What is Industrialization

 Industrialization is the process by which an economy is transformed from primarily agricultural to one based on the manufacturing of goods. Individual manual labour is often replaced by mechanized mass production and craftsmen are replaced by assembly lines. Characteristics of industrialization include economic growth, more efficient division of labour, and the use of technological innovation to solve problems as opposed to dependency on conditions outside human control.


Industrialisation is the process of manufacturing consumer goods and capital goods and of building infrastructure in order to provide goods and services to both individuals and businesses. Proto industrialization is the phase before industrialisation. Problems with proto industrialization are expensive machines, high maintenance cost and uncertainty in performance. India was one of the leading producers of cotton textiles. European companies gained power and started to control Indian textiles. They introduced British machine made  goods in Indian markets. The traditional textile industry of India went under de-industrialization during British rule. There was political changes, decline of feudalism, growth of democracy and rise of capitalist class. Nationalism got stimulated in colonies. Nonetheless, modernization of India’s textile industry took place during the early 19thcentury; the first textile mill in the country was established at Fort Gloster near Calcutta in 1818. First cotton mill was started in Bombay in 1854, cotton mills in Ahmedabad     (1861) and spinning mills in Madras (1874).

Industrialization influences the four major sectors of the economy: primary, secondary, tertiary, and quaternary. The primary sector deals with the extraction and production of raw materials, and entails farming and mining. The secondary sector takes the materials gained from the primary sector and transforms the raw materials into final goods such as textiles and automobiles. The tertiary sector involves the provision of services such as banking, finance, and cinema to consumers and businesses. Last of all, the quaternary sector usually appears the latest in a country’s modernization process. It entails technological research and education.

Causes of Industrialization

·         Natural resources

·         Growing population

·         Improved transportation

·         High immigration

·         New inventions

·        Investment capital

The industrial revolution was a period when new sources of energy, such as coal and steam, were used to power new machines designed to reduce human labor and increase production. The move to a more industrial society would forever change the face of labor.

Origin of the Industrial Revolution

The first Industrial Revolution began in Great Britain after 1750. There were several factors that combined to make Great Britain an ideal place for industrialization. First, the agricultural revolution of the 18th century created a favourable climate for industrialization.

By increasing food production, the British population could be fed at lower prices with less effort than ever before. The surplus of food meant that British families could use the money they saved to purchase manufactured goods. The population increase in Britain and the exodus of farmers from rural to urban areas in search of wage-labour created a ready pool of workers for the new industries.

Britain had financial institutions in place, such as a central bank, to finance new factories. The profits Britain had enjoyed due to booming cotton and trade industries allowed investors to support the construction of factories.

British entrepreneurs interested in taking risks to make profits were leading the charge of industrialization. The English revolutions of the 17th century had fostered a spirit of economic prosperity. Early industrial entrepreneurs were willing to take risks on the chance that they would reap financial rewards later.

Britain had a vast supply of mineral resources used to run industrial machines, such as coal. Since Britain is a relatively small country, these resources could be transported quickly and at a reasonable cost. The British government passed laws that protected private property and placed few restrictions on private business owners. Britain’s merchant marine could transport goods to foreign markets. Lastly, Great Britain’s colonial empire created a ready supply of consumers to purchase its manufactured goods.

Environmental Disadvantages

The biggest negative effect of industrialization is on the environment. Pollution is the most common by-product of industrialization. However, the degradation of ecological systems, global warming, greenhouse gas emissions and the adverse effect on human health have garnered widespread concern. Because many industrialized companies are often not forced to pay damages for the environmental harm they cause, they tend to impose a major negative externality on human society in the form of deforestation, extinction of species, widespread pollution, and excessive waste. In the United States, Congress appointed the Environmental Protection Agency (EPA) to issue limits for toxic air emissions, rules to phase-out ozone-depleting chemicals and their proper disposal, and other major tasks to reduce environmental risks.

Financial Disadvantages

Financially, industrialization results in a wide gap between the rich and poor due to a division of labour and capital. Those who own capital tend to accumulate excessive profits derived from their economic activities, resulting in a high disparity of income and wealth.

Social Disadvantages

Industrialization typically leads to the migration of workers to cities, automation, and repetitive tasks. Due to these factors, factory workers tend to lose their individuality, have limited job satisfaction, and feel alienated. There can also be health issues, brought on by dangerous working conditions or simply factors inherent in the working conditions, such as noise and dirt.

Rapid urbanization brought on by industrialization typically leads to the general deterioration of worker’s quality of life and many other problems for society, such as crime, stress and psychological disorders. Long working hours usually lead to poor nutrition and consumption of quick and low-quality foods, resulting in increased incidences of diseases, such as diabetes, heart attack, and strokes.

Effects of Urbanization 

The urban centres in India are experiencing rapid growth of population, particularly in the post-independence era. The primary reason for population growth is industrial progress. The industrial progress has resulted in the increase of population density in the urban areas and integration of this population is creating pressure on urban land. Due to industrialization, new factories, offices or service centres come up, which in turn leads to housing complexes, market areas, recreational centres, and so on, resulting in congestion and overcrowding.

Whatever the measures adopted, there is a dearth of space in the urban areas. Therefore, many cities are expanding beyond their statutory limit that is for every urban area growth has spilled beyond the city boundary. This situation is expected to bring many undesirable changes in the land-use pattern within the city as well as its surrounding areas. But not enough is known about the magnitude of these land-use changes and the relationship of these changes to population growth.

The rapid growth of population and the process of urbanization have resulted in an increasing demand for land in urban settlements. The prime factors of this increase in demand are also the population growth and the related requirements of urban life, such as the development of transport and communication and other infrastructure facilities. The pattern of city growth and its spatial structure is determined by various historical, economic, social and ecological forces that influence urban land use.

The improper use of urban land poses serious problems in all countries simply because the supply of surplus land is limited and subject to many competing claims. Dissatisfaction with the emerging urban forms is almost universal. Therefore, proper planning of urban land use is the most essential for an orderly and efficient growth of urban areas. Planning has to be done in such a way that the utmost available land is utilized.

Sometimes, there arises a mismatch between the demand and supply of land. This mismatch between the supply and demand of land leads to the degradation of environmentally fragile land, occupation of hazard-prone areas, and loss of cultural resources, open space and prime agricultural land. Within the existing built-up areas of cities, uncontrolled growth of population and inadequate infrastructure may cause irre­versible losses of cultural resources and open space. Poorly managed development may also cause excessive urban sprawl and negative impact on air quality, energy consumption and aesthetic quality. The conversion of prime agricultural land to urban use may increase the costs for locating, storing and purchasing food.

In India, the expansion of urban population has resulted into a rapid rise in the demand for housing, land for industry and commerce, and public buildings and infrastructure. Broadly speaking, the densities in cities and towns in India have increased during the last two decades, though in some instances this increase has been concealed by the extensions of their areas. For example, the density per square mile in Mumbai was 25,579 per square mile in 1951, but now, its density in 2001 is 119,676 per square mile. As a result, many competing claims for urban land and the consequent rise in land prices can be noticed.

