NIUA studied various projects proposed by cities in their Smart City Plans with the help of MoUD’S TOD Guidance Document. This was part of a research on TOD in Indian Smart Cities conducted with the support of Prosperity Fund, Foreign and Commonwealth Office, Government of UK. It purpose is to support cities in Round 2 and Round 3 of the Indian Smart Cities Mission who have proposed or plan to propose Transit Oriented Development in their Area Based Development. It provides a decision making framework for these cities. MoUD’s Guidance Document for TOD presents 21 Principles for planning and implementing a Transit Oriented Development. To simplify the discussion, the study proposed use of 5 constructs of Design, Density, Diversity, Mobility and Housing. They are a modified version of the 3Ds of Design, Density and Diversity. These five constructs were then mapped against the 12 guiding principles from MoUD’s Guidance Document. This exercise resulted in a baseline or ‘ideal’ weights for each f the constructs. The mapping is based on the Components enumerated by MoUD under each of the Principle. Next, the framework is used to understand a city’s approach to implementation of a TOD in three parts:
1. Compatibility of projects and policies: Listing and mapping all the projects proposed by the city against the 21 principles. This is similar to the process of mapping the principles against the constructs. It allows us to identify the constructs prioritized by the city based on the resultant weights. The process is shown in the illustration:
2. Urban Transformation: Estimating the change in the built form of the area selected for ABD. It estimates the additional built up area required to accommodate the additional population that will make the proposed infrastructure investment financially sustainable. Taking city’s current population, growth rate and slum population, the framework estimates if additional interventions are required to stimulate population growth to achieve the desired population. The framework is also used to estimate the expected increase in real estate prices in the ABD using market prices of the land in the area.
3. City’s Finances: The approach for assessing the financial sustainability comprised the following:Analyse the past trends in terms of various components of revenue and capital income and expenditure. It is assumed that business as
Analyse the past trends in terms of various components of revenue and capital income and expenditure. It is assumed that business as usual situation would follow similar trends.
On a single entry basis, closing balance indicates the net of all cash flows. The investments proposed for TOD projects are superimposed on the existing financials and compared in relation to the prevailing composition of municipal finances. This involves comparing quantum of investment in relation to those generated in the past.
The study looked at four cities in detail, mapping each of its projects against the 21 principles to obtain the resultant weights and thus, the construct prioritized by each city. The exercise illustrates how a city can leverage TOD to address its specific issues. It also helps identify areas that a city can focus on, as it moves forward with the implementation of the TOD.
This framework provides a platform for city managers and policy makers to have a quick understanding of how their projects compare against TOD principles in the Indian context. While the application of these principles has been demonstrated for two cities, this framework has potential to be developed as a tool to provide insights to city managers and policy makers to delve deep into granular elements of the process.
ValetEZ is a mobile based application that helps to find secure parking spots in your city and provide valets on-demand who will assist in parking and attending to your vehicle.
SOME INTERESTING FEATURES ABOUT PARKING
Typically, car owners spend an average of 10-15 min
looking for parking spot
While parking is free or cheap in most places (at
least in India), there is a cost in terms of lost time
and uncertainty of finding a suitable parking space
As in most informal fragmented markets, ‘jugaad’
(workaround) solutions exist at the local level
– e.g. many offices lease space from empty or
unused properties OR buildings with offices and
commercial spaces use the available parking at
complementary timings etc.
“So, why is parking seen as a fundamental challenge in the urban landscape?
Scourge of free parking – The perception that parking should be mandatorily provided and for free is regarded by most experts as the biggest challenge to reforming the parking sector. Ironically, free or highly subsidised parking is free only for the immediate user of the service. There are significant social costs to the neighbourhood, to commercial establishments in the vicinity – both direct (having to pay for their own private parking) and indirect (lost business from customers who never visited due to lack of parking), the city (congestion, lost productivity and loss of economic activity) and of the general chaos that impacts all commuters on their way to an office meeting, to the store, or to a restaurant.
Alternatives that could address this issue
The most obvious solution is public transport. However, public transport is unlikely to fully curb the aspirations of an emerging middle class to own their own vehicle. Auto sales projections for the coming decade bear this out. Owning a vehicle is not just about aspiration; it has utility in providing greater control over one’s mobility and privacy. Another rapidly emerging alternative in recent years has been organised cab aggregators. The emergence of alternative forms of mobility will change the usage of a personal vehicle but is unlikely to stop the growth of private vehicle ownership for the foreseeable future. With a private owned car remaining stationary for 90% of the time and space a major constraint, parking remains a growing challenge across the urban landscape.
What will it take to organise the parking sector?
In a scenario of increased vehicle ownership and inability of cities to cope with increased supply of vehicles, addressing the parking challenge will move up the priority list. At the same time, the rise of ‘not in my backyard’ (NIMBY) from local communities (both residential and commercial) shows the growing barriers to the indiscriminate use of on-street parking. While the potential opportunity appears straightforward, there are high barriers to overcome in building an effective infrastructure solution. Any presumption that a centralised solution by government fiat – especially in terms of providing infrastructure – will address the problem fails to fully comprehend the diffused nature of the problem. Valet EZ sees the path to addressing the parking challenge through tackling three key factors that influence the sector: Parking inventory supply: Lack of quality and timely inventory
The most significant challenge faced by parking users is the non-availability of adequate appropriately priced inventory. Bridging information asymmetry on parking availability would bring about market driven pricing and allow the introduction of features such as advance booking. The opportunity to make money from parking on underutilised real estate for short periods provides incentives to bring on board additional supply, creating a dynamic market and brings in greater efficiency in the management of urban spaces.
Making the economic case with users: Competing with free
The clearest way to competing against ‘free’ parking is through superior customer experience, high quality products, and a compelling range of product/service offerings. The greater opportunity in the long term is to transform parking from a capital asset to a pay-per-use model. This lowers lease rental costs for businesses while for home owners this could mean that they no longer need to incur the huge upfront cost of purchasing car parks and instead rent for as long as they need it. This model also helps in better revenue realisation for the inventory holder.
Addressing the dual challenge: Localised density and scalable network
In densely packed and parking space constrained cities, there is a need to innovate on creating additional parking inventory. Valet EZ envisions a decentralised network model of parking lots, bringing new (and dynamic) inventory onto the market and management through the effective use of technology. This model will address the core concerns of security and reliability to develop a scalable network. With the right economics, property owners with spare spaces and inventory can participate on a platform similar to a managed marketplace.
Use of technology to manage parking spaces has largely focused on smart parking solutions in private parking spaces or aggregating existing parking inventory. However, countries with major space constraints and growing automobile markets pose a different parking challenge and require a solution more suited to their unique needs.
A parking solution that is scalable and replicable can be built on the base of a Parking Technology Stack – a series of technology driven tools and processes that help in the creating an ecosystem for both inventory holders and customers. Such
a tech stack would comprise of several layers of solutions and toolkits for inventory development, space management, security, pricing and billing systems, add-on services all integrated on a open platform. This parking technology stack would help provide an ecosystem with common standards and tools to manage a dynamic decentralised network and provide a high degree of standardisation for parking users.
The views expressed in this paper are solely those of ValetEZ and not necessarily those of the National Institute of Urban Affairs or the NIUA-CIDCO Smart City Lab.
Curitiba’s urban planners recognised early on that, even if growth in population cannot be controlled, the development of infrastructure in the city can guide the city’s development. Using bus transit supported by Master Plan, the city changed its radial configuration of growth to a linear model of urban expansion along mixed land use transport corridors. Curitiba approached public transportation not as a solution to advancing problems of congestion and pollution, but as a tool to develop a compact, sustainable and inclusive environment.
