NEW YORK

The expansive concept of the New York metropolitan area (the Tri-State Region) centred on
New York City, including 30 counties spread between New York State, New
Jersey, Connecticut, and Pennsylvania, with an estimated population of 21,961,994 in
2007.Approximately one-fifteenth of all U.S. residents live in the Greater New York City
area.This conurbation is the result of several central cities whose urban areas have merged.

UNITED KINGDOM

Industrial and housing growth in the United Kingdom during the 19th and early 20th centuries
produced many conurbations.

Greater London is by far the largest urban area and is usually counted as a conurbation in
statistical terms, but differs from the others in the degree to which it is focused on a single
central area. In the mid-1950s the Green Belt was introduced to stem the further urbanisation of
the countryside in UK.
 The term "conurbation" is closer to the meaning of urban agglomeration.

CONSTELLATION THEORY

As we all saw in the map, prominent cities in Maharashtra are shown to be connected forming a
CONSTELLATION shape.This CONSTELLATION THEORY was also coined by Sir Patrick Geddes , 4
or more cities, which are not economically, politically, socially equal come together in
developing a whole regionThis theory is mostly used for administrative purpose in all countries
worldwide.Such theory is most prominently used because planning cities in a particular shape
pattern is not possible in Todays times.

As we all saw in the map, prominent cities in Maharashtra are shown to be connected
forming a CONSTELLATION shape.This CONSTELLATION THEORY was also coined by Sir
Patrick Geddes , 4 or more cities, which are not economically, politically, socially equal
come together in developing a whole regionThis theory is mostly used for administrative
purpose in all countries worldwide.

Such theory is most prominently used because planning cities in a particular shape pattern is not
possible in Todays times.

VARTIKA SAXENA

ARPIT KHATRI

Q10 NEIGHBOURHOOD PLANNING

HISTORY

Birth of the Concept

Since the late eighteenth century and especially in the nineteenth century, European cities have
experienced a period of extreme urbanization, previously unseen in the course of history. The
population growth curve which had evolved constantly, having a stable, but moderate value since
medieval times, started to rise almost vertically in graphs, marking the beginning of urbanization in
modern times. With this unprecedented rapid urbanization another series of problems invaded the
modern city. The so called "Slums" with their poor population, industry workers, families with many
children, unemployment, pollution, became increasingly present on city maps (Brooks 1937).
Overcrowding was been felt ever more acutely. The traditional type of housing and the existing built
up areas became gradually insufficient and below the standards required by modern life (Mumford,
1954).

Patrick Geddes (Live Work Play)

In 1884, Geddes established the Environment Society (later the Edinburgh Social Union) to
encourage local residents to survey, plan, and improve the local environment.He believed that
gardens and green spaces were essential for:

Encouraging people to be active and to be outdoors

Producing local food
Brightening up and improving the local environment
Community cohesion
Learning about bio-diversity, life forms, and the changing seasons
Taking responsibility and stewardship for the local environment
Between the 1890s and 1913, Geddes created and toured the widely acclaimed 'Cities Exhibition' in
Edinburgh, London, Dublin, Belfast and Ghent. The exhibition set out his theories about town
planning, and helped to make his name in this field.Geddes lived in India from 1917 to 1924, making
detailed and careful suggestions for the re-planning of a considerable number of Indian cities. He
also held the Chair of Sociology and Civics at Bombay University from 1919 to 1924.

Garden City
Ebenezer Howard (1850-1928), the author of the Garden City theory, is generally considered the
father of twentieth century urbanism. The Garden Cities envisioned by Howard were the first
experiments with the idea of new town, built straightforwardly after an established plan, on an open
field and with the final goal of creating a new urban structure at regional level

Ebenezer Howard's 3 magnets diagram which addressed the question 'Where will the people go?', the choices being 'Town', 'Country' or
'Town-Country

The diagram summarises the political, economic, and social context underlying Howards utopian
vision for the future of British settlement via three illustrated magnets.

Both magnets of the Town and Country presented a series of advantages, like social opportunity and
high money wages in the case of the Town; and the beauty of nature and fresh air low rents in the
case of the Country. In contrast, they also present a series of disadvantages, like the isolation of
crowds and the army of unemployed in the case of the Town; and the lack amusement and
infrastructure in the case of the country. However, there is a third magnet, which presents all the
advantages of its predecessors and none of their disadvantages. The Town-Country magnet, thus,
will preserve big chances of employment and public spirit with a sense of being close to forests and
meadows.

It proposed the creation of new Suburban Towns of limited size, planned in advanced, and
surrounded by a permanent belt of agricultural land. These Garden cities were used as the model for
many suburbs. Howard believed that such cities were the perfect blend of city and nature. Hence
Howard thought of a cure to balance the immigration taking place from the countryside to the
cities due to industrialisation.

Clarence Perry and the Neighbourhood Unit

In the 1920s, Clarence Perry introduced a concept that he referred to as The Neighbourhood
Unit. The image below is a sketch published by Perry in 1929 illustrating the relationships between
the residential components of a neighbourhood and the uses that could easily be traversed to and
from by foot. Perry utilized the 5-minute walk (The Five-Minute Walk: Calibrated to the
Pedestrian) to define walking distances from residential to non-residential components, in particular
Perry was very concerned about the walkability to and from schools.

The Neighbourhood Unit has since laid the foundation for modern-day planning movements
including the new urbanism movement of the 80s, 90s and today. Unfortunately, the
neighbourhood unit concept has also provided fuel for todays suburbanization and road
classification system. Perrys intentions were calibrated to the human foot, not the automobile.
Please remember that Perrys Neighbourhood Unit was conceptualized prior to an automobile-based
society (1920s). His notes on the plan above refer to walk distances, narrow streets and a mix of
uses.