Increase in population also affects the supply of basic infrastructure facilities. For instance in 1951, almost 80 per cent of the 185 towns of 20,000, and cities of 50,000 or more population in India had public electricity supply. The proportion of the supply of electricity has now declined very fast with the population above 20,000 for towns and 50,000 for cities. Similarly during 1950 to 1951, 128 towns with a population of 50,000 and over 60 towns with populations between 30,000 and 50,000 and 210 towns with smaller populations had protected water supply.

Moreover, about 80% of the urban population was estimated to be without sewage facilities. The water supply facilities are available in these cities only to the population that resides in the areas laid out during 1950 to 1951. The extended areas that have come up due to increase in population in these towns and cities still lack these basic facilities.

The percentage distribution of households by floor space per person and population size group of towns can be explained as follows. The proportion of households with a floor space up to 100 square feet per person was 47% in towns below 15,000; 39% in towns of 15,000-50,000: 47% in towns 50,000-1,00,000; 35% in towns above 1,00,000; and 53% in the four big cities: and the All-India urban population is 46%.

Take for instance, Mumbai and Kolkata, two of the big four cities. According to the surveys of these cities, the proportion of the households with a floor space up to 100 square feet per person was 93% in Mumbai while 63% of the multi-member households in Kolkata had only up to 40 square feet room space per person. In other cities too, the surveys have revealed much more overcrowding.

Urban environments of today are characterized by areas that contain many acres of hard surfaces like buildings, streets, etc. Natural vegetation such as forests and fields slow rainwater or other running water down, allowing it to soak into the surface. In contrast, streets, roofs, parking lots and manicured lawns all provide hard, impervious, surfaces that prohibit rain from soaking into the ground. Since the excess rain water or running water cannot soak into the ground, it accumulates and rushes into storm sewers and waterways.

The water that travels into storm sewers does not get treated at the local wastewater treatment plant. But urban dwellers do not know this fact; therefore, they dump or dispose pollutants in these storm drains. Thus, storm drains carry large amount of pollution away from urbanized areas mixed with the excess storm water.

Street litter, pet and yard waste, motor oil, anti-freeze, household hazardous wastes, and paint are just a few of the pollutants that find their way into storm drains. This water travels from storm drains into local streams, ponds and lakes, and ultimately into local streams and rivers.

The greatest threat to loss in soil resources in urban areas is during construction activities. Later, if good storm water management was not designed into the develop­ment, flooding and stream bank erosion become a problem. With the development site cleared of all vegetation, the area is now prone to soil losses in excess of 70 tons per acre.

Sites started and then abandoned also create soil erosion problems. Each home site not protected from erosion can lose one or two dump truck loads of soil. Offsite damages can be enormous. clogged drainage ways, silt-laden streams, reservoirs filled with sediment, damage to the adjacent landowners, all with environmental and financial costs.

As more homes, shopping centres and roads are built, more water runs off the land, and faster. Areas once safe from flooding are now prone to flooding. Gently flowing backyard streams now become a cancer under cutting soil from homes. Urbanization also causes pressure on the land as the secondary effects. For example, the quarrying of sand and mineral aggregates for the construction of urban dwellings represents about 20% of the total land lost to urbanization.

What is Migration

 

Human migration is the movement by people from one place to another with the intentions of settling, permanently or temporarily in a new location. The movement is often over long distances and from one country to another, but internal migration is also possible, this is the dominant form globally.

People have always migrated to improve their lives. Today, movements from developing countries to other parts of the world are of intense interest to many policymakers, yet relatively little is known about the impacts of labour mobility on the people who move and their home societies.

Causes of Migration

Push Factors

The push factors refer to the poor economic conditions and the resultant economic misery or lack of opportunities for advancement which push the people out of region in search of better opportunists. Thus, the push factors compel the people to leave the place.

  • Drought (A single drought can mean disaster for communities whose lives and livelihoods rely on regular, successful harvests)
  • Hurricanes and Flooding
  • Earthquakes
  • Disease
  • War and Conflict
  • Poverty
  • Unemployment
  • Lack of safety
  • Lack of services

Pull Factors

Pull factors are those which encourage migration of people to an area where better economic and employment opportunities, facilities and amenities of life are available. These facilities attract the people to these areas. There is usually an exodus of population to the cities where rapid expansion of industries and commerce takes place.

  • Better economic opportunities
  • More jobs
  • Promise of a better life
  • Safer atmosphere
  • Fertile land
  • Greater wealth
  • Less risks of natural hazards
  • Political security
  • Better service provision

There are two basic types of migration studied by demographers.

Internal Migration

This refers to a change of residence within national boundaries, such as between states, provinces, cities, or municipalities. It includes urban to urban, urban to rural, rural to rural and rural to urban migrations.

International Migration

This refers to change of residence over national boundaries.

Impacts of Migration

Migration is becoming a very important subject for the life of cities. Many opportunities and attraction of big cities pull large numbers of people to big cities. Migration can have positive as well as negative effects on the life of the migrants.

Positive Impacts

  • Unemployment is reduced and people get better job opportunities.
  • Migration helps in improving the quality of life of people.
  • It helps to improve social life of people as they learn about new culture, customs, and languages which help to improve brotherhood among people.
  • Migration of skilled workers leads to a greater economic growth of the region.
  • Children get better opportunities for higher education.
  • The population density is reduced and the birth rate decreases.

Negative Impacts

  • The loss of a person from rural areas, impact on the level of output and development of rural areas.
  • The influx of workers in urban areas increases competition for the job, houses, school facilities etc.
  • Having large population puts too much pressure on natural resources, amenities and services.
  • It is difficult for a villager to survive in urban areas because in urban areas there is no natural environment and pure air. They have to pay for each and everything.
  • Migration changes the population of a place, therefore, the distribution of the population is uneven.
  • Many migrants are completely illiterate and uneducated, therefore, they are not only unfit for most jobs, but also lack basic knowledge and life skills.
  • Poverty makes them unable to live a normal and healthy life.
  • Children growing up in poverty have no access to proper nutrition, education or health.
  • Migration increased the slum areas in cities which increase many problems such as unhygienic conditions, crime, pollution etc.
  • Sometimes migrants are exploited.
  • Migration is one of the main causes of increasing nuclear family where children grow up without a wider family circle.

Le Corbusier Concept

 Le Corbusier was a Swiss-French architect, designer, painter, urban planner, writer, and one of the pioneers of what is now called modern architecture. He was born in Switzerland and became a French citizen in 1930.

Philosophy of Le Corbusier 

  • No matter how open and green, cities should be frankly urban, urban surroundings are to be definitely contrasting with rural surroundings. 
  • Densities are in themselves not a problem. Congestion and slum conditions in the cities are due to excessive coverage, persistence of old street patterns and unrestricted land speculation 
  • Slums exist because of the failure to provide the proper surrounding for high density living. 
  • He protests against strict functionalism. “Human creations that survive are those which produce emotions, and not those which are only useful”.