Curitiba is the capital city of the State of Parana in Southern Brazil. Currently, the city has a population of more than 1.8 million (2015) distributed within city limits of about 430 square kilometres and a total metropolitan area population of over 3.2 million (IBGE estimate, 2010).
Integrated transportation and land-use planning was adopted in Curitiba to address rapid population growth and to keep it from becoming an uncontrollable, sprawling metropolis (Parsons Brinckerhoff Quade & Douglas, Inc., 1996). In 1964, Curitiba prepared, the “Preliminary Urban Curitiba”, a plan which evolved over the next 2 years to become the “Curitiba Master Plan”. Parallel with the evolution of the plan, in 1966, Curitiba created a planning institute, the “Instituto de Pesquisa e Planejamento Urbano de Curitiba (IPPUC)”, to develop, supervise, monitor, and continually update the Master Plan. (Karas, 1985). The Master Plan directed Curitiba’s growth along proposed bus lanes called “Structural Axes”, by creating articulated densities along the corridors.
Curitiba’s integrated transportation system plays an important role in the realisation of this Master Plan. It is a system of median bus ways along the five “structural axes” complemented by “direct” express service on parallel arterial roads, and by an extensive feeder bus network.
Transforming City with Bus Transit
The BRT in Curitiba was key in the transition of the city from radial to a linear model of urban growth. The transport system is based on the major radial corridors of the city or the “structural axes”. Each of the structural axes was developed as a “trinary system” comprising three roads. The central road of the three contains a two-way bus-way that feeds into transfer points called “terminals,” and also provides a limited number of traffic lanes. Approximately at the distance of one block from each side of the central bus-way/service road, a one-way traffic road of three or four lanes is developed for use by private vehicles. Intensive high density land use development has been permitted and encouraged on the block between the bus-way and the main traffic roads on either side. This land use form creates a concentrated, high demand for transport services along a narrow corridor that can be met efficiently by a track-based public transport service – the bus-way. The bus-way system along the five structural axes is only part of the Curitiba city-wide bus mass transit system. The system, termed the Rede Integrada de Transporte (RIT – Integrated Transport Network), provides a hierarchy of types of bus service, which include city bus-ways, inter-district express service and feeder network, all operated under an integrated tariff system. Curitiba achieved its intended compact development, independent of private vehicles, using policies and practices in majorly four arenas- land use planning, public transportation, parking policies and
Land use planning
The Master Plan prepared in 1964 directed urban development in Curitiba to the “structural axes”. Several land use policies emerged in the city which helped to bring out the best of the “trinary road system”. These included –
• The master plan allows only high-rise (10 to 20 story buildings) and mixed development along the BRT corridors. Also, large-scale shopping centres are only allowed in transit corridors.
• Land within two blocks of the bus-way has been zoned for mixed commercial- residential uses. Beyond these two blocks, zoned residential densities taper with distance from the bus-ways. It brings together various land uses in walkable areas within short distances from the transit station.
• The zoning prescribed by the structural axes has a combination of control and incentives. This includes various bonuses to develop as planned; incentives to transfer development rights; firm control over location of large scale development (such as large shopping centers); provision of incentives to developers to increase residential density close to the transit corridors; and development of transit terminals with a wide range of facilities.
As one move further away from the corridor, buildings become shorter, less dense and lastly it turns into predominantly residential areas. This land use planning has led to greater number of people staying within the first zone and the density gradually decreasing towards the feeder corridors.
The public transportation system (RIT – Integrated Transport Network), provides a hierarchy of types of bus service, which include city bus-ways, inter-district express service and feeder network, all operated under an integrated tariff system.
• The bus-way system has been instrumental in driving land use development and has been used to stimulate development along the structural axes. The buses run frequently and reliably, and the stations are convenient, well designed, comfortable, and attractive.
• Travel demand for the bus-way system is generated as the bus-ways enter and cross the central business district (CBD) while traffic access is limited by traffic management methods (bus-only access, pedestrianisation, parking controls, etc.).
• The BRTS offers many of the features of a subway system at the low cost of a bus system. This includes vehicle movements unimpeded by traffic signals and congestion, fare collection prior to/ boarding, quick passenger loading and unloading.
• The inter-district express
• The bus feeder services integrated into the bus-way attract commuters through interchange terminals and stops.
Parking policies have assisted in shaping travel demand, particularly to/from the central area in Curitiba. Some policies are-
• On-street parking is limited in location and duration
• City’s central area is partially closed to vehicular traffic
• Off-street parking is expensive
• Within structural corridors, development must provide off-street parking
The organisations involved in implementation of the BRTS are the city government (Curitiba Mu
nicipality); research and urban planning institute (IPPUC); public transportation corporation (URBS)and private bus operation firms. The inherent structure of the organisations and institutional policies help the system function efficiently.
• An auxiliary to the city’s executive branch of government, the Curitiba Institute of Urban Planning and Research – IPPUC (Instituto de Pesquisa e Planejamento Urbano de Curitiba) was responsible to plan and test solutions. Due to the dual responsibility, new plans were generated, tested, accepted by the community, and put into practice quickly. The population began to trust the ideas of the Institute, and this trust has largely been responsible for changes in the mentality of the city’s inhabitants.
• Work based on the Master Plan in 1965 was financed by the Development Company of Parana and by the Curitiba municipal government’s Department of Urban Development. Operation of the bus system is financed completely by bus fares, without any public subsidies. The Inter American Development Bank, the private sector, and the Municipality of Curitiba financed the north-south Bi-articulated Bus Line project (approved in 1995).
• The municipal government collects detailed operational information, audits the implementation and collects income received from the whole system, and pays the operators for services rendered in real costs. Detailed regulations establish the rights and obligations of the operating companies, define the faults and penalties, and seek to eliminate waste while constantly improving the quality of service. This arrangement ensures the fair distribution of income among operators and prevents unhealthy competition among drivers over specific routes.
In addition to the land use-transport sector, Curitiba has also followed enlightened policies on housing, environment, waste recycling, social matters (particularly for the young), and other initiatives.
• Areas outside the transit corridors are zoned for residential neighbourhoods. Also, Public housing for low income families are built along the transit ways.
• Single fare system of ticketing subsidises the cost of commute for long distances (mostly used by low-income population residing in periphery of the city) over shorter trips. Besides being socially just, the system facilitated the implementation of fare integration between different companies.
• In spite of having potential to raise funds for a heavy rail or subway, Curitiba built on its previous bus systems network and developed a BRT system to guide development, and in the process developing a low cost public transportation system.
Long-term vision, strong leadership and flexibility in plan has lead to the success of TOD in Curitiba. By utilising the existing corridors for BRT and adopting measures to intensify development along these corridors, Curitiba established a public transit system at relatively low cost. Through the use of public transportation and land-use instruments, the local governments effectively directed population growth to establish compact dense settlements independent of private vehicles.
Success of any Transit Oriented Development depends on the effective use of implementation mechanisms for land use planning, land value capture and travel demand management. By shaping the components of a TOD, these enablers link it with the larger city planning processes and goals. As seen in the global practices, enabling mechanisms are of three types – Land-Use Planning Mechanisms, Process Mechanisms and Financial mechanisms.