Post War Redevelopment

Post-War Urban Design Critiques and Debates

Two influential themes in urban design and planning followed the pre-war analysis of the expanding
city by Burgess, Christaller, and others. The Garden City, an idea by Ebenezer Howard, set out one
strategy for urban expansion based on the establishment of neighbourhood and community ideals
which evolved into the concept of a uniform neighbourhood spatial unit. The second approach by
members of C.I.A.M., International Congress for Modern Architecture or Congres Internationaux d
Architecture Moderne, which was founded in 1928 in La Sarraz, Switzerland, aimed to define the
functional city and a new urban design methodology according to modern principles.

Great London Plan by Patrick Abercrombie 1944

During the Second World War, the blitz had destroyed large urban areas throughout the entire
county of London, but particularly the central core.The Greater London Plan of 1944 was
developed by Sir Leslie Patrick Abercrombie (1879-1957). It was based around five main issues
facing London at the time:

Population Growth
A series of four rings were outlined (Inner Urban, Suburban, Green belt and Outer Country)
in order to control development and limit sprawl into regional areas.

Housing
The creation of new housing developments were to be mostly concentrated within areas
damaged by the air raids, the suburban ring and in new satellite towns. Abercrombie notes
the locations of existing communities within London, and aims to develop these
communities as growth areas focussed around a core neighbourhood.

Employment and industry

The creation of strong neighbourhood centres would be complemented by a mix of
commercial opportunities that service the immediate area

Recreation
The development of open spaces was of high importance to Abercrombie in the Greater
London Plan, recreation was seen as an essential part of life. All open spaces were to be
retained, with particular significance given to the development of a green belt.

Transport
Dwellings, industry and recreational spaces are all linked by transport within London.
Ensuring adequate levels of efficient transport were key to the Greater London Plan.
Although transportation had rapidly changed throughout the 20th Century, the roadways
had not.

The London Plan was later created to incorporate the exceeding changes of the 20th and 21st
century into the Greater London Plan. This is the plan that is leading the urban plan of London to this
date.

NEW URBANISM
New Urbanism is an urban design movement which promotes environmentally friendly habits by
creating walkable neighbourhoods containing a wide range of housing and job types.It arose in the
United States in the early 1980s, and has gradually influenced many aspects of real estate
The principles of urbanism can be applied increasingly to projects at the full range of scales from a
single building to an entire community.

1. Walkability

-Most things within a 10-minute walk of home and work

-Pedestrian friendly street design (buildings close to street; porches, windows & doors; tree-lined
streets; on street parking; hidden parking lots; garages in rear lane; narrow, slow speed streets)

-Pedestrian streets free of cars in special cases

2. Connectivity

-Interconnected street grid network disperses traffic & eases walking

-A hierarchy of narrow streets, boulevards, and alleys

-High quality pedestrian network and public realm makes walking pleasurable

3. Mixed-Use & Diversity

-A mix of shops, offices, apartments, and homes on site. Mixed-use within neighborhoods, within
blocks, and within buildings

-Diversity of people - of ages, income levels, cultures, and races

4. Mixed Housing

A range of types, sizes and prices in closer proximity

5. Quality Architecture & Urban Design

Emphasis on beauty, aesthetics, human comfort, and creating a sense of place; Special placement of
civic uses and sites within community. Human scale architecture & beautiful surroundings nourish
the human spirit

6. Traditional Neighborhood Structure

-Discernable center and edge

-Public space at center

-Importance of quality public realm; public open space designed as civic art

-Contains a range of uses and densities within 10-minute walk

-Transect planning: Highest densities at town center; progressively less dense towards the edge. The
transect is an analytical system that conceptualizes mutually reinforcing elements, creating a series
of specific natural habitats and/or urban lifestyle settings. The Transect integrates environmental
methodology for habitat assessment with zoning methodology for community design. The
professional boundary between the natural and man-made disappears, enabling environmentalists
to assess the design of the human habitat and the urbanists to support the viability of nature. This
urban-to-rural transect hierarchy has appropriate building and street types for each area along the
continuum.

7. Increased Density

-More buildings, residences, shops, and services closer together for ease of walking, to enable a
more efficient use of services and resources, and to create a more convenient, enjoyable place to
live.

-New Urbanism design principles are applied at the full range of densities from small towns, to large
cities

8. Green Transportation

-A network of high-quality trains connecting cities, towns, and neighborhoods together

-Pedestrian-friendly design that encourages a greater use of bicycles, rollerblades, scooters, and
walking as daily transportation

9. Sustainability

-Minimal environmental impact of development and its operations

-Eco-friendly technologies, respect for ecology and value of natural systems

-Energy efficiency

-Less use of finite fuels

-More local production

-More walking, less driving

10. Quality of Life

Taken together these add up to a high quality of life well worth living, and create places that enrich,
uplift, and inspire the human spirit.

A NEW STRATEGY OF SUSTAINABLE NEIGHBOURHOOD PLANNING:

FIVE PRINCIPLES:

1. Adequate space for streets and an efficient street network. The street network should occupy at
least 30 per cent of the land and at least 18 km of street length per km.
2. High density. At least 15,000 people per km, that is 150 people/ha or 61 people/acre.

3. Mixed land-use. At least 40 per cent of floor space should be allocated for economic use in any
neighbourhood.

4. Social mix. The availability of houses in different price ranges and tenures in any given
neighbourhood to accommodate different incomes; 20 to 50 per cent of the residential floor area
should be for low cost housing; and each tenure type should be not more than 50 per cent of the
total.