1) Concentric City 

A city for 3 million people was proposed by Le Corbusier in 1922, which was based on four principles. 
  • Decongestion of the centre of the cities 
  • Augmentation of the density 
  • Enlargement of the means of circulation 
  • Increase in the number of parks and open spaces 

Three Zones in Concentric City 

  • Central city 
  • Protected green belt 
  • Factories and satellite towns

 Concentric city

  • It consists of rectangle containing two cross axial highways. At its heart was a six-level transport interchange – centre for motor, rail lines (underground and main line railways) and roof of which is air-field. 
  • 24 cruciform skyscrapers – 60 storied office building with density 1200 ppa and covers 5% of the ground. 
  • Surrounding skyscrapers was apartment district – 8 storey buildings arranged in zigzag rows with broad open spaces with density of 120 ppa (people per acre). 
  • The buildings in the central area were raised on stilts (pilotis) so as to leave panoramas of unbroken greenery at ground level. 
  • The city espoused space, speed, mass production and efficient organization, but also offered combination of natural and urban environments.

Criticism 

  • Class based conception of life – different classes being separately housed. 
  • Doubts were expressed about the scale and degree of centralization. 
  • Critics attacked its focus on the central city, where land values were highest and dislocations most difficult. 
  • The creation of vast empty spaces in place of close knit streets with their varied civic life.

2) Linear Industrial City

  • Leaving the ‘evils of the sprawling town’, the new industrial communities are located along the main arteries of transportation – water, rail and highway connecting the existing cities
  • Factories are placed along the main arteries, separated from the residential section by the highway and a green strip 
  • The residential areas include the ‘horizontal garden town’ of single houses and vertical apartment buildings with civic center. 
  • Sports, entertainments, shopping and office facilities are distributed in this district and all community facilities are placed within ample open space. 

3) Radiant City 

Le Corbusier rearranged the key features of the concentric city. The basic ideas of free circulation and greenery were still present, but the juxtaposition of different land uses had changed. For example, the central area was now residential instead of a skyscraper office core. 

Patrick Geddes Town Planning Concept

 Patrick Geddes is also known as “Father of Modern Town Planning”. 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”. Geddes developed a new approach to regional and town planning based on the integration of people and their livelihood into the environmental givens of the particular place and region they inhabit. Geddes illustrated the section using the locally available landscapes of Edinburgh and its hinterland. The Geddes Plan for Tel Aviv was the first master city plan for Tel Aviv. 

Inspired by the French sociologist Frederic Le Playʼs (1802–1886) triad of ʻLieu, Travail, Familleʼ — which Geddes translated to “Work, Place, Folkʼ — Geddes developed a new approach to regional and town planning based on the integration of people and their livelihood into the environmental givens of the particular place and region they inhabit. He emphasized that sound planning decisions have to be based on a detailed regional survey, which established an inventory of a regionʼs hydrology, geology, flora, fauna, climate and natural topography, as well as its social and economic opportunities and challenges. As such the Geddesian methodology pioneered the bioregional planning approach more than 70 years before the emergence of bioregionalism.

 Geddesian Triad

Developing New Towns

 For developing new small towns, it is important to know the possible line of selection of the various socio-economic components. Following important components should be give due consideration. 

i) Demographic Factors 

Growth rate and the size of settlement must be taken as an important factor, because over a period of time the population would increase and would promise the effective developmental possibilities of a small settlement into a future new town.

ii) Occupational Structural Pattern 

This needs a check-up of census figures for knowing the occupational pattern of the already existing villages for various economic activities. The check-up would tell the occupational engagement of manpower in primary, secondary and tertiary sectors. The ideal occupational pattern would be about 60% in the primary and 40% in the combined secondary and tertiary sectors. 

iii) Locational Proximity 

The developing new towns should have two functional spatial dimensions; first of all, it should have resource base and second, it should be in proximity to the urbanized industrial centres. This later approximation in spatial location would accelerate a rapid rate of socio-economic development. 

iv) Nodal Location 

The nodal points with better transport linkage offer good opportunity for the development of a node as an important nuclei. Its transport links with adjoining areas offer several opportunities of growth. Thus, it can be rightly pointed out that, transport development is an imperative necessity because, the links of small towns with rural settlements and cities would create more employment possibilities. 

v) Power Supply and Provision of Water 

In the sixth plan, there is a programme of industrialization for decentralized electric power generation. This will open immense possibilities which would develop industrialization in the rural areas. The provision of water supply for industries, is another factor for the development of settlements. There must be protected water supply for the growth of a settlement. 

vi) Agro-Industrial Development and Employment Prospects 

The economic control of the small towns with agro-industrial base has to be identified in the prosperous agricultural areas, it will generate employment prospects and thus, rural migration to urban areas can be minimized. 

The concept of new towns has become acceptable to many on the following considerations.

i) New towns are to provide manpower for new industrial growth outside the main concentration of population. 

ii) New towns are the instrument to relieve congestion in the overcrowded urban centres. 

iii) It is to provide an urban centre for a rural population and to solve rural unemployment. 

iv) New towns are the ready-made media to populate underdeveloped areas. 

v) Finally making of new towns provide a new capital city and extra urban growth to be at par with development. 

Concept of New Towns

 World civilization is growing and cities are expanding to their outer city limit which leads to an urban sprawl and the formation of suburbs. Specialized city suburbs have been developed over time which eventually separates the inhabitant’s social connection from the main city center. As a result, the city has exceeded its outer boundaries and leaves limited space for further urban development. When population and housing demands increased, government authorities, sought out for new and other options; the development of new towns. 

New town, a form of urban planning designed to relocate populations away from large cities by grouping homes, hospitals, industry and cultural, recreational, and shopping centres to form entirely new, relatively autonomous communities. The first new towns were proposed in Great Britain in the New Towns Act of 1946; between 1947 and 1950, 12 were designated in England and Wales and 2 in Scotland, each with its own development corporation financed by the government. The new towns were located in relatively undeveloped sites. Each was to have an admixture of population so as to give it a balanced social life. 

A new town is a new settlement built on either rural land transformed to urban land use or on new reclaimed land. The objective of developing new towns is to become a self-sufficient town. New towns seem to be the answer to the urban sprawl and suburban dilemma where there are low economic job opportunities creating a high percentage of commuting. This however becomes a mutual problem for new towns as they evolve making them dependent on neighboring towns and cities for employment and various types of social services. Another issue that new towns have to deal with is the identity crisis which links to its lack of history. This therefore leads people to the misconception of new towns as suburbs.

A more consistent definition of a new town is best described by the International New Town Institute as (INTI) human settlements that were founded at a certain moment in history by an explicit act of will, according to a preceding plan and aiming to survive as a self-sustaining local community and independent local government, able to play a role in the ongoing development of the region in which the new town is located. 

A new town has been interpreted as a relocation of housing for overpopulated cities or a safe suburban living area for the middle class family. A new town is not an extension of an existing town or city. It is a blueprint plan of a new settlement before it was built. New towns were also characterized as a new concept of lifestyle: ‘living in a green and healthy environment’ after much destruction to existing cities and towns during World War II. New Towns became the answer to divert over populated and congested cities to a new location of a new town. The development of new towns has served as relocation for the over spill of existing cities. It should not be forgotten that new towns also exploits rural land that may have served for other land use developments such as for farmland or nature and recreation area.