Land-Use Planning & Design Mechanisms
It includes land-use master plan, overlay plans, influence zone plans, comprehensive mobility plan and other planning and visioning documents which outline a city or region’s plan for growth in the future. The significance of these documents is three fold. First, they present a city’s vision for long term growth and development, second, they outline the land-use and mobility structure of the city and third, they are legally binding in nature and they regulate development. Through a land-use document, a city can establish a statutory framework for the implementation of a development project. This also means that the projects are developed, allowing room for necessary adjustments across the city.
Synergy between Transport and Land use (Source: Master Plan of Delhi, 2021)
A Master Plan is critical in implementation of a Zonal plan or other mechanisms including Land Assembly under Town Planning Scheme. An example would be the Master Plan of Delhi 2021. Its language enables the preparation of a comprehensive redevelopment scheme for the influence area of an MRTS stations. Initially, the draft MPD-2021 proposed that the influence zones of MRTS stations be further classified into three zone categories with certain location thresholds (Hiroaki Suzuki, 2015). But this structure of the influence zone has been changed to into a continuous area within 500 m depth on either side from the center line of MRTS in MPD 2021 TOD Gazetted Notification in July 2015.
Delhi’s use of influence zone is similar to San Diego’s 1992 ordinance which created Urban Village Overlay Zones to promote compact infill development around the transit nodes (trolley stops) (Bhishna Bajracharya, 2005).
Form Based Codes are documents which define the physical shape and design of a built form. These are useful tools in preserving the heritage and culture of a historic neighbourhood. It can also be used to preserve commercial facades, define building envelopes and to in general preserve the activity in a given public space.
Land-Use Planning and Design Mechanisms are important tools in the process of developing a TOD as they provide the statutory framework necessary for various changes in land-use, densities and design of the TOD. Appropriate land-use and design mechanisms may even act as a prerequisite for the process mechanisms. Delhi and Ahmedabad demonstrate this by creating policies for moving the process forward. In reality though policies which can be restrictive for a long period of time (through master planning exercises) and infact discourage higher density living. Hence having a framework that gives the flexibility to city managers to guide the development is undoubtedly a practical approach. Singapore and Hong Kong exemplify this approach by varying their densities, floor space index in response to market demand on an ongoing basis (Bertaud, 2014).
They are mostly command and control tools and economic instruments which mobilise the projects of all sizes and shapes. These mechanisms include land assembly, transfer of development, establishment of partnerships between local jurisdiction, transit and other regional agencies along with the private sector. Land assembly is among the most complex of processes and a critical step in the densification of a neighbourhood. For the most part, land assembly in India has been conducted through two methods – land acquisition (based on the principle of Eminent Domain) and land pooling and readjustment. Eminent Domain refers to the power of the state or public planning authorities and development agencies to acquire land (with appropriate compensation) for the purpose of public use.
Land Acquisition can enable rapid availability of adequate amount of land for development, provided most of the owners agree for sale. It provides almost a clean slate for the new master plan for the assembled land as the value of the land appreciates, it provides opportunity for the development authority to accrue the benefits (Ballaney). One of the acts governing the process of land acquisition is the Land Acquisition Rehabilitation and Resettlement Act of 2013.
Urban Growth Boundary
Urban Growth Boundary, as in case of Portland, is a mechanism for managing growth. The Metro Council in 1995 suggested “concentrating development in urban growth boundaries, with some extent of satellite development”. On its basis, Portland prepared its growth management strategy called “2040 Growth Plan” which features a tight Urban Growth Boundary focusing growth in transit centres and corridors, and asks local governments to limit parking, and adopt zoning and comprehensive plan changes to be consistent with the plan.
Land Acquisition faces multiple barriers as listed below:
Land title disputes
Proving legitimacy of public use
Displacement of land owners and loss of livelihood
Compensation delays and disputes
Development and redistribution of land
Hold outs for speculation
Poor capture of the appraisal of land value by the land owners after development
Low participation of land owners in the decision making process, particularly when public use has been legitimately established.
As a result, land readjustment and pooling techniques are being used in many parts of the country as an efficient alternative. One of these is a Town Planning Scheme or TPS. A Town Planning Scheme adopts a different approach by engaging the land owners with the development authority for the planning process. In this land pooling/readjustment method, the development authority prepares a master plan for the given area, lays out the infrastructure and distributes the remaining land back to the land owners. There is no land acquisition in the process. Instead, the land owners are charged a betterment fee to pay for the infrastructure development. This allows the land owners to benefit from the appreciation of the land value and enables them to retain their livelihoods. It also means the method can be long and complicated. The method been successfully used in development of Magarpatta, Pune and in Gujarat for development of Sardar Patel Ring Road in Ahmedabad, Outer Ring Road in Surat, BRTS in Ahmedabad, Rajkot, Vadodara and Surat. Land Pooling is used in different countries, including Australia and Finland (I.P.Gautam, 2012). Transfer of Development Rights is another land readjustment technique. It enables the planners to direct additional development as required, along with improvements to infrastructure, using finances generated through the process.
Transferable Development Rights (TDRs) are essentially the rights to develop built space on land that can be transferred (Nallathiga, 2014):
I. horizontally from one location to another location (ex situ),
II. vertically from surface to above or below (in situ)
Each piece of land has a potential for development defined by the property zoning, land-use and development control regulation (Nallathiga, 2014). The differential development potential of land can be utilised in a positive manner to preserve certain land-uses which are required to be kept with little or no development on site; while at the same time, this unutilised development potential needs to be tapped for beneficial use in other sector – such as residential housing (Nallathiga, 2014). TDRs essentially serve as a mechanism to achieve this objective. In case of Mumbai, the TDR program was initially started with the intention of acquiring land for public amenities i.e., reservations such as green spaces, gardens and playgrounds, and for road construction. In addition, the award of TDR was also made applicable to plot/land owners if they construct/develop the public amenities (or, planned reservations) as per the rules under DCR. The TDR scheme was later extended to achieve other purposes of city development like slum housing, conservation of built heritage, and even for the development/provision of public amenities that were otherwise to be provided by the MCGM (Nallathiga, 2014).
The challenge in the land assembly processes is the capture of the land value which increases with the improvements made to the land. There are different mechanisms that can capture this value, which fall into the category of financial mechanisms.
They are of two kinds: the first involves mobilisation of financial resources (which includes capture of land value) and the second involves use of financial tools to enhance quality of life within a TOD through behaviour change. Traditionally, financial resources come from either the central or state government sponsored schemes, such as JnNURM, through land monetisation driven EPC or PPP or through land value capture. EPC and PPP are driven through debt servicing or partnership equity. Land is also a major financial resource which can fund development. Its value can be captured in two ways- monetisation through sale or land and/or air rights or by capture of financial value accrued by the improvement of transit, quality of life and comfort. Any improvement to a transit system leads to a direct increase in the value of the land due to improved accessibility, infrastructure, service delivery and quality of life.
Monetisation of land in also seen in some TPS schemes in Gujarat where a small portion of land is acquired from the owner in exchange of providing infrastructure services instead of charging a betterment fee. This land is then assembled and either used for the infrastructure provision or sold to generate funds for financing the infrastructure improvements and other development.
Value capture is distinct from the user charges or fees that agencies collect once services start being delivered on the infrastructure. Value capture relies more on the intrinsic accretion of value increase in the location of the private land once public infrastructure is implemented in its vicinity. Different ways of capturing land value in India include- Land value tax, Fees for changing land-use, Land Value Increment Tax, Area based Development Charges, Value based Development Charges, Transfer of Development Rights and Incentive FSI, Premium on relaxation of rules or additional FSI, Charges for regularisation of unauthorised development, Land Acquisition and Development and Town Planning Schemes.