5. Limited land-use specialization. This is to limit single function blocks or neighbourhoods; single
function blocks should cover less than 10 per cent of any neighbourhood.
UN HABITAT Urban Planning Discussion Note 1

PRINCIPLES OF SMART NEIGHBOURHOOD THEORY

Many urban form elements contributes to the feel and function of a neighbourhood. Based on the
concept of neighbourhood there are certain parameters which will define the growth of smart
neighbourhood.

a) Density- The term associated with large, impersonal apartment buildings, public housing projects,
or physical environments. In an official term instead of using density it should be compact
development or smart growth. Most of the residents in urban area preferred higher density because
these include more attractive streetscapes, local shops and a greater diversity of housing choice.

b) Infill Development- The most fundamental feature of Sustainable Urban Neighbourhood is its
location- the fact that it is located within towns and cities. It not only create attractive new buildings
and housing units in existing urban area, but entire neighbourhood that are more pedestrian-
oriented, vibrant, diverse and ecological.

c) Mixed-use development- The new urbanism and sustainability oriented design in general is to
include this variety of land uses within communities once again, typically within neighbourhood
centres or along main-street. If jobs, housing, shops, and recreational facilities are closer together,
the theory goes, then people will need to drive less and neighbourhood will be more vibrant and
liveable. This after, all, is the model of the traditional town before the age of the automobile.

d) Streetscape design- Arterial corridor within almost any city or town offer extensive opportunities
for infill development. Luckily, there are well-established traditions of large streets in many
countries that both carry substantial volumes of vehicle traffic and are green pedestrian-friendly
places to be.

e) Traffic calming- As automobiles multiplied rapidly in industrialized nations in the early and mid-
twentieth century, many observers realized that they were degrading neighbourhood quality. Traffic
calming mechanism fall into two main categories:

Those that seek primarily to reduce vehicle speeds and those that focus on lowering traffic volumes.
The other main approach to traffic calming- focusing on traffic volume rather than speed.

f) Parks and open spaces- A better connection between human and natural environments is a central
challenge of sustainable development, neighbourhood planning should seek to create a variety of
open spaces and natural areas. Creating a range of attractive open space needs to become a much
more integral part of neighbourhood planning.

g) Improving neighbourhood equity- Equity concerns are present at the neighbourhood level, as at
others. Sustainability at the neighbourhood level implies making every neighbourhood accessible to
all. The objective of sustainable development is not green enclaves in upper middle class area, but
well-rounded neighbourhoods that are diverse and equitable as well as ecological and liveable

OTHER DEFINITIONS/TERMS

URBAN SPRAWL

Urban sprawl or suburban sprawl describes the expansion of human populations away from central
urban areas into low-density, monofunctional and usually car-dependent communities, in a process
called suburbanization. In addition to describing a particular form of urbanization, the term also
relates to the social and environmental consequences associated with this development.
In Continental Europe the term "peri-urbanisation" is often used to denote similar dynamics and
phenomena, although the term urban sprawl is currently being used by the European Environment
Agency. There is widespread disagreement about what constitutes sprawl and how to quantify it. For
example, some commentators measure sprawl only with the average number of residential units per
acre in a given area. But others associate it with decentralization (spread of population without a
well-defined centre), discontinuity, segregation of uses, and so forth.
UBRAN RENEWAL

Urban renewal, which is generally called urban regeneration ("regeneration" in the United
Kingdom), "revitalization" in the United States,is a program of land redevelopment in areas of
moderate to high density urban land use. Renewal has had both successes and failures. Its modern
incarnation began in the late 19th century in developed nations and experienced an intense phase in
the late 1940s under the rubric of reconstruction. The process has had a major impact on many
urban landscapes, and has played an important role in the history and demographics of cities around
the world.Urban renewal involves the relocation of businesses, the demolition of structures, the
relocation of people, and the use of eminent domain(government purchase of property for public
purpose) as a legal instrument to take private property for city-initiated development projects.

CUL-DE-SACS

A dead end, also known as a cul-de-sac, is a street with only one inlet/outlet. The 1906 Act defined
the nature of the cul-de-sac as a non-through road and restricted its length to 500 feet
(150 m). Garden cities in the UK that followed Hampstead, such as Welwyn Garden City all included
cul-de-sac. These types of streets were originally planned

To limit access to an existing road newly designated as a major artery, enabling traffic to
move smoothly on it
To protect neighbourhood residents, particularly children, from the dangers of traffic
To alleviate residents' concerns
URBAN TRANSPORTATION PLANNING IN
INDIA

Shriya Sohi
Riya Uppal

List of Abbreviations
CAGR Compounded Annual Growth Rate
CDP Comprehensive Development Plan
CiSTUP Center for infrastructure Sustainable Transportation and Urban Planning
CMP Comprehensive Mobility Plan
CNG Compressed Natural Gas
CoE Center of Excellence
CPCB Central Pollution Control Board
CRRI Central Road Research Institute
CSIR Council of Scientific & Industrial Research
DCR Development Control Regulations
DPC District Planning Committee
DULT Directorate of Urban Land Transport under Government of Karnataka
EPCA Environmental Pollution Control Authority
FAR Floor Area Ratio
FSI Floor Space Index
GEF UNDPs Global Environment Facility
I&C Inspection and Certification I
RC Indian Roads Congress
ITS Intelligent Transportation System
IPT Intermediate Public Transport
IUT Institute of Urban Transport
JNNURM Jawaharlal Nehru National Urban Renewal Mission
KMC Knowledge Management and database Centre
LTP Local Transport Plan
MOUD Ministry of Urban Development
MPC Metropolitan Planning Committee
MTA Mid-Term Appraisal
NMT Non-Motorised Transport No. Number
NRSTMB National Road Safety & Traffic Management Board
NUTP National Urban Transport Policy OTS Office of Transport Strategy
 PEARL Peer Experience and Reflective Learning PM10 / PM2.5 Particulate Matter
PMC Pune Municipal Corporation
PT Public Transport
R/P ratio Reserves to Production ratio
Rs Indian Rupees
RTO Regional Transport Office S
q. ft. Square feet
SRTU State Road Transport Undertakings
TRIPP Transportation Research and Injury Prevention Program
ULB Urban Local Body
ULCRA Urban Land Ceiling and Regulation Act
UMTA Unified Metropolitan Transport Authority
UNDP United Nations Development Programme
UT Urban Transport
UTF Urban Transport Fund
UTTIPEC Unified Traffic And Transportation Infrastructure. (Planning & Engineering) Centre
 Vehicular emission, congestion, and road
Adverse health effectsissues
safety from vehicular
emissions