Town Planning Legislation in India

 Certain planning legislation introduced in different parts of India, before independence. There is no continuity or uniformity in the legislations of various States. Different States had different provisions for town planning measures either under the Municipal Acts or under special enactments, such as City Improvement Trust Acts or Town Planning Acts. It is only after independence that all the States are putting their heads together to evolve a common policy on town and country planning matters. With the growth of urban problems, the municipalities utterly failed to respond to the changing situations. 

The work involved in planning, improvement and extension of towns was so complex and great that the municipalities were unable to carry on these works effectively. There were reasons for their failure. Firstly, due to ignorance and disunity, secondly, lack of imagination and interest, thirdly, lack of trained personnel and sufficient funds and fourthly, lack of legal backing to effectively implement town planning schemes and projects. As a result, overcrowding, congestion, deterioration and haphazard development have seen in most of our cities and towns. However, certain enlightened States enacted special acts enacted and they give an idea as to the measures taken and the efforts made by government, though in a very limited way, to improve the living conditions of the people in urban areas and guide the future growth of the urban centres in a planned manner. The main town planning acts include;

Town planning acts in India

Kerala Town and Country Planning Act, 2016
This act is to provide for the promotion of planned development and regulation of growth of urban and rural areas in the State with focus on scientific spatial planning and to secure to their present and future inhabitants, sanitary conditions, amenity and convenience and for other matters connected therewith or incidental thereto. This act was revised in 2019.

Characteristics and Design Principles of Transit Oriented Development

 

Factors Driving the Trend Toward TOD 

  •  Rapidly growing, mind numbing traffic congestion nation wide 
  •  Growing distaste for suburbia and fry pit strip development 
  •  Growing desire for quality urban lifestyle 
  •  Growing desire for more walkable lifestyles away from traffic 
  •  Changes in family structures: more singles, empty nesters etc.
  •  Growing national support for smart growth 
  •  New focus of federal policy

Components of Transit Oriented Development 

  •  Walkable design with pedestrian as the highest priority 
  •  Train station as prominent feature of town center 
  •  Public square fronting train station 
  •  A regional node containing a mixture of uses in close proximity (office, residential, retail and civic) 
  •  High density, walkable district within 10-minute walk circle surrounding train station 
  •  Collector support transit systems including streetcar, light rail and buses, etc. 
  •  Designed to include the easy use of bicycles and scooters as daily support transport 
  •  Large ride in bicycle parking areas within stations 
  •  Bike share rental system and bikeway network integrated into stations 
  •  Reduced and managed parking inside 10 minute walk circle around town center / train station 
  •  Specialized retail at stations serving commuters and locals including cafes, grocery and dry cleaners 

Benefits Of TOD 

  •  Higher quality of life with better places to live, work and play 
  •  Greater mobility with ease of moving around 
  •  Increased transit ridership 
  •  Reduced traffic congestion, car accidents and injuries 
  •  Reduced household spending on transportation, resulting in more affordable housing 
  •  Healthier lifestyle with more walking and less stress 
  •  Higher, more stable property values 
  •  Increased foot traffic and customers for area businesses 
  •  Greatly reduced dependence on foreign oil, reduced pollution and environmental damage 
  •  Reduced incentive to sprawl, increased incentive for compact development 
  •  Less expensive than building roads and sprawl 
  •  Enhanced ability to maintain economic competitiveness 
  •  Incorporation of public and private sector engagement and investment 
  •  Revitalization of neighborhoods 
  •  Improved safety for pedestrians and cyclists through non-motorized infrastructure
TOD principles cannot be applied uniformly across an entire city or transit network, since densities of jobs and people vary widely across the urban space. In fact, experience has shown that only about 15% of transit stations and their surrounding area can support very high density development. 
To make informed decisions about TOD, research institutions and governments have developed a variety of methodologies that can help identify which station areas are good candidates for TOD, determine what level of density the area around a given station can absorb, and figure out what kind of development mix makes sense in a particular area, looking to strike the right balance between jobs, housing and other amenities. 
Building on these approaches, the report proposes a new framework for guiding TOD plans, by simultaneously assessing the “three values” (3V) of transit stations and surrounding areas:
  • The Node value describes the importance of a station in the public transit network based on passenger traffic, connections with other transport modes and centrality within the network. 
  • The Place value reflects the quality and attractiveness of the area around the station. Factors include the diversity of land use; the availability of essential services such as schools and healthcare; the proportion of everyday amenities that can be accessed by walking or cycling; pedestrian accessibility and also the size of urban blocks around the station. 
  • The Market potential value refers to the unrealized market value of station areas. It is measured by looking at the major variables that can influence the demand for land (current and future number of jobs in the vicinity of the station, number of jobs accessible by transit within 30 minutes, current and future housing densities) as well as the supply (amount of developable land, possible changes in zoning policy, market vibrancy etc.). 
The report presents an approach to identify and address potential imbalances between node, place and market potential values to create new economic opportunities, for example, by improving the urban environment around a major transit hub, or by improving public transit service to a booming area. The tool provides a common framework of assessment for urban, transport, and economic planners, thereby facilitating conversations needed for better economic, land use, and transport integration.

Design Principles of TOD 

The eight Principles of the TOD standard for designing better streets and better cities. 
  1.  Walk – Develop neighborhoods that promote walking. 
  2.  Cycle – Prioritize non-motorized transport networks. 
  3.  Connect – Create dense networks of streets and paths. 
  4.  Transit – Locate development near high quality public transport. 
  5.  Mix – Plan for mixed use. 
  6.  Density – Optimize density and transit capacity. 
  7.  Compact – Create regions with short commutes. 
  8.  Shift – Increase mobility by regulating parking and road use.

Principles for Transit Oriented Development

Cities can ensure TOD by focusing on the following seven principles. 

1) Quality Public Transit 

Public transit is strongly linked to urban development. High quality, convenient transport depends on dense and connected neighborhoods. The goal of a transport system is to connect a high number of riders with the city in a comfortable, efficient and affordable way. 

2) Active Transport 

The interests of pedestrians and cyclists should be at the heart of urban planning. Decision making should shift residents, particularly car users, to active transport. Many commuters already take two non-motorized trips on a daily basis by walking to and from transit hubs to their homes or cars. It is important to build on this and encourage non-motorized transport holistically.

3) Car Use Management 

Car use and parking policies play an important role in creating a safe, human oriented urban environment. 

4) Mixed Use Neighborhoods with Efficient Buildings

A mixture of land uses enhances the local economy by densifying and diversifying the design of the community. Mixed use neighborhoods favor short trips by foot or bike. Similarly, buildings should minimize how much energy and water they consume and require for building and maintenance. 

5) Neighborhood Centers and Vibrant Ground Floors 

A built environment with adequate public space promotes social interaction between residents. Sustainable urban communities must be sufficiently dense and contain a variety of uses that are complementary to residential life. Public spaces should be connected to the urban transport network and serve as vibrant, human centered places of activity. 

6) Public Spaces 

The purpose of public space is not only to enhance public life and social interaction, but also to provide a safe environment for pedestrians and cyclists. Public space is the place of encounter, exchange, and circulation within a community. All individuals have the right to access public spaces, regardless of personal, social or economic condition. 