Giving teeth to the guidelines
Cities often have guidelines or advisory documents instead of regulations and policies in many cases. Guidelines are simply recommendations which should be implemented, but they are not mandatory. One of the simplest examples here is the case of street guidelines, which have been developed in many cities across the country(including Delhi and Chennai), yet they carry little weight due to their advisory nature. Area Based Development within a Smart City Proposal or a city’s Transit Oriented Development Policy, present an opportunity to turn such advisory documents into regulations and policies. Bhubaneswar has proposed this in its Area Based Development, where it is implementing a complete streets policy to diversify its mode share.
The second part of financial mechanisms is the use of financial tools for bringing about a change in the user behaviour. Using congestion fees in a CBD area, or enforcing high on-street parking prices would be an example of de-incentivising use of cars in a dense walkable neighbourhood. Implementing subsidies for public transit fare, or implementing single fare system are examples of financial incentives for using public transit. An example of this is Pune’s draft for public parking policy, where it is proposed use of parking cost as a tool to discourage car use and promote transit ridership and walking.
All these mechanisms work at different stages of building a transit oriented development. From assembling land to implementing parking policies, each of them depend on the institutional capacities of various city agencies and departments. The purpose of the enablers is to mobilise the development process. Many of these mechanisms take time and coordination of various other processes. Thus, they need a comprehensive and proactive approach to ensure success.
Understanding the need to manage the growth in private vehicle (two and four wheeler) ownership, Government of India in 2006 formulated the National Urban Transport Policy that prioritised greater use of public transport and non motorised modes and advocated integration of land-use and transportation to minimise travel distance. The first emphasis on improving mobility in Indian cities was provided by the Jawaharlal Nehru National Urban Renewal Mission (JnNURM) which allocated approximately 11 percent (or $2 billion) of the mission budget ($20 billion) to urban transportation. This was primarily a recognition of the range of mobility problems that Indian cities faced – a lack of reliable, affordable and extensive public transportation network thereby forcing people to rely on private two wheelers and four wheelers for commuting needs and a low density of road network for this increased private mode of commuting.
Under the JnNURM, approximately 138 projects were undertaken with 33 percent of the funding being allocated to Mass Rapid Transit System (MRTS) and about 57 percent allocated to road/highway construction (EMBARQ India and Shakti Foundation,2012). Cities such as Delhi, Pune, Bangalore, Chennai, Mumbai, Hyderabad have implemented Metro rail based (up to 30,000 pphd – passengers per hour per direction) systems based on the funding from JnNURM.
In addition, 9 cities (Ahmedabad, Rajkot, Surat, Bhopal, Indore, Pune/Pimpri Chinchwad, Vijaywada, Vishakapattanam and Jaipur) (Center of Urban Equity, 2013) have implemented or are implementing road based Bus Rapid Transit Systems, with capacities up to 15,000 pphd. Very low allocation (about 4%) (Ibid) to other projects besides parking, road construction and MRTS has led to the unfortunate exclusion of pedestrian and bicycle users, who constitute 40 percent of total mode split in India. Non motorised modes (bicycle and pedestrian) are feasible as main commuting modes for fulfilling trips in small and medium sized cities, both of which have trip lengths less than 7 kms in average.
Thus the mobility options in Indian cities increased during the JnNURM but a lack of comprehensive approach to integrated mobility left large gaps, especially in the last mile connectivity needs of public transit users.
Smart Cities Mission on Integrated Mobility
The Smart City Mission acknowledged the role of integrated mobility, primarily through public transport for longer commuting and non motorised transport for shorter trips and last mile connectivity. Creating walking communities, reducing the need for commuting, developing compact communities, investing in transit oriented developments and preserving and developing open spaces were ascribed as prescribed features of a smart city by the mission. Similarly projects involving construction of highways, parking lots were left out of the Smart City Mission and instead retained in AMRUT (Atal Mission for Rejuvenation and Urban Transformation).
Preliminary analysis of the 20 lighthouse city proposals has endorsed this renewed emphasis on public transport and non motorised commuting within the strategic planning process undertaken by the cities. Adoption of information and communication technology (ICT) to improve the efficiency, ease of use and reliability of public transportation operations also has emerged as a significant proposal by the cities. Some of the highlights regarding integrated mobility planning within the broader SCPs by the lighthouse cities are:
• The total allocation towards solving mobility problems is 1.8 million USD or 25% of the total proposed smart city expenditures (7.2 Billion USD) by the cities. This is doubling and significant change from the 11% allocation towards transportation made by the previous JnNURM mission.
• While expressway (flyover) construction, bus rapid transit (BRT) and road improvements were the significant components in the previous mission, emerging global concepts of public bike sharing, ITS/ICT adoption, clean fuel technologies in fleet operation, non motorised transport (NMT) augmentation, urban design and open spaces and even universal access are the new paradigms proposed by the lighthouse cities.
• Solapur (56%), Ludhiana (51%), Pune (48%) and Devanagere (41%) are unique because of their higher allocations to mobility planning than compared with other lighthouse cities. Bhopal and Jabalpur both have the lowest allocations (< 10%).
• Non motorised transportation (bicycle and pedestrian) accounts for the biggest allocation of about $350 million followed by bus based systems at $200 million. Kochi has uniquely proposed ferry based transportation systems leveraging the city’s water network.
• 17 cities have proposed specifically investments in bicycle networks and public bike sharing systems at a total cost of about $90 million. Majority of the bike sharing and bicycling has been proposed in area based projects suggesting the willingness of the cities to implement comprehensive bike sharing systems at neighbourhood levels and then scaling them up in future, to the city level.
• All cities have expressed wider adoption of ITS and ICT for mobility planning, especially for the purposes traffic management, smart parking and smart bus shelters and integrated fare collection systems. The allocation for ITS and ICT based mobility projects is about $550 million.
• 11 cities have proposed some form of transit oriented mixed use compact neighbourhood planning in their area based approaches. These neighbourhoods will have high densities to support the public transit infrastructure investments while including office centres, open spaces and priority to NMT.
Thus the lighthouse cities have addressed the immediate need for integrated mobility by focusing on bus systems, ferry systems, bicycle sharing systems and augmenting of pedestrian networks. These sustainable modes of transportation are now mainstreamed within the smart city proposals and their success will provide momentum to scaling up to the city and regional levels.
Centre for Urban Equity. (2013). Low-Carbon Mobility in India and the Challenges of Social Inclusion: Bus Rapid Transit (BRT) Case Studies in India.
Embark India and Shakti Foundation. (2012). National Investment in Urban Transport, Towards People’s Cities through Land Use and Transport Integration.
Bicycle users in cities of India generally constitute a relatively high modal share of intra-city trips. However, there has been a consistent lack of prioritisation in terms of policy incentives and investment in bicycle infrastructure over the last few decades. This coupled with the growing length of commutes and aspirations of upward mobility in terms of owning a motorised vehicle has halved the modal share in moderate and large Indian cities to only about 13 to 21 percent today (Tiwari & Jain, IUTJ, December 2008). In the last 10 years, there has been a marked rise in investments within the realm of urban transport in India. After development of significant automobile infrastructure has not had the desired effect, there have been calls for a renewed focus on sustainable modes such as mass public transit, bicycles and pedestrian prioritisation. With the development of Smart Cities in India, bicycle based planning can feature as an important part in developing and promoting cities with core infrastructure, a decent quality of life for its citizens and a clean and sustainable environment. It would truly follow the recommendations of the National Urban Transport Policy by moving people and not vehicles.