Policy measures to improve urban transportation in India

Promoting regional economies and compact townships.
Focusing on public transport particularly bus transport
Introducing variety of bus transport services
Improving the efficiency of bus transport operation
Adopting optimal pricing strategies for transport services
Enhancing transport coordination
Promoting car sharing
Restraining the use of polluting vehicles and fuels
Tightening vehicle emissions standards and inspection and maintenance programs
Implementing demand side management measures
Using supply side management measures
 Encouraging green modes
Introducing public awareness programs
Strengthening urban institutions

Urban Transport Planning and Development: Issues and Challenges for India
In general, Indias metropolitan cities experienced higher growth than their smaller
counterparts during 1990s
Indias big cities now account for a larger share of total urban population a trend
that has been observed since independence and
The trends indicate the continued urbanization and metropolitanization in the years
to come
Less than 1/3rd of Indians living in Urban areas contributes 2/3rd of National
Income. Moreover, increase in household income in urban areas is far higher than
that in the rural areas.
Population growth, increases in household income, and increase in commercial and
industrial activities have placed heavy demands on urban transport systems, demand
that many Indian cities have not been able to meet.
The main reason for this is inadequate transport infrastructure and its sub-optimal
use besides prevailing imbalance in modal split.

Existing transport infrastructure

Growth in road length is significantly less than the growth in vehicular population particularly in
urban areas.

Only 16.1% of the total developed area in Class I cities is allocated for roads and streets.

Extremely limited rail services (only to Mumbai, Delhi, Kolkata, and Chennai).

Well-organized bus services are mainly run by MTUs/STUs and confined only to few metropolitan
cities whereas rail services are available only in few mega cities.

The share of buses is negligible in most Indian cities as compared to personalized vehicles. For
example, two wheelers and cars together constitute more than 95% in Kanpur and 90% in both
Hyderabad and Nagpur whereas in these cities buses constitute 0.1, 0.3, and 0.8 percent
respectively.
What are the consequences?
Acute traffic congestion resulting in inordinate delays,
High-energy consumption,
Intense pollution of the environment, and
High rate of road accident (e.g., from 1993 to 2003, avg. annual growth rate of total
road accidents 3.8%, fatality 3.5%, and injury 4.2%). Economic loss due to road
accidents in India is of the order of at least one percent of its GDP (GDP of India at
current prices in 2004-05 was Rs. 28439 billion).
Average peak-hour vehicle speeds in Beijing on the arterial roads have declined from 45
KMPH in 1994 to 33 in 1995, 20 in 1996, 12 in 2003 and less than 10 KMPH in 2005!
Peak-hour vehicle speeds in Shanghais center roads range from 9 to 18 KMPH.
In Shenzhen, traffic accidents have been the top killer over the past three years, with forty
percent of those killed aged between 20 and 40.
The amount of carbon monoxide and hydrocarbons from auto emissions accounts for 79% of
the total in all of China

Urban Transport Problems

Road congestion
Parking problems
Air pollution
Deteriorating road safety
Challenges-Gaps in Laws and Regulations, Fragmented Institutional Frameworks,
Distorted land markets affecting transport infrastructure development,
Comprehensive design standards for transport infrastructure lacking, Human
Resource challenges, Absence of reliable transport data, Inefficiencies in bus based
PT services, Energy Security,

Policy responses to address urban transport issues

Planning Commission
National Urban Transport Policy (NUTP)
Jawaharlal Nehru National Urban Renewal Mission (JNNURM)

Proposed policy reforms

a) Re-aligning legal and regulatory instruments
b) Institutional Restructuring
c) Resource Mobilization
d ) Planning reforms
ENVIRONMENTAL IMPACT OF URBAN TRANSPORT
The ambient air pollution in terms of Suspended Particulate
Matter (SPM) in many metropolitan cities in India exceeds the limit set by World
Health Organization (WHO).
Increased GHG emissions impacting global efforts to address climate change.
Increased consumption of fossil fuels impacting price at world oil market.
Air pollution in many of India's cities has become atrocious, and has already had
serious health effects, especially in the form of respiratory diseases.
There is a direct relationship between transport system and air pollution in a city.
emissions depend on vehicle speed, vehicle-km, age of vehicle, and emission rate.
Prevalent traffic congestion, high avg. age of vehicles and poor maintenance of
vehicles aggravate the problem of air pollution.
The average peak hour speed in Indian cities is far less than the optimum one.
According to Centre for Science and Environment (CSE), the quantity of all the three
major air pollutants (namely, CO, hydrocarbons, and nitrogen oxides) drastically
increases with reduction in motor vehicle speeds.
It is clear that among various modes of road based passenger transport, bus occupies
less road space and causes less pollution per passenger-km. Therefore, urban
transport plans should specially emphasize on bus transport system.

Policy measures
Focusing on public transport particularly bus transport

Public transport has lower external costs vis--vis private modes

Promoting rail-based transport system in high density corridors

Focusing on bus transport throughout the country (due to its cost effectiveness and flexibility)
Restructuring of tax policy to promote bus transport

Restructuring the STUs/MTUs

Rationalizing the fare and adopting a robust automatic fare revision formula

Optimize scale of operations

Introducing different variety of services

Productivity enhancement measure

Reducing staff to bus ratio

Increasing bus utilization (bus-km per day)

Using smaller capacity vehicle along low-density routes

Hiring of buses

Increasing fuel efficiency through training to drivers

Learning lessons from success stories (such as BMTC)

Improving passenger information system

Enhancing coordination between STUs and PBOs and encouraging PBOs in non-STU operated cities
with adequate regulatory mechanism

Improving efficiency of operation through competitive pressure

Adopting optimal pricing strategies for transport services

Government should use market based instruments to increase the (actual) marginal
cost of private vehicle use to a level where it is equal to the marginal social costs of
the same.
Publicly owned urban transport undertakings can think of charging different
(optimal) prices for different quality of services.
Apart from this one could also envisage differential pricing mechanism such as peak
period, off-peak period, peak-direction, off-peak direction etc. based pricing
strategy.