7) Community Participation and Collective Identity 

Community participation is essential to building a vibrant, inclusive neighborhood that is safe and equitable. Stimulating community participation creates a more equitable, harmonious relationship between varying social groups living in the same area. Respecting the unique identity of local communities results in a higher share of residents engaging in civic, cultural and economic activities, generating a sense of belonging and ownership of the city. 

New Towns in India

 In recent times, India has seen a spurt in such planned townships and a significant number of consumers living in major urban centres are becoming interested in the idea of living in the number of planned townships that are being built away from major urban hubs and chaos. 

Making of new towns in India is not a recent phenomenon. India has the experience of this process throughout her history. The phenomenal growth of new towns in India bears the imprint of her heritage in this field of culture and civilization. Mohenjodaro and Harappa, dating back to the Indus Valley civilization, Ayodhya, Pataliputra (present Patna) and Varanasi laid out by Indo Aryans during the Vedic period, Nalanda and Taxila built to serve as University towns during the Buddhist period. Agra, Golconda and “Dacca” (Bangladesh) of mediaeval period, Fatehpur Sikri of the Moghul period, Jaipur the ‘pink city built by Maharaja Jai Singh during the 18th century and Lutyen’s New Delhi (1930) are some of the classic examples of new towns built to satisfy the needs and aspirations of urban community during different periods. 

The new town movement of India in the recent past is associated with the beginning of railway towns of British India. These railway towns being formed of an assortment of quarter, for railway employees, stations and other transportational facilities made a sizeable settlement with minimum possible layout and service facilities. The towns mainly designed on ‘grid iron’ pattern and provided community facilities like market, temples, churches, schools, playground, cinema and theatre gave the look of a new town. Kharagpur, Asansol, Tundla, Manmad and Waltair are the landmarks in this field of new towns in colonial India. 

By 1941, India had more than 30 such towns having capacity of more than 10,000 people each. Till independence development of new towns followed this pattern with a few exceptions like Jamshedpur. Development of new towns in the truest sense in India took a turn after independence. The partition of the country in 1947 resulted in influx of refugees from east and west and their rehabilitation marked the beginning of new towns in modern India. Faridabad near Delhi, Nilokheri in Punjab, Gandhidham in Gujarat and Asokenagar in West Bengal are examples of refugee township in India. 

The new towns built in the first phase lack in design aspect and differ from European and American Standards. But it should be admitted that India started making new towns at a very difficult hour. It was Pandit Jahawarlal Nehru, the then Prime Minister of India wished decent layout of these new townships. He invited the great designer from France, viz. Le Corbusier and gave him the task of designing Chandigarh. His architectural designs and creations became a source of inspiration to other young nations. Creation of Chandigarh was a historic moment in the contemporary annals of town planning. In fact Chandigarh was the ‘flag off” stage in the race of town building in India. 

In recent times, India has seen a spurt in such planned townships and a significant number of consumers living in major urban centres are becoming interested in the idea of living in the number of planned townships that are being built away from major urban hubs and chaos. Let us have a look at some of these new towns which are redefining the way people live in our country. 

  • Navi Mumbai Navi Mumbai is a planned satellite township of Mumbai on the west coast of Maharashtra. Navi Mumbai covering 95 villages 
  • New Town, Kolkata New Town, formerly known as Rajarhat, is a fast emerging satellite township in Kolkata Metropolitan Area (KMA) and it is expected that it will be able to absorb additional population growth and help in easing the burden on Kolkata 
  • Lavasa is a private, planned city being built near Pune by the Hindustan Construction Company (HCC)

1) Navi Mumbai 

Navi Mumbai is a planned satellite township of Mumbai on the west coast of Maharashtra. After it was created in 1971, City and Industrial Development Corporation (CIDCO) was the only authority that looked after the development and maintenance of the city. It was CIDCO which prepared the developmental plan for Navi Mumbai covering 95 villages. In 1991, Navi Mumbai Municipal Corporation (NMMC) was constituted by the Maharashtra government for maintaining some of the developed nodes of Navi Mumbai, namely, Belapur, Nerul, Turbhe, Koparkhairane, Ghansoli, Airoli,and Vashi. 
Navi Mumbai is home to many software companies of Maharashtra, located in various parks. These include the Millennium Business Park in Mahape, the International InfoTech Park at Vashi, and the Belapur railway station complex. It is also home to major commodity markets as well as a major steel market. One of the important business landmarks is the shipping port of Jawaharlal Nehru Port in the Nhava Sheva – Dronagiri nodes. The major business hubs in the city are CBD Belapur, Vashi, Nerul, and Mahape. The Navi Mumbai Special Economic Zone (SEZ) located in the nodes of Dronagiri and Kalamboli is planned to provide commercial growth and employment to the city. Positioned enroute the proposed Navi Mumbai Airport, this megaproject has attracted investments close to Rs 40,000 crores. 

2) New Town, Kolkata 

New Town, formerly known as Rajarhat, is a fast emerging satellite township in Kolkata Metropolitan Area (KMA) and it is expected that it will be able to absorb additional population growth and help in easing the burden on Kolkata. The West Bengal Housing and Infrastructure Development Corporation (HIDCO) plans and executes development projects in the entire 6,000 – 7,000 hectare area in New Town. In order to render the various civic services and amenities within New Town, the New Town Kolkata Development Authority (NKDA) was constituted under the New Town Kolkata Development Authority Act, 2007. 
Towns master plan envisages a township at least three times bigger than the neighbouring planned Salt Lake City. The entire area is still under the process of development. As a planned township, New Town has been divided into three key areas: Action Area I, which mainly consists of malls, a sub Central Business District (CBD) and planned residential and commercial plots. Action Area II is to have a planned main CBD, institutional plots, IT Business Parks like DLF and Unitech, and plots for large apartment complexes. Action Area III mainly consists of high rise residential complexes and mini sub-townships like Uniworld City and Sukhobristi. 

3) Lavasa 

Lavasa is a private, planned city being built near Pune by the Hindustan Construction Company (HCC). Among the first planned hill cities of India, Lavasa is approximately 1/5th of the land area of the Municipal Corporation of Greater Mumbai. Located near the Mumbai-Pune economic corridor, along the Warasgaon Lake, Lavasa optimally balances nature and urban infrastructure. The master plan of Lavasa is based on the principles of New Urbanism which makes life easy for its residents by placing all essential components of daily life within walking distance of each other. Besides this, architectural considerations such as land character, building frontage, and other design guidelines have also been taken into consideration while making the master plan. 