Successful bicycle based planning is focused on elements of planning, legislation, infrastructure and advocacy. However, from a design perspective one needs to understand the various considerations that would need to be included to create a safe and user-friendly system. Bicycles can be used for three different types of usage that would require different design considerations
1. Transit mode
2. Local neighbourhood commutes and last mile transit connector
3. Leisure and exercise
The fundamental difference in planning for each of the types listed above is the style of system that would be needed which are dependent on the network type. In all three, the specifications for the surface would need to be such that it is even and continuous with no level changes without a ramp of minimum gradient 1:12. If combined with the sidewalk, they should be of a texture of a sufficient coefficient of roughness to be anti-skid and of a colour to visually distinguish it from the space reserved for pedestrians. The potential system designs for the bicycle network as detailed below are based on the degree of separation from other modes that depend on the design speed of the road or street.
To serve as a city level transit mode, bicyclists would need to use arterial roads for some parts of their commute. Given the higher speed of vehicular traffic on these roads, it is desirable to have physically segregated lanes for bicycles to ensure user safety. These could be designed as a part of the carriageway or the sidewalk depending on the volume of bicyclists. Based on the design speed of the road, segregation could be designed as road markings/striping, raised strips, planting or bollards or combinations of the same with the former being for slower design speeds and the latter for faster.
The segregated lanes may be designed as single direction or bi-directional, including a contra-flow lane. A two-way lane is preferred especially where the road width is such that crossing is difficult and requires significant wait at a signalised intersection. Two-way lanes reduce the length needed to be travelled by a cyclist, but requires an increase in the minimum width provision for the lane from 2.1 metres to 2.5 metres. If there are relatively lower volumes of cyclists, it may also be possible to have two-way lanes only on one side of the road.
Short distance commutes that take place within neighbourhoods characterised by streets of narrow width and slower traffic may have bicycle users use the same street network as a shared street with mixed traffic. These could generally cater to neighbourhood level commutes for daily needs and local destinations. Also, the influence zone of a mass rapid transit system can increase to around three times in area (from a radius of 500 metres by walk to one of 1500 metres by bicycle) if bicycles can be used a feeder instead of solely walks. Bicycles as a feeder system would need to be supported with ancillary infrastructure that would be covered subsequently.
Cyclists of leisure and exercise generally use a system at off peak hours when other traffic is scarce. As there is no particular destination or route involved, it is difficult to plan for these users as part of the street network. However, a system that includes alternate routes for bicycles that run in tandem with the regular motorised routes are preferred by these users as they have a lower possibility of interruptions of vehicular traffic. These could be greenways through large city level green open spaces or could also be streets that are closed off to vehicular traffic. While alternate routes definitely serve leisure activities, if planned with the rest of the city, they can also work for the other use requirements by allowing these users to cut across portions of the city unhindered by vehicles. Sharing of such a network would require larger widths of bicycle tracks to allow commuters to bypass sociable riders who may bicycle parallel to each other and at a slower pace.
Additional infrastructure outside that of the physical one needed for bicycling is required to create feasible environments for the comfortable usage of a bicycle. Without these, significant portions of potential cyclists are left out due to concern for equipment safety and/or capital investment.
An extremely important part of planning for bicycle mobility (which is routinely ignored) is the provision of safe and secure parking for the bicycles. This becomes a major deterrent in choosing the bicycle as a mode choice. Even where bicycle parking is provided, it is often in the most inaccessible part of the building, even though it needs very little space as compared to larger vehicles. Parking systems need to have the option of both short-term and long-term provisions – the latter required especially for the bicycle to act as a feeder system. Without long-term bicycle parking, the only other way bicycles can act as a feeder is if the bicycle can be carried onto the mass transit network. While provision of parking may not always be possible in the public domain, it must be mandated as a part of the parking requirements with preferably more accessible locations allocated to bicycles.
In addition to provision of the physical infrastructure, occasional users and users unwilling to invest in a personal bicycle can be incentivised to use a bicycle if provided as a rental. However, instead of relying on a rental system, where loan and return is usually at the same location, a share system is preferred, as it could be picked up and dropped off at various locations along the system. This would incentivise potential last mile users and commuters to also use the system rather than only neighbourhood users who would be using the bicycle only within the range of a rental location. Costs of the system – both in terms of capital investment and maintenance – could be cross-subsidised by leveraging advertising revenue on the bicycles and also on the rental locations.
Ensuring safety and security of the users of a bicycle system is critical. The issue must be addressed across the system at every stage, particularly at conflict points with other modes of transportation.
Provision of street lighting for bicycles is needed for multiple reasons – increased visibility of bicyclists, who usually tend to be less visible than other vehicles – due to their negligible surface area, thereby reducing potential night-time accidents and personal injuries; reducing the bicyclists being blinded by the headlights of oncoming vehicles due to an otherwise stark difference in brightness of the two environments; social inclusion by enabling the use of amenities without fear (due to increased visibility); and promoting personal fitness by encouraging bicycling outside daylight hours.
It is generally found suitable to combine street lighting for bicycles with that of pedestrians such that they are low mast (3-4 metres height) with full cut-off fixtures and so that their spread overlaps and there are no dark spots that would tend to become problem areas. A luminaire of around 20-25 lux is recommended.
Other than demarcation of bicycle lanes in visually segregated systems, street markings are required to encourage adherence to bicycle priority zones – both lanes and crossings. It is important that these markings are easily visible during the day and night so their colour and material should be chosen such that they contrast with the road surface and also reflect some amount of light ensuring their visibility at night. A common material used in India is thermoplastic paint which is also used for centreline and lane markings on vehicular roads.
The markings should not only demarcate the extents of the bicycle lane but also indicate in words and symbols that the zone is reserved or prioritised for bicycles. At times, the entire stretch or repeated sections of the lane are marked in solid fill. If done as repeated sections, they should be in patches of at least 5 metres and not be more than 25 metres apart from each other. Colours that are used generally are green, blue or at times red. Alternately, glass beads may to added to the road mix to allow continuous low intensity reflectivity.
Alongside markings, it is important to reinforce regulations and information with the use of signage. Like regular traffic signage, these would include mandatory signs that indicate what users should do rather than what not to; regulatory signs like no parking, no entry etc.; priority signs like stop and give way; information signs of lanes and crossings, whether one-way or two-way, shared or dedicated; caution and warning signage; and direction and service signage. The style in terms of colour, font and size may vary as per City and State regulations. However, if specifications are missing in terms of signage, specifically for bicycles, it should be ensured that these are at a height and in a size visible to users on a bicycle.
Bicycle accidents are most common at conflict points with other vehicles. In segregated systems, this tends to be generally at intersections where bicyclists and motorised vehicles cross streets and traffic. It is imperative that intersection design is done carefully to reduce the occurrence of incidents and injuries.
There are generally three ways to physically deal with intersections depending on the intensity and speed of vehicular traffic though these must be supplemented with markings and signage as discussed earlier. First, signalised intersections with either separate signal phases for bicycles, which may be combined with the pedestrian phase or alternatively bicycle phases combined with the phase for vehicles. The latter however, can only work if supplemented with ‘no free left’ turns. If provided in areas with a low volume of bicyclists, pelican signals that allow green bicycle phases only on demand are preferred.