Enhancing transport coordination (e.g., buses should operate on main corridors whereas IPTs
should serve on feeder routes)

To encourage people to use public transport, there is a need to have transportation system which is
seamlessly integrated across all modes of public transport.

There is a need to have a coordinating authority with the assigned role of coordinating the
operations of various modes.

Promoting car sharing Car sharing is when two or more people share a car and travel together. It
allows people to have the convenience of the car, but at the same time helps to reduce congestion
and pollution through reduction in vehicle kilometers.

CLASSIFICATION OF URBAN ROADS :

1. Expressways
2. Arterial Streets
3. Sub-Arterial Streets
4. Collectors Streets
5. Local Street

Expressways
For Speedy and heavy traffic
 Pedestrians not allowed
Connect main markets, important places
Complete separation of opposite moving traffic by a divider or median
Level crossings, sharp curves, steep gradients avoided
Telephone facility, Highway Police, Servicing Stations, Refreshment Facility available at
regular intervals.

Aterial Streets
For the heavy/important traffic inside the city
Usually along the expressways serving as principal network of traffic flow
Join central business district with outside residential areas
Parking, loading, unloading prohibited
Pedestrians are allowed to cross only at intersections

Sub Aterial Streets

Less traffic than arterial streets
Pedestrians are allowed to cross only at intersections
Spacing varies from 0.5 km in central business areas to 3 to 5 km in residential area.
Parking, loading, unloading usually restricted and controlled

Collectors Streets
Meant for collecting the traffic from local streets to arterial streets
Full access allowed from properties alongside
Situated in residential, commercial, industrial areas
Few parking restrictions except for peak hours

Local Street
Open access from residents, business or other properties
Does not carry large volume of traffic
Unrestricted parking and pedestrians allowed
Roadways serve a variety of functions, including but not limited to the provision of direct access to
properties, pedestrian and bicycle paths, bus routes and catering for through traffic that is not
related to immediate land uses. Many roads serve more than one function and to varying degrees,
but it is clear that the mixing of incompatible functions can lead to problems. A road hierarchy is a
means of defining each roadway in terms of its function such that appropriate objectives for that
roadway can be set and appropriate design criteria can be implemented. These objectives and
design criteria are aimed at achieving an efficient road system whereby conflicts between the
roadway and the adjacent land use are minimized and the appropriate level of interaction between
the roadway and land use is permitted. The road hierarchy can then form the basis of ongoing
planning and system management aimed at reducing the mixing of incompatible functions.

ROAD HIERARCHY OBJECTIVES

The key objective of a road hierarchy is to ensure the orderly grouping of roadways in a framework
around which state and local governments can plan and implement various construction,
maintenance, and management schemes and projects. It should also assist local and state
governments with the adoption of appropriate standards for roadway construction. A well formed
road hierarchy will reduce overall impact of traffic by:-

concentrating longer distance flow onto routes in less sensitive locations;

ensuring land uses and activities that are incompatible with traffic flow are restricted from routes
where traffic movement should predominate;

preserving areas where through traffic is discouraged;

ensuring activities most closely related to frontage development, including social interaction and
parking, can be given more space within precincts where environmental and access functions should
predominate.

LAND USE/ROAD HIERARCHY RELATIONSHIP

Eppell and Zwart (1997) revealed that the notion of hierarchy is deeply embedded within the
planning of transport networks. One of the key aims of the hierarchy is to optimise accessibility,
connectivity, amenity and safety for all road users including motor vehicles, bicycles pedestrians, and
public transport patrons. To do so, the relationship between hierarchy and the land uses it serves
needs to be considered. The road hierarchy philosophy begins with consideration of the local area
needs in what is termed a specific area or environment cell. A specific area is a part of the urban
fabric that is contained within a block bordered by traffic carrying roads or other physical
boundaries . Arterial roads carry through traffic external to the specific area, and sub arterial roads
carry through traffic between multiple specific areas and the arterial roads.

Collector streets are located within the specific area, providing indirect and direct access for land
uses within the specific area to the road network. These streets should carry no traffic external to
the specific area. The environmental cells within the specific area are bounded by the collector
streets, and contain with low speed environments and pedestrian priority. Their function is to
provide direct property access. Within environmental cells, considerations of amenity and
environment dominate.
Q12. Explain the types of survey in Town Planning
Define the following terms in detail:
Physical Survey
Social survey
Sampling techniques
Akshat Singh Arora
Kavya Garg
Shivya Ahuja