Developments at Lavasa are well on schedule, and the Dasve town center is currently under an advanced stage development. While the Dasve Town Centre is already functional, all structures in education, hospitality, and leisure are fast-nearing completion. Mugaon, is 6 kms from Dasve and is being developed as a centre for residential, educational, business and commercial activities. This town has shops, cafes, cultural institutions, spiritual centres, schools, and colleges. 
Various green initiatives have been undertaken to provide a healthy life to the inhabitants of New Town. The NKDA is working on plans to set up a dedicated green walkway stretching several kilometers in the township for people to walk and breathe fresh air without having the trouble to avoid cars and other polluting vehicles coming their way. A master plan, which has been approved by the Centre, has also been prepared for developing New Town as a solar city. It mentions ways to reduce the projected energy demand from conventional power sources by following two strategies one is by use of solar and renewable power sources and another is by using more energy efficient devices. Already, a long stretch of the main arterial road in Action Area I has been illuminated with LED streetlights and more such lights will be installed on various roads in the township. 
Recently, West Bengals Transport Department and HIDCO came up with a plan to jointly set up a state of the art international bus terminus at New Town, the first of its kind in the state. The terminus will have cafes and rest rooms and services for inter-city, inter-state, and international bus routes will be operated from there. New Town is also witnessing a major real estate boom. This year, a 2.5 acre plot in the township fetched HIDCO a whopping Rs 57.33 crore. It amounts to Rs. 23 crore per acre. Lately, HIDCO has been reaping rich harvest by auctioning off plots in the township for commercial purposes.

What are Contents of a Sector Plan

 A sector plan consists of a group of neighborhoods where it is possible to provide higher order facilities for larger population. 

Contents of a Sector Plan 

  • It is a detailed site plan with broad identification of residential clusters 
  • Allocation of commercial areas and other facilities based on access requirement 
  • Formation of a boundary depending on circulation pattern and administrative setup 
  • Social and physical infrastructure to be allocated based on development control norms laid down in master plan 
  • Traffic links to be identified between arterials and collector roads 

Functions of a Sector Plan 

  • Each sector plan has to identify the various neighborhoods with population ranging from 3500-15000 
  • It is the lowest level plan for the implementation of the various levels of planning proposals extensively detailed out

What are Contents of a Local Area Plan

 A local area plan (lap) sets out a strategy for the proper planning and sustainable development of a specific area within a local authority and for a timescale as specified by the authority.

Contents of a Local Area Plan 

  • Land use zoning & density 
  • Public open space 
  • Private open space 
  • Car parking 
  • Provision of infrastructure 
  • Conservation of built heritage 
  • Conservation of natural environment 
  • Provision of traveler accommodation 
  • Community facilities 
  • Design and development standards

Functions of a Local Area Plan 

  • A local area plans gives plot level detail 
  • It is also used to check if the master plan is confirming with land

What is Zonal Plan

 Zonal development plans are the next level hierarchical policy plans after the master plans which detail out the broad objectives of the master plan at comparatively smaller regions while incorporating the guidelines and proposals by the master plan without deviating far from the primary goal of development set by master plan. Unlike master plans here these zonal plans are prepared for shorter terms with more focus on detailing. 

The Zonal Development Plan details out the policy of the master plan and acts as a link between the layout and the master plan. Indian master plan approach was fundamentally guided by the British town planning legislation. And further integrating the western concept of ‘zoning’ into the master planning lead to the preparation of new lower hierarchy development plans called ‘zonal development plan’ handling more comprehensive and more focused objectives derived from the master plan. 

As the city is in its initial stage of growth there is urban agglomeration taking place into the city which usually derived due to one or a few unique characteristics spreading almost homogeneous throughout the city. But as the city keeps growing bigger, there are different new characteristics brushed without the prior knowledge on different parts of the city holding huge population. This arises new problems with solutions generally out of the scope of the single character oriented Master plans which treats the whole city equal and develops the regulations based on the common or prominent character of the city with major aspects in detail. Also it is impossible to advocate these changes into the master plan due to its long term visionary approach. 

At this point the Authorities have come up with such inspiring solution of preparation of separate development plans for different smaller regions called zones which are divided based on the broad prevailing character of the area. Now, having an opportunity of independent planning for each zone, these zonal development plans put their focus on those sub objectives developed according to the uniqueness of the zones. Coming to the question of legality of the zonal development plans, though both zonal plans and master plans are approved and authorized equally by the State Governments, any changes or amendments are directed only towards the statutory master plan which reflects those changes onto the lower hierarchy plans further. Most development authorities prefer the development of these zonal plans simultaneously with the preparation of the Master plans to provide immediate aid as tool to the Master plan implementation at ground level.

The master plan divides the city into subdivisions or zones. Criteria’s followed are: 

  • Physical and Historical growth 
  • Character of land 
  • Intensity of land use 
  • Circulation pattern (Railways, Major arteries etc. ) 
  • Municipal boundaries, election and census wards 

Contents of a Zonal Plan 

  • Land use plan confirming to the master plan 
  • Location and extent of land uses 
  • More detailed circulation pattern 
  • Special objectives of the zone if any 
  • Allocation of use zones into further use premises 

Functions of a Zonal Plan 

  • A zonal development plan details out and elaborates the policies of the master plan 
  • Acts as a link between the master plan and the layout plans 
  • Contains a land-use plan for the development of the zone and show the approximate locations and extents of land-uses proposed in the zone 
  • The schemes and layout plans indicating use premises should confirm to the master plan 

ZDP to be prepared by the local planning authority may propose or provide for all or any of the following matters. 

  • Laying out or relaying of land either vacant or already built upon as building sites 
  • Construction, diversion, extension, alteration, improvement or closure of lanes, streets, roads and communication 
  • Construction, alteration, removal or demolition of buildings, bridges and other structures 
  • Land acquisition by purchase, exchange or otherwise of any land or other immovable property within the area included in the ZDP whether required immediately or not 
  • Redistribution of boundaries and the reconstitution of existing plots 
  • Disposal by sale, exchange, lease or otherwise of land acquired 
  • Transport facilities, water supply, lighting etc. 
  • Drainage inclusive of sewage and of surface draining and sewage disposal 
  • Allotment or reservation of land for public purposes 
  • Defining, demarcating of the reconstituted plots 
  • Construction of buildings, housing or resettlement of persons displaced by ZDP’s 
  • Demarcation of places or objects and building of archaeological, religious, historical or environmentally sensitive areas 

Contents of Zonal Development Plan 

1) Introduction 

  • A brief introduction to the city comprising its regional setting, functional character growth trends.
  • Development plan / Master plan context 
  • Interdependence of zones on other parts of the city 

2) Site Background and Analysis 

  • Land use distribution and analysis 
  • Population and density 
  • Built‐up area, character, extent and delineation 
  • Transportation: Circulation network, traffic flow (people and goods) and terminal facilities 
  • Physical and social infrastructure 
  • Land ownership 
  • Slope analysis 
  • Micro‐zoning hazard mapping 
  • Green cover: Parks/open spaces, forest, orchards, green belts, etc. 
  • Site potentials and constraints 
  • Security mapping: Specifying relatively safe and unsafe areas, streets etc. 
  • Types of housing subsystems: low cost housing, affordable housing 

3) Conceptual Framework 

  • Planning parameter 
  • Planning concept and hierarchy till community level 
  • Projected requirements 
  • Urban design framework 

4) Proposals and Development Strategy 

  • Land use plan 
  • Proposed circulation system 
  • Proposals for physical infrastructure 
  • Proposals for community facilities 
  • Strategy for new development, redevelopment and improvement 
  • Proposal for integrating and developing urban villages 
  • Proposals for informal sector 
  • Strategy for rehabilitation/regularization of unauthorized colonies 
  • Strategy for maintenance of services 
  • Provision for facilitating physically challenged and disabled in urban development 
  • Proposals regarding vending zones: Transit oriented markets and market streets can be pedestrianized or only NMVs and buses be permitted in vending zones. 