When bicycle movement is combined with vehicles, bicycles requiring to turn right would require the second model of intersection design which are bike boxes that allow bicycles with a safe and visible way to get ahead of queuing traffic during a red signal phase. Third are protected intersections, which can be used in lower traffic intensity zones, which slows down the traffic at intersection, allowing safe passage. This works by creating a corner refuge island that allows increased reaction time and visibility.
To ensure safety of users, traffic calming is necessary on shared streets and at intersections. It reduces the speed of vehicular traffic and gives priority to bicyclists. Traffic calming may be of four types –
1. Narrowing: curb extensions, road diets, pedestrian refuges etc.
2. Vertical deflection: speed humps, rumble strips, speed tables, changed material etc.
3. Horizontal deflection: chicanes, chokers etc.
4. Restricted access: medians, barriers, bollards etc. for reduced vehicular access
Bicyclists as well as other commuters require supporting amenities which increase levels of comfort (these are not mandatory for any system). These amenities include drinking water, public toilets, seating/pause spaces, hawker and vending zones and shaded areas. These are of use not only for bicyclists but also pedestrians and other short-term street users.
Bike-share system at India Habitat Centre
India Habitat Centre (IHC) is a multipurpose complex in central Delhi with work, commercial and social spaces. Located at a distance of around 2 kilometres from the nearest metro stations, employees and visitors to India Habitat Centre face the typical ‘last mile connectivity’ issues. As a solution, IHC is creating a bike-share system and connecting it to Jor Bagh Metro Station. The NIUA-CIDCO Smart City Lab at the National Institute of Urban Affairs supported the endeavour and provided necessary planning and technical expertise that would be required for developing the system.
There were two options for the route – via 4th Avenue and Jor Bagh Road or via Lodhi Road and Aurobindo Marg. The latter was choses as almost half of Lodhi Road already has a dedicated bicycle track, while the rest has a service road generally used only for parking. The generous sidewalk on Aurobindo Marg, which has little to no users, was optimal for inclusion in the shared bicycle system. To make the bike share system safe and comfortable, the Smart City Lab has proposed interventions along the proposed route addressing design of the lane, design of the intersection, traffic calming, traffic safety and the existing parking policy. The necessary permissions and coordination for execution of the proposal is being managed by India Habitat Centre and includes purchase
of equipment and engaging an operator for the day to day management.
In order to make room for the users of the bike-share system in the form of a bike lane, the NIUA-CIDCO Smart City Lab has proposed the following interventions to the existing right-of-way.
As per the guidelines proposed by the Unified Traffic and Transportation Infrastructure (Planning and Engineering) Centre (UTTIPEC) of the Delhi Development Authority, a lane width of 2.5 metres has been specified for the track to allow contra-flow movement along the route. The surface has been mandated to be made even and continuous with no level changes without a ramp of gradient 1:12. While it would have been preferrable to continue the demarcated and physically separated bicycle track that exists on half the length along Lodhi Road, it is not possible at present as the service road measures only only 7 to 7.5 metres in width and since parking could not be removed completely due to the existence of the Lodhi Road Post Office and Mausam Bhavan along the stretch. It is not possible to have provision of both, on-street parking and a dedicated track with free movement of vehicles in the centre.
Future developments in the system could either remove parking along the stretch or trim the side-walk from the existing 3.5 metres to 2.5 metres and use the space as discussed above. However, in the mean time a visual segregation has been proposed that delineates the lane with reflective thermoplastic paint. To avoid high expenditure, a minimum 5 metre delineation at a distance of every 25 metres has been proposed. As reiterated by the personnel of the Delhi Police, who man the stretch, the delineation would help territorialise the space for bicyclists and consequently have an effect on the speed and where the vehicles that use the service lane park.
In addition, indicators designed both as markings along the lane surface signify the priority for bicyclists by use of a bicycle symbol and also indicative sign posts that would show it is a reserved track.
Since the major intersection between Max Mueller Marg and Lodhi Road already has a bicycle track along both the arms of Lodhi Road, no major structural changes are proposed here. However, it is suggested that visual indication of the bicycle crossing would be beneficial as it would ensure increased visibility although not necessary since it in any case is ahead of the pedestrian crossing demarcated by a zebra crossing.
Instead, it requested that the signalling department of Delhi Police include a bicycle signal that would be green when Lodhi Road moving east is green ie. approximately 45 seconds and an additional pedestrian and bicycle green (two phases later) during an all vehicular red that would be for 15 seconds with an additional 5 seconds of blinking.
Where the bicycle lane merges into the service lane halfway down Lodhi Road, the lane requires to ramp down at a gradient of 1:12 with placement of a bollard in the centre to block the illegal access of the bicycle lane by two wheeler motorised vehicles. The other minor intersections that crossed the entrance gates to Jor Bagh Colony are designed as a continuation of the visually segregated bicycle track with thermoplastic paint as specified above. This to ensure that the vehicles entering or exiting Jor Bagh Colony onto Lodhi Road, give priority to bicycles already crossing the intersection.
On the Aurobindo Marg stretch however, the Safdarjung Fire Station has an exit for Fire Tenders who would need to exit in a hurry in case of a emergencies. Here, the lane design has a ‘give priority’ sign for the bicycles to ensure that the Fire Tenders have priority access. In addition, the portion in front of the access gate delineated with a diamond checkerboard pattern to indicate caution.
Lastly, the intersection between Aurobindo Marg and Jor Bagh Road needed to be crossed to access the bicycle parking that placed behind the vomitory of the station. A kerb cut has been proposed in the median to enable the bicycles to cross with ease.
An important part of bicycle based planning is design of traffic calming especially at conflict points such that it reduces the speed of crossing vehicles so that even in case of an accident, injury would be reduced to a minimum. The bicycle track on the service lane of Lodhi Road has numerous conflict points where there are punctures between the main carriageway and the service road. These conflict points could have been avoided by placing the lane on the left of the service road, however this was decided not to be done as the consequent conflict points with the entry roads to Jor Bagh Colony, albeit fewer would be on blind corners, thus increasing the tendency of an accident. Further, by keeping it on the right side of the service lane, the pedestrian crossing points between the on street parking and the built edge are eliminated. To address these conflict points between the service lane and the punctures from Lodhi Road, it proposed to reduce the turning radius to a minimum of 4.5 metres from the existing 6 metres and adding a zone of cobble stones with a double speed hump running longitudinally along the middle. This would ensure that the vehicle entering or exiting the service lane reduces its speed to avoid a sharp jolt within the vehicle and ensuring safe passage of crossing bicyclists.
At the intersections, where exits from Jor Bagh Colony join Lodhi Road, a table top crossing has been proposed so that not only similar traffic calming is achieved, but side-walk continues, allowing pedestrians to cross without climbing up or down, thereby ensuring universal access.
As discussed earlier, the service lane is currently primarily used for parking, which would need to continue in the current state of affairs. However, the Delhi Police has been requested to keep the parking only to the left of the service lane, so that the bicycle track may continue unhindered on the right.
To ensure this, other than visual delineation as discussed earlier, regulatory signage indicating ‘No Parking’ is proposed to be installed on the right hand side of the track. Initially, this has been done with temporary signage by the Delhi Police. But the NDMC proposes to install permanent signs along with the above interventions when the surface of the service lane is being relaid in February 2016. In the meantime, to make most use of the winter when bicycling in Delhi is more feasible, the system has begun a trial run from December 16th, 2015 with implementation of the minimum interventions required such as the traffic signal phasing, repair of some broken patches of the side-walk on Aurobindo Marg and delineation of the track with a single line along the service lane of Lodhi Road.