TYPES OF SURVEYS IN TOWN PLANNING

Mr. G K Hiraskar defined in his book Town planning that;
Survey means collection of data & information through site visit & personal
observations. Similarly there is a principle developed by Sir Patrick Geddes
(one of the pioneer of modern town planning) that always survey before plan.
The review drives us to data or information which is utilized by all organizers
to sethibited in the shape maps, diagrams, tables and models. At present
there developed advanced maps, elevated photography and electronic models
of overviews which have upgraded the comprehension of organizers with
precise data of the site. However there are sure ground substances which
must be comprehended through individual site visit by the organizers. The
required information is gathered in a specific base year. It might be at interims
of 4-5 years. Be that as it may, the data of a base year might be anticipated
for a specific period to produce an appropriate information construct for the
future depending in light of a watchful investigation of present and past
patterns, and so on. This review of site before arranging is otherwise called
"determination before the treatment" or finding methodology of organizers that
lead them to settle on right choices about the city. up a mind guide of the area
before drawing an arrangement of town. However, the information of a base
year may be projected for a particular period to generate a suitable data base
for the future depending on a careful and detailed study of present and past
trends, etc.
This survey of site before planning is also known as diagnosis before the
treatment or diagnosis approach of planners that lead them to make correct
decisions about the city.
Types of Survey:
Mr. G. K. Hiraskar also classified surveys in four broad types.
i) Towner city survey
ii) Regional survey
iii) National survey
iv) Civic survey
Town Surveys:
These surveys are conducted to prepare a base map for the Town planning
scheme. Basically these surveys are of three types; i.e.
i) Physical survey
ii) Social survey and
iii) Sampling techniques
Physical survey:
These are conducted in two ways i.e. through land survey and aerial survey.
In physical survey four types of information or data are collected.
i) Natural Features survey i.e. location in respect to existing towns & region,
topography & soil conditions, climatology etc.
ii) Land Use survey i.e. use of land for residential, commercial, or social
purposes, public & semi public spaces, open spaces, transportation networks,
agriculture, water elements, vacant lands & other uses.
iii) Building Conditions survey i.e. buildings are in very good, good, poor, or in
bad condition?
iv) Communications survey i.e. highways, roads and its network & railway
junctions and its network, availability of parking facilities in the city, origin &
destination (O&D) survey, accidents survey; and future trends of traffic
surveys etc.
Application of Innovative Techniques for preparation of Base Maps
1. Aerial Photography:
Nowadays, aerial photography is used for preparation of base
map.Substantial scale airborne photography is being utilized for era of base
maps and other topical maps for urban zones as it ends up being expense
and time successful and solid. Abundance of data relating to land highlights,
arrive utilize, developed regions, city structure and urban shape, physical
parts of environment, and so on is accessible from the ethereal photography.
It is the expertise of the translator who can remove the data valuable for era of
different topical maps and realistic information required for planning of urban
advancement arrange.
For preparation of base map the following stages of work are generally
involved are shown in the following figure-

Fig. 1 : Stages in the Preparation of Base Map

2. Small Format Aerial Photography

As compared to conventional aerial photography of large format (23X23 cm),
acquired from specially designed metric aerial camera mounted on a modified
large aircraft, the small format aerial photography (SFAP) can be executed
through 35 mm cameras held in hand or fixed. The regular flying agencies
generally do not undertake SFAP as such a technique is yet to be
operationalised fully on commercial scale in India. However, Indian Institute of
Remote Sensing, Dehradun has executed SFAP on experimental basis
successfully for Rohini area in Delhi, Haridwar in U.P. and Kharar in Punjab,
using light, low performance, single engine trainer aircraft. The technique of
small format aerial photography when developed on a commercial scale can
be used for mapping of smaller areas and for updating existing base maps
and monitoring development even at individual plot/parcel of land level. SFAP,
with sufficient accuracy, can be developed in the form of a technique than can
be done by said person, individually.
3.Geographic Information System
GIS is a computer based system, capable of input, storage, manipulation,
study of data useful for planning, and implementation, decision-making. GIS is
a powerful tool which helps planners to view different scenarios and their
outcome so that an efficient strategy may be chosen for planning and
development. It is basically a map processing tool and not for generation of
base maps. Once the spatial and attribute data is generated in GIS, its
application over areas are many and varied. These include resource inventory
and management,facilities, services management, planning and monitoring,
land records for taxation and ownership controls,, environment impact
assessment, etc.
The PC-based GIS system is available in the market both in raster and vector
mode from remote sensing and other sources can be integrated. Planning
agencies can acquire such system to have quick analysis of geo-referenced
data for planning.
4. Satellite Remote Sensing Remote sensing data
This is used to study and monitor land features, natural resources and
dynamic effects of human activities on urban regions.Today, with the
determination accessible, the utilization of remote detecting information for
urban development plans could for the most part be for evaluation of natural
resources,land use monitoring and planning and map-making.
A broad base map of the city and city-subregion, showing physical elements
including major road network, might be arranged rapidly with the assistance of
satellite imageries. Uses of remote detecting information are various and it
can be translated with the assistance of computer helped investigation.
Both methods require certain amount of ground support information which
should normally be collected by an interpreter to develop a key and is
generally referred as ground truth.
Using the ground truth or interpretation key, the remote sensing data is
analysed, interpreted and maps related to existing features, land use, broad
settlement structure, resource 7 analysis, etc. could be generated.
Visual understanding is a simple procedure and faculty having rudimentary
preparing can make remote sensing data for generation of maps.
Social survey:
The social aspects of a town life are studied under this survey.
They type of information collected in the social survey are as follows:
a) Residential areas including historical studies, types of buildings, slums and
suburban development.
b) Historical buildings and public buildings, their location and classification;
c) Parks and playgrounds, their size and number in relation to the residential
areas.
d) Ancient ruins.
e) History of growth from the study of old maps.
f) Conditions favourable for preservation of wildlife and spots of natural
beauty.
g) Birth rates, death rates and charts of diseases.
h) Public services comprising of water supply, sewerage, drainage,electricity,
telephone, street lighting, cemeteries and fire protection

These are of three kinds, i.e.