5) Conservation and Improvement of Environment 

  • Conservation and Improvement of land profile 
  • Proposals for conservation and improvement of rivers streams and water‐sheds 
  • Conservation and Improvement of green cover and landscape 
  • Conservation of heritage areas/zones 
  • Energy efficient and environmentally sustainable development 
  • Provision for rainwater harvesting and common infrastructure at LAP level 
  • Integration of proposals regarding air water and noise pollution control 
  • Security mapping: Focusing on provision of appropriate street furniture including lighting, spacing of police booths. Consideration is recommended for providing security for women 

6) Compliance of Government Policies 

  • State Land Utilization Policy 
  • State Perspective Plan and/or State Urbanization Policy 
  • State Urban Housing or Affordable Policy 
  • Township and Integrated Township Policy 
  • Rainwater Harvesting Policy 
  • Energy Policy 
  • Disaster Management Policy 
  • Industrial and Service Sector Investment Policy 
  • Barrier‐free Environment for Physically Disabled 
  • Information Technology Policy 
  • Tourism Policy 
  • Other Policies 

7) Zoning Regulations 

  • Definitions of various use zone premises 
  • Use restrictions (uses permitted, conditionally permitted and uses prohibited) 
  • Proposal for mixed land uses 
  • Strategy for non‐conforming land uses 
  • Strategy for hazard zone and regulations 
  • Proposals for meeting women’s needs: mixed use development with focus on street activities/ TOD/ space for street vendors/encourage areas to be active at various times of day and night 

8) Development Regulations 

  • Building regulations and building bye‐laws 
  • Urban design of major hubs, if required 
  • Architectural Control, if necessary 
  • Specific development controls for heritage areas and other special areas traditional areas as defined by the local authorities if any may be provided 

9) Resource Mobilization and Implementation 

  • Institutional set‐up for Implementation 
  • Physical Infrastructure development cost including annual and 5 year phasing 
  • Resource mobilization for implementation through public private and other sectors 

10) Implementation Framework 

  • Phasing and prioritization of development 
  • Development Management 

11) Annexures

  • Detailed scaled maps of prevailing situation 
  • Detailed scaled maps of existing land use 
  • Detailed scaled maps of proposed land use 
  • Detailed scaled maps of proposed location of infrastructure and social services 
  • Detailed scaled maps of vending zones in the planned local area 
  • Any other proposal necessary for the development of the zone or ward or area

What are Important Aspects of Preparing Master Plan for a Town

 In the beginning, a ‘Master Plan’ is prepared, which identifies the long-range, comprehensive planning by or for a government agency as a foundation for the overall land development policies within specific corporate limits. The master plan deals with the natural city or a town as a whole. It offers a broad, general picture of the projected spatial pattern of the total metropolis. Three aspects of the master plan may be studied, each of which represents a major historical emphasis on city planning. 

1) Land Use Pattern 

Planning for effective use of land within the town/city limits involves decisions regarding: 

  • The various types of utilization that require distinctive subareas. 
  • The percentage of the total occupied space that should be apportioned to each type and the grade of utilization. 
  • The proper location within the city/town of each type of functional area. 

2) Land Utilization 

The master plan or the general plan has to give scope to various categories of land utilization, both public and private. Three major categories of private land use are common stores, factories and residences each may be subdivided further. Factories may be separated into at least two subtypes, Tight’ and ‘heavy.’ Residences may be divided into three subcategories by value low, medium and high and into two or more subcategories according to the intensiveness of utilization. 

Commercial establishments may be divided into subcategories such as wholesale and retail, with the latter further subdivided. In addition, storage and switching facilities may require separate areas in connection with heavy transportation lines. Public land utilization, such as parks, playgrounds and civic centres, also have to be provided for in the city plan. However, the most extensive form of public land utilization streets spread throughout the city is in no need for a separate demarcation of space. 

3) Spatial Locations for Each Category

In determining the spatial location for each category, various types and grades of subareas available in the city are indicated on the master plan map. The planner then considers the following to determine which land has to be allotted to which category. 

  • The kinds of services to be performed within the city. 
  • The ideal locations for stores, factories and residences. 
  • Significant characteristics of the urban site that suits this ideal pattern. 
  • The existing heritage of the past construction that gives the city its present spatial pattern. 
  • The trends of the spatial change that already have started but have not run their full course. 
  • Anticipated effects of any new inventions. 

With these considerations in mind, the planner undertakes to formulate a general map of the most efficient spatial pattern. This plan is usually effected within a time span of 20 to 50 years. The planner has to recommend to appropriate officials such controls and changes as will further the realization of this pattern. The ideal master plan places every category and subcategory in a subarea of a city that 

  • The total cost of moving men and materials from place is minimized 
  • Safety and beauty are maximized 
  • Constructive social contacts are stimulated 

In formulating these proposals, the planner can utilize a generalized description of the ideal spatial pattern of a city or study the various types of city planning recommended by the experts.He needs to make detailed studies of the unique characteristics of each city and to modify the generalized ideal pattern so as to fit the local conditions and needs. For an already existing city/town, the urban planner ordinarily finds that the basic pattern of heavy transportation already has been established. The major system of streets has been laid out and the locations of the central business district and of major secondary commercial centres have been fixed, and that many areas of light and heavy industries have been established. Even though he must begin with this existing pattern and has numerous decisions to make regarding future changes. 

Industrial Location 

Although the planner has the choice to assign industrial locations to various typical positions, such as near the central business district; along the lines of heavy transportation and at breaks in transportation within the city; and at the periphery or in the nearby hinterland, etc., he has to make an effort to place them in the periphery. The planner should also provide a plan for peripheral and hinterland industrial areas, to prevent the loss of property values for the property owners of these areas.

Sometimes, it may so happen that the new industrial areas may generate many more factories, the plan has to provide for the growth of these interdependent industries, which cluster in adjacent sites, so that they can serve one another more effectively and also obtain cheaper and more efficient heavy transportation services. In addition, the urban planner needs to prepare for the expansion or migration of certain industrial areas within the city and also the migration of some industries to the city. Consequently, the planner has to make a detailed study of the factors affecting a particular city before determining the size and location of its industrial areas. 

Commercial Location 

Commercial areas ideally depend for the location and size both on the functions they are expected to perform and on the size and location of the population they will serve. In general, the major shopping goods and luxury goods centre should be planned for the middle or the centre of the city/town. This area normally is expected to expand slowly in the direction of greater population growth. With increase in the widespread automobile transportation, the larger shopping centres or commercial centres can also be located in the peripheral or outlying locations. The planner, however, has to provide for parking facilities and less traffic so that city dwellers may not face the inconvenience. 