Just before the opening, applications for use of the bicycles were invited from the employees of the institutions at India Habitat Centre. Almost 150 applications were received and passes for free use of the system were issued to 50 applicants on a first come first served basis. Within a month, the number of applications have risen to 280, out of which 200 passes have been issued. The system includes 25 bicycles with stands at Jor Bagh Metro station and Gate 1A of India Habitat Centre and a battery powered vehicle to ferry the bicycles as per demand that currently numbers above 65 trips per day. Special mention must be given to the Chairman of NDMC for supporting the initiative, Delhi Metro for providing land for the bicycle stand at Jor Bagh, the DCP (Traffic) and ACP (Traffic) of the South Zone of Delhi Police for assisting with the regulation and enforcement of the ‘No Parking’ zone, M/s Delhi Cycles Pvt. Ltd. who are operating the system and Hero Cycles for providing the cycles. Also, a definite citation to the management of India Habitat Centre for leading by example and continuing their care for the habitat and conceptualising, initiating and funding the scheme. It is hoped that the success of this endeavour would allow expansion to the other nearby nodes first and then to remaining magnet points and transit nodes in the city.
A smart bus shelter is an urban installation that change the typical experience of wasting time waiting for a bus.
A smart bus shelter provides real time information to the users
It provides transit data like route number of next bus, arrival time for the next bus etc. or even available seats in the next bus. It improves the experience of bus travel.
A smart bus shelter is a platform for urban informatics
It interacts with users by way of bus route guide, digital map, destination search, traffic broadcasting station, weather forecast etc. It is an interface through which city can inform its citizens.
A smart bus shelter is inclusive
It considers the requirements of differently-abled, women, children and the elderly. Braille boards and strategically placed buttons aid visually impaired to locate buses by way of touch and announcement. CCTV video recording ensure public safety.
A smart bus shelter is more than a waiting place
It integrates components ranging from mobile charging points to public Wi-Fi to solar panels and much more.
These bus shelters gather real time information by establishing ICT enabled linkages with buses through GPS tracking and RFID tags. LED displays at bus shelter display bus number of arriving buses for facilitating the users. Interactive touch screens in the bus shelter function as city dashboard and act as an interface of city with the users. It makes waiting for a bus no longer cumbersome or unreliable, but rather a fun activity.
India Habitat Centre (IHC) ran a feeder bus service in May 2014 that ran from Jor Bagh and JLN Metro Station to IHC in a continuous loop. The buses ran at an interval of around 10 minutes. After a few weeks, the service was discontinued due to lack of sufficient users even during peak periods.
In, September 2014, TRIPP (IIT, Delhi) conducted a user survey to assess travel behaviour of visitors and employees of institutions at IHC. The survey however, fails to survey all categories of employees. Service and administrative staff of both the institutions and IHC have been left out. Presuming that these employees would be around 50% of the total employees, a significant number of non-motorised and public transit users would be added to the figures.
In July 2015, NIUA (on an informal level) re-examined the assumptions made and the conclusions drawn from both the survey and the feeder bus system failure.
Observations from the TRIPP Survey – (September 2014)
Almost a third (32%) of surveyed employees travel to and from IHC by metro which makes it the largest mode share by far. Cars come in next at 24%.
Employees not using the metro are split into two major categories – 28% by public and para-transit modes and 37% by private modes.
More than two-fifths (41%) of the surveyed metro users use para-transit for the egress trip. Due to lack of Last Mile Connectivity on the egress trip (Metro – IHC – Metro), 28% of employees do not use the metro for their daily commute.
Almost half (45%) of the respondents indicated that a feeder bus would be the preferred mode for the egress trip if such a provision was made.
Inferences from the TRIPP Survey – (September 2014)
There is a significant proportion of employees at IHC who commute by metro
There is a need felt by metro users for last mile connectivity
If provided with last mile connectivity, the number of metro users would increase
Para-transit providers could pose a challenge in the process of inducing a shift to any other mode.
After extension of the Violet line both in the North and South, there has been an increase of metro users by 5% as indicated by IHC Survey (June 2015). It could be assumed that there would be substantial increases in the metro modal share on completion of Phase 3 of the Delhi Metro System.
All of the above strongly suggest the need of last mile connectivity from JLN Stadium and Jor Bagh Metro Stations.
Probable reasons for failure of IHC Feeder Bus Service
Dispersal is spread over the peak periods from multiple points (Jor Bagh Metro, JLN Stadium Metro, bus-stops etc.)
Given the spread in time and locations, dispersal density is not sufficient to sustain the seating capacity of a bus
Advocacy in the form of advertisements, circulars, signage etc. did not reach target audience
Feeder bus service did not run long enough to induce change in travel behaviour
Regular user experience surveys (monthly) were not conducted to modify operations of the service to suit users
Scope of Work
Provision of feeder service that is of lower seating capacity – Electric Vehicles (EV) would be an apt choice
Higher frequency of vehicle departure (2-3 minutes)
Advocacy in the form of advertisements, circulars, notices, signage etc. to target audience
NIUA-CIDCO Smart City Lab publishes combined issue volume 5, Issue 1 & 2 of CIDCO@Smart
July 16, 2019
CIDCO Smart City Lab publishes Volume 5 – Issue 1 & 2 of its newsletter CIDCO@Smart, detailing the team’s activities between Jan and June 2019. This issue talks about Urban Eco-system and explains its various elements through different case studies from around the world.
The different articles talk about Urban Heat Island effect, Urban Food Systems, Indicators for a Slum Redevelopment Program, Urban Sanitation and Wastewater in India, Impact of Urban Morphology on Social Life, Cases of Self-organisation in Amsterdam, London's Low Emission Zones, etc.
This newsletter is available for viewing and downloading here.
CIDCO Smart City Lab presents Ujjwal platform to AIGGPA
May 10, 2019
Siddharth Pandit, Chair, CIDCO Smart City Lab presented CIDCO's knowledge management system to members of AIGGPA (Atal Bihari Vajpayee Institute of Good Governance and Policy Analysis) in NIUA office, New Delhi. He spoke about the training management system and about UJJWAL (The One Stop Shop Solution for CIDCO’s training management system).
Customised training on Self-defence was held in Navi Mumbai
April 18, 2019
CIDCO Smart City Lab's training cell organised a self-defence training for all the female staff members of CIDCO. The aim of the workshop was to sensitise women on crime-awareness, safety and self-defence. It was organised on 10th April 2019 at Agri Koli Bhavan, Nerul. Mrs. Vidya Tambve, Manager Personnel, inaugurated the training programme and emphasised on the importance of self-defence and safety of each female employee in CIDCO. She also appreciated the initiation of female members who nominated themselves and attended the workshop. Self-defence expert, Mr. Sharif Bapu, gave lessons and important tips to the participants to act smartly and safely to protect themselves in times of danger. He also shared a few real time cases.
Customised training on Prevention of Sexual Harassment (POSH) held in ASCI, Hyderabad
April 15, 2019
2-day customised training on Prevention of Sexual Harrassment (POSH) was held in ASCI, Hyderabad for the female employees of CIDCO. Topics like ethics and values at the workplace, biases in social perception, safety audit of workplace, Prevention, Prohibition and Redressal, etc. were covered during the workshop.