I) Population
II) Housing and
III) Community Facilities
i) Population: Trends in population growth for last 50 years, present population
characteristics, future population growth by considering survival, urban
Migration & development of new industries. Demographic survey i.e.
classification of population & town density.
ii) Housing: Housing stock, per annum need, current housing conditions,
accommodation density, building height, material use & tenancy status, rented
or owned.
iii) Community facilities: Education, health & recreation

THE SAMPLE PERFORMA FOR SOCIOECONOMIC SURVEY

i) Surveyors name: ____________
ii) Supervisors name:___________
iii) Ward number: _____________
iv) Block number: _____________
v) Street number: ____________
vi) Unit number: _____________
vii) Date of survey: ___________
There are five issues addressed in a socio-economic survey:
i) Housing condition:
House Number: _____________
Address: __________________
House Conditions:
Poor _________
Good _________
Very Good _____
Number of Floors: ___________
Age of house: _______________
Plot area: __________________
Tenancy Status:
Rented ______
Owned ______
Rent per month ________
ii) Family Structure:
Total family members: __ Male __ Female __
Literacy of Male & Female: _____________
Marital status: ______________________
School going children __________
College going children __________
Age groups:
5 & below____
5-10 _______
10-25 ______
25-50 ______
50 & above ___
iii) Economic characteristics:
Total number of Earning Members _____
Occupations _______________
Monthly Income_____________
Expenditure ________________
Savings ___________________
Mode of Transport ___________
iv) Community Facilities:
Nurseries ______
Primary Schools _______
Secondary Schools _______
College ______
Shopping Center _________
Park and Open Space _________
Club Theaters _________
Religious Building _________
Post Office _________
Police Station _________
Dispensary ___________
Clinic ___________
Hospital _________
Any Other _________
(In each category find out the Distance from Residence)
v) Utility Services:
Water Supply _____
Electricity _____
Gas _____
Telephone _____
Water Closet ______
(In each category find out the type of connection as Legal, Illegal, Private,
Public etc

Sampling Techniques:
The success with which the results of a sample survey can be
attributed to the homogeneity of the universe. Urban areas are mostly
heterogeneous. The density of population, density of housing, character of
housing, etc., all vary from one part of the area to another. In order to ensure
that the outcomes of the sample survey can be applied with a fair degree of
precision to the universe, it is necessary to divide the survey area initially into
units, which are homogeneous in character to as great an extent as possible.
This homogeneity is normally based upon the physical characteristics of the
neighbourhood, and where, possible social characteristics may also be taken
into consideration. Some of the characteristics that can be used to determine
homogeneity are:
i) Density of Housing,
ii) Character of Housing,
iii) Economic Level of the Resident Population,
iv) Socially cohesive Groups,
v) Influence Zone of congregating Centres such as Temples, Mosques.
Churches, Markets etc.
Streets, railway lines, heavy traffic arteries and large open tracts may
serve as boundaries for these units. In fixing these boundaries, care must be
exercised to see that they do not cut across communities or influence zones.
This is a vital point to be observed since the same units can be later utilised
as planning units with minor adjustments and a further breakdown of the data
collected can be avoided.
Division into Homogeneous Units
The division of the area into the survey zone, has also to take note of
the ability of the survey units to complete the survey in a reasonable time. For
example, assuming that a sample survey is being conducted in the case of a
town with a population of 75,000 persons and at the rate of 5 persons per
family, there are 15,000 families. A 5% sample for purposes of the survey will
mean 750 houses. A team of 4 interviewers working five hours a day (only in
the morning hours as afternoon is spent in checking and completing the form
in the office) will be able to cover about forty houses per day and about 250
houses in a week. If the survey of a division is to be completed within a week
then that division should have approximately 5,000 houses out of which 250
houses would be interviewed. The entire survey will be completed in a week
with the help of three teams of 4 interviewers each. In actual practice, the
division will neither be equal nor simple and therefore the survey may easily
take about a month to complete.
The division of the area into a number of homogeneous units will
require in the first instance, a reconnaissance of the entire area by the Town
Planner and identification and definition of areas of similar characteristics,
points of social interests, etc. The Town Planner should have, with him, the
base map of the area on which he / she can enter notes.
Method of Sampling
 Once the division into homogeneous units has been carried out
carefully, the task of sampling becomes simplified. Two methods for random
sampling are as follows:
i) From the list or Census number, one in every fifty or any other
predetermined number (depending on the size or the sample) is taken and the
particular house is interviewed. This requires the grouping of Census numbers
by the survey divisions.
ii) If lists of municipal numbers are available one in every fifty or any other
predetermined number (depending on the size or sample) or these numbers
when arranged according to survey division can be selected and surveyed.
The procedure to be adopted depends on the accuracy, the completeness and
the reliability of these and the facility with which these lists can be re-arranged
according to survey divisions.

SOURCES:
http://townplanninglectures.blogspot.in/2009/02/civic-survey.html
http://tcpomud.gov.in/Divisions/MUTP/Land/Landuse_Classification
_Report.pdf
http://stattrek.com/survey-research/sampling-methods.aspx?Tutorial=AP
fundamentals of town planning by g.k.hiraska

ANSWER 14: TOWN LEVEL SURVEY

 In this type of survey, house to house survey is conducted. The town planner can make a
correct diagnosis of various ills from which the town is suffering and prescribe the correct
remedies for their cure from this survey. The data collected during the civic survey are as
follows:
> The means of communication such as roads, railways, airways and waterways are studied

Parameter/ Types Structure Plan Annual Plan Perspective Plan Development Plan

together with their inter-relationship.

> The study of contours of the area helps in deciding the gradients of roads, location of water
works and sewage plants, location of public buildings and airports, etc.
> The study of agricultural lands, residential and commercial areas, parks, open spaces,
location of airports, etc.
> The study of general historical development of town, present policy of administration
physical and social aspects of the area, etc
> The characteristics of houses, distribution and relation of people to houses, etc, are studied
> The character, distribution, types and special requirements of the local industries are
studied
> The study of the present and future population to be surveyed by the town planning scheme
family structure, density of population, migration tendencies, etc.
> The study of buildings to be used by the common people.
> The study of the general health of inhabitants, death rate, causes of special diseases, etc.
> The study of the public services such as water supply, sewerage, telephone, gas, electricity,
etc. is made.
> The topography of the area is studied with reference to climatic conditions, locations of
rivers and streams, etc.