Residential Location 

Within the built-up area of the city, some old residential districts will sometimes require extensive reconditioning or complete remodeling. Sometimes, the existing single family areas will need to give way to more intensive types of residential utilization. Sometimes, it may so happen that new residential areas have to be curved out in the peripheral regions or in the suburban areas. 

The general plan or the projected plan when made initially should place areas of multifamily residences close to busy centres of dominance especially the central business district or close to the streets or transportation lines that give ready access to such centres. Smaller areas of intensive utilization may be planned to take advantage of exceptional amenities. Expansion of residential areas into unoccupied land presumably follows the principles of distribution. Under the influence of individual and rapid speed transportation, residences will probably become more decentralized but larger numbers of peripheral communities will grow. 

City Beautification 

City beautification, which was emphasized to a very great extent in the ancient and medieval ages, has taken a backstage in recent years. Nevertheless, it deserves careful consideration by the urban planner. One major aspect of beautification, which claims the attention of many planners, involves the design and erection of an imposing civic centre. The planned civic centre counteracts the random erection of public buildings in scattered locations among other structures. When visitors visit this city, they will gain a more favourable impression of the metropolis and local residents will develop a greater civic pride if public buildings such as the corporation, public library and museum are grouped together in a beautiful civic centre. 

Other types of civic beautification projects involved in master planning include the selection of large and small parks to preserve exceptional beauty spots and make them available to the public and the designing and planting of parkways and residential streets so as to enhance their beauty. 

Buildings : Old and New 

The city/town consists of buildings that vary in age and condition. Cities require old buildings, else it is impossible that vigorous streets and commercial centres grow in them because if the cities consist of only new buildings, the enterprises that can exist there are automatically limited to those that can support the high costs of new construction. For example, well financed supermarkets, chain restaurants and banks, which are capable of paying high costs, use these buildings. But in a city, there are some small investors and shopkeepers, who cannot pay high costs; to cater to such people, old buildings are a must in a city. It is the same with respect to residential places also some people who can afford new buildings will reside in these buildings, some others prefer to reside in old buildings. 

The only harm of aged buildings is the harm that eventually comes of nothing but old age. In some cities/towns, some of the older buildings, year by year, are reconstructed or renovated. Over the years, therefore, there will be a mixture of buildings of many ages and types. With the passage of time, high building costs or new buildings of one generation become bargains or old buildings of the next generation. The colonies built up all at once usually change little physically over the years. But after many years, almost all the buildings in these colonies become old and dilapidated. 

Slum Clearance 

Many cities contain extensive areas of closely packed deteriorated dwellings, often called slums. To make the city more beautiful, the local authorities have to undertake to raze a few blocks of slum dwellings and to build new residences. At such times, city planning officials may be asked to study the local area and to make recommendations about its spatial layout. If a slum clearance project is to cover only one of several deteriorated sections of a city, the planner may first be asked to make recommendations as to which specific locality should be rebuilt. In carrying out this preliminary task, he starts with some estimate of land space that will be needed and proceeds to select one or more areas of that size. In deciding which area to recommend for reconstruction, he collects the data covering such points as follows. 

  • The number of structures unfit for human use. 
  • The number of dwelling units lacking adequate lighting. 
  • Delinquency rates. 
  • Income to the city from taxes as compared with the costs of expenditure on the police and health services. 

The planner should also take into account the location of various deteriorated areas as related to the anticipated changes in the total spatial pattern of the city. He then recommends for rebuilding only such areas as will be needed for residential utilization throughout the normal life of the proposed new dwellings. The planner then presents all these data to the officials.Based on all these data, the officials then select a slum area for clearance. The planner then has to prepare a map showing the recommended pattern of land utilization. He has to estimate the amount of space needed by store, shops, schools and playgrounds. He should also decide on the preferred locations for each type of utilization. 

He has to then recommend on how much of land has be utilized for residential purposes and also indicate the size and location of individual structures on a map. Usually on an in lying slum clearance area, the structures rebuilt are aimed at multifamily, low cost residences, generally fewer in number and higher in grade than those replaced. If a considerable slum area is cleared at one time, the planner can ignore the previous pattern of streets and can shape the area almost as if he were beginning with vacant land. Ideally, he places heavy traffic streets only among the edges of a neighbourhood and uses narrow, curved secondary streets to divide the neighbourhood into large residential super blocks, and provide necessary access to and from homes. These features of local street plans for slum clearance areas are much like those characteristics of the peripheral preplanned communities. 

Streets and Transportation Facilities 

The planning of streets and transportation facilities relates so intimately to the spatial structure of the city that the two cannot be separated. The major function of urban transportation is that of connecting one area with another so that men and materials can move with greater safety and less cost. Sometimes, some specific projects may create problems for transportation. Thus, a multiplicity of transportation and communication facilities confronts the city planner. Some facilities link the city with the hinterland and some others link with other cities, towns and villages. 

City planning has to deal with the routes of heavy transportation and location of terminal facilities and other problems that involve street use. It should also take into consideration the congestion and danger created by the large volume and potentially high speed of urban street traffic. Three aspects have to be considered while planning the streets, traffic counts and calculation of street requirements, elimination of bottlenecks and dangerous intersections, and special high-speed expressways and bypass routes. 

Traffic Counts and Major Street Pattern 

Sound planning of the major street system requires for the quantitative determination of needs. To determine these needs, the traffic engineers count the number of vehicles using each major street at different hours of the day and on various days of the week. Such traffic counts measure the total volume of traffic and the size and hours of peak loads. Sometimes, the engineers have to survey the origin and destination of the traffic to determine how much traffic can conveniently be diverted from the more congested streets to alternate routes. Using such data, engineers calculate the number and width of streets needed and make recommendations for new construction or for changes in the existing streets. 

Elimination of Bottlenecks and Dangerous Intersections 

One best method of lessening the traffic congestion on certain streets is the elimination of bottlenecks. If, throughout most of its length, a busy road is broad enough to handle the ordinary volume of traffic, then there will not be any problem of congestion. But at any point on the road, there is a narrow street or a bridge, it interferes in the ordinary movement of the traffic. The planner usually recommends the widening of such narrow places. 

Sometimes, if the bottleneck results from on street parking, the planner has to recommend the elimination of the practice or he may introduce a system of ‘one-way’ traffic streets. If peak loads result in congestion during morning and evening hours, and if the highway has four or more traffic lanes, the planner may recommend the use of movable directional signs so placed as to permit a greater number of lanes to be used in the direction of heavier traffic. 

Another major problem is traffic intersection or traffic caused due to intersecting streets. Collision and injuries are common at such places, which can be greatly reduced by overpasses and underpasses. These can eliminate cross traffic. At times, the planners can work out a system that provides for entrances and exits to facilitate the movement between cross streets or intersecting streets. 

The planners can provide for two special categories of highways to manage the traffic – high speed expressways and bypass routes. The former should ordinarily extend from the city centre outward through less populous areas into the hinterland. Such expressways can be entered only at designated points, with entrance and exit lanes especially designed to lessen the danger and to minimize interference with speeding traffic. The second highway should provide for slow traffic. These routes should lead through traffic around rather than through areas of congestion. Thus, planners can recommend a number of methods to overcome bottlenecks including the barriers caused due to pedestrian traffic.