CIDCO employees visit Lee Kuan Yew School of Public Policy of National University of Singapore
February 21, 2019
7 participants from CIDCO visited Lee Kuan Yew School of Public Policy of National University of Singapore (NUS) from 11th to 15th February 2019 for a 5-day executive programme co-ordinated by NIUA-CIDCO Smart City Lab. The topic/agenda of the workshop was 'Insights on Urban Management'. The topics covered during the workshop were principles of urban governance in Singapore, PPP for infrastructure development, key success factors for sustainable industrial development, fundamentals of public transport, management and policies of public housing, water as an urban management agenda, opportunities and challenges of innovation and technology, risk management, etc.
NIUA-CIDCO Smart City Lab publishes combined issue Volume 4, Issue 3 & 4 of CIDCO@Smart
January 24, 2019
CIDCO Smart City Lab publishes combined issue Volume 4 – Issue 3 & 4 of its newsletter CIDCO@Smart, detailing the team’s activities between July and December 2018. This issue takes different case studies from all around the world discussing the importance of public spaces. It identifies the coherence of SDGs with public open spaces and the subsequent articles focuses on various best practice models in different cities around the world.
This issue talks about different cases such as revitalising the streets, designing gender sensitive public spaces and public spaces as promoters of equity and social inclusion. It also looks into the case of Pike Place Market in Seattle to understand the economy of public markets, innovative ideas such as transforming a landfill site into a public park and emerging ideas like development of urban agriculture under transmission lines.
This newsletter is available for viewing and downloading here.
CIDCO Smart City Lab speaks at World Bank Office, New Delhi
December 3, 2018
The World Bank and All India Institute of Local Self-Government (AIILSG) organized a one-day Consultative workshop “Capacity Building for Digital Strategies and Solutions for Smart Cities in India” on 30th November 2018 at World Bank Office, New Delhi. The objective of the workshop was to develop a capacity building framework for smart city leaders for capacitating the Urban bodies of India and South Asia. A host of agencies including experts from World Bank, AIILSG, UN-Habitat, UN University and universities from around the world participated in the workshop.
Siddharth Pandit, Chair, CIDCO Smart City Lab, participated as a speaker in the panel discussion. He spoke about the training management system of CIDCO and UJJWAL – The One Stop Shop Solution for CIDCO’s training management system. He presented the capacity building approach that integrates policy, technology and knowledge partners for improving capacities of ULB officials and institutions in India.
The training cell conducts 6th Session of ‘Vimarsh’
November 30, 2018
On November 28, 2018, all participants from the month of October ’18 were invited for the sixth session of vimarsh, out of which 6 participants came to attend. Participants who had gone to ASCI, CRRI, IIML and VNIT attended the discussion. They were satisfied with the overall experience of the training they attended.
Participants who had attended a behavioral training in ASCI were very impressed by the logistics and accommodation allotted for them. One of the female participant acknowledged that the stay was very safe, secure and comfortable. Personal assistance was also available. All the participants, in general, were satisfied with the course and faculties. They suggested that the course could be supplemented with site visits; however, it was informed that for a behavioral course site visit do not set in line with the course objectives.
Participants who had been to IIML were also pleased with the faculty assistance and the facilities provided at the institute. One of the participants mentioned that, “Everything was excellent and we have never attended such kind of training before”. Participants did feel that they had a very hectic schedule as even after the session they were engaged in Group discussions and Case studies. Despite the tiring schedule, the participants wanted to suggest this institute to all CIDCO officers because they felt that the kind of knowledge shared and way of teaching was marvelous. Real life examples quoted during the program were also appreciated. Other participants who attended the program with our participants were from ONGC, LIC and various other reputed organizations. Participants were thankful to Ujjwal for helping and convincing them for the training.
Training Cell also encouraged the participants to submit the study material to Ujjwal team or to the library for other employees to be able to access it. On requesting for an option to search for institutes while selecting the courses, the Training Cell informed that it is an intent of the management for the applicant to go through the course objectives while selecting the course rather than just looking at the institute or the brand name.
All the participants thanked Ujjwal team and JMD I, CIDCO to provide such an opportunity to CIDCO Officials.
The training cell conducts fifth session of ‘Vimarsh’
October 26, 2018
Fifth Session of Vimarsh took place on 24th October 2018 with the objective of understanding and sharing the participant feedback in regard to their learnings, stay, faculty and the institute they went to. Participants also spoke about the ease of using Ujjwal and the expected future trainings. 14 employees participated in the discussion forum bringing forward varied experiences from institutes like IIM-A, IIM-C, ISB, ASCI, ESCI and IRMA-Anand.
Employees who went to IIMA were extremely happy with the standard of the training and the course delivery. The course on Theory of Relativity helped them understand the dynamic nature of an organizational setup, ways to establish a relationship matrix and understand the authority in the organizational set up. The other course conducted at Ahmedabad campus engaged the participants extensively in assignments and role plays for enhancing communication strategies. They were also happy with Ujjwal Team’s assistance on course selection. Participants who went to IIMC, ESCI and IRMA appreciated the overall course content and delivery by faculty, campus premises, boarding and food arrangements. They were impressed by the punctuality and professionalism maintained throughout the training programme. Participant who attended training in IIMC praised the faculty for modifying the course content as per participants’ expectations.
Emphasizing on the benefits of the attended training in personal and professional growth, the participants requested the training cell to insist every employee of CIDCO to attend a training. Some participants suggested cross-functional learning within different departments in CIDCO, in response the training cell explained them the procedure to raise customized training programme request for the same.
Most of the employees were happy with their learning experience through Ujjwal. They appreciated efforts done by the training cell and were thankful to the management for providing such an opportunity to CIDCO employees.
CIDCO Smart City Lab participates and help organize CITIIS Preparatory Workshop
October 2, 2018
The CITIIS program, launched by Ministry of Housing and Urban Affairs (MoHUA), financed by the French Development Agency (AFD) and the European Union (EU) organised a national-level Preparatory workshop for 100 smart cities on 25-26th September 2018 in New Delhi. Under the program, 15 projects from the city's Smart City Proposals will be selected through a challenge process. CIDCO Smart City Lab participated and actively helped in organizing the 2-day workshop.
NIUA-CIDCO Smart City Lab Publishes Volume 4, Issue 2 of CIDCO@Smart
August 7, 2018
CIDCO Smart City Lab publishes Volume 4 - Issue 2 of its newsletter 'CIDCO@Smart', detailing the team’s activities between April and June 2018. Concentrating on the bus transport networks, this special issue takes different case studies from all around the world. It identifies the issues and challenges faced by the bus systems and the subsequent articles focuses on various best practice models in different cities around the world.
The newsletter is available for viewing and downloading here.
The training cell conducts 4th session of ‘Vimarsh’
August 6, 2018
The training cell conducted 4th session of 'Vimarsh' on 3rd August 2018 where they spoke with all available training participants of June '18. These participants had attended training programs in different institutes like ASCI, CSE, ESCI, IIMC and IIRS. The discussion was specific to experiences and individual feedback on course contents and the institutes.
IIRS and CSE received positive reviews, the participants were quite happy with the course delivery. The course in IIRS provided the participants with worthy insights on application of GIS and an opportunity to interact with the senior scientists on its use. Engineers who attended the training at CSE were impressed by the energy efficiency and resource management practices implemented in its campus introduced during the training and through various experiences shared by practicing architects.
The participants were happy with their program in ASCI and were keen on recommending the Institute to others. The site visits during the training helped them understand the topic thoroughly. They found the campus, accommodation and food exceptionally good. They felt the course was very informative, however one of the participant felt that the programme was more relevant to beginners and inclined towards project administrators