REGIONAL LEVEL SURVEY:

The regional surveys carried out on much larger unit than town level survey,which may
consist of number of townships and villages. The investigationscarried out are of general
nature such as social, physical, economic conditions of region. Surveys for regional
highways, regional transport, and regional water supply come under regional
survey. The topics to be covered in the regional survey are more or less the same as those of
T P
the civic survey.
YPESIt OF -S
helps toLANNING ,
develop the whole region in a co-ordinated
TRUCTURE manner.
PLAN
ANNUAL PLAN, PERSPECTIVE PLAN AND
DEVELOPMENT PLAN
Definition A structure plan is Annual Planning or Perspective plan is Development plan
a framework to short term planning the long term (20- is a medium-term
guide the refers to 4 to 6 25 years) policy (generally 5 years
development or years plans which plan of spatio- coterminous with
redevelopment of are further divided economic the term of the
an area by defining into annual plans development of the local authority)
the future so that each settlement. It is a comprehensive
development and annual plan may fit blue print regarding plan of spatio-
land use patterns, in short-run plan the objectives and economic
areas of open and each short-run targets of long run development of the
space, the layout plan may ultimately growth. In this, long urban centre. It is
and nature of fit in the long-run range targets are conceived within
infrastructure plan. It is an set in advance for the framework of
(including organization's a period of 15, 20, the approved
transportation financial plan for or 25 years. The perspective plan
links), and other the fiscal year. It is broader objectives
key features and conceived within and targets are to
constraints that the framework of be achieved within
influence how the Development Plan. the specified period
effects of of time by dividing
development are to the perspective
be managed. plan into several
short-period plans
of 4, 5 or 6 years.
Purpose & goals The aim of To encourage To provide a The development
structure planning development within background to the plan guides and
for activities areas centres, shorter terms shapes day-to-day
is to give effect to government policy plans, so that the decisions as to
the policies and encourages local problems that have whether or not
objectives set out governments to to be solved over a planning
for activity centres review the purpose very long period permission should
in State Policy to and function of can be taken into be granted. In
provide effectively individual centres account in planning order to ensure
for changing and to revise local over short- that these
community needs. planning policies terms.The basic decisions are
Its goals are- 1. To through a program purpose of a rational and
encourage further of structure perspective plan is consistent, they
social and planning for each to provide a policy must be
economic of their activity framework for considered against
development of the centres. further detailing the development
Maltese Islands and it serves as a plan adopted by
and to ensure as guide for urban the authority, after
far as possible that local authority in public consultation
sufficient land and preparation of the and having proper
support development plan. regard for other
infrastructure are material factors.
available to
accommodate it.
2. To use land and
buildings efficiently
and consequently
to channel urban
development
activity into existing
 built up areas
particularly through
rehabilitation and
upgrading of urban
areas thus
constraining further
inroads into
undeveloped land.
3. To radically
improve the quality
of all aspects of the
environment.
Contents A structure plan in Contains the Necessary maps Comprises of a set
any jurisdiction will physical and fiscal and diagrams of documents that
usually consist of a details of new and providing the state set out the local
written component, ongoing projects government the authority's policies
supported by that the local goals, policies, and proposals for
maps, authority intends to strategies and the development
photographs, implement during general and use of land in
sketches, tables the respective programmes of the their
and diagrams and financial year. urban local area.Thesemay
a 'plan' component authority regarding contain a number
consisting of one or spatio-economic of documents:
more plans development of the Counties and most
illustrating land use settlement under non-metropolitan
and infrastructure its governance. unitary districts are
proposals for the 1. Vision, covered by
area being objectives and structure plans (in
planned. development which the county,
principles; national park or
2. Context, key unitary authority
issues, and set out key
constraints; strategic policies
3. Engagement as a framework for
and consultation local planning) and
summary; local plans (in
4. Structure plan which district
overview; councils and
5. Structure plan national park
components: authorities set out
5.1 Urban form and more detailed
land use; policies to guide
5.2 Reserves and development in
open space their areas,
networks; including proposals
5.3 Community for specific sites).
facilities;
5.4 Transport and
movement;
5.5 Natural
hazards;
5.6 Infrastructure
networks;
6. Implementation
 plan;
7. Monitoring and
review.

Process There is no one set The process In India

way to develop a involves identifying Development Plan
structure plan. The a clear set of process is a
process used will Critical Success provincial/state
depend on the Factors (CSFs), subject. There are
scale and whose successful various town
complexity of the implementation planning authorities
area, the issues to would ensure that under each
be managed, the all major province/state that
anticipated level of statements, assess the growth
stakeholder and commitments, of areas, identify
public interest, and goals, and suitable areas for
the purpose for objectives housing, industry,
which the structure enunciated in the public
plan is to be used. Education infrastructure and
Most structure Philosophy allocate budgets.
planning exercises document would be Each of the
incorporate the covered metropolitan cities
following phases & meaningfully. 24 in India has an
components: such CSFs Agency which is
Scoping and emerged from an responsible for
project planning; iterative process of Development
Community and consultation and Planning exercise
stakeholder reflection. For each of the cities.
consultation CSF thereafter, the Mumbai city has
(throughout the relevant Policy Mumbai
process); Research statements, Metropolitan
and information strategies, activity Region
analysis; Urban plans, targets, Development
design; Generation institutional Authority
and evaluation of arrangements, and commonly known
alternatives and resource as MMRDA.
identification of implications were Similarly there is
preferred options; worked out. The Delhi Development
Finalising the Perspective Plan Authority for Delhi,
structure plan; thus arrived was Bangalore now
Documentation of then further spelt called as
structure plan out in different time Bengaluru has
process; Post- perspectives: the Bengaluru
structure plan short, medium and Development
process long term. Authority,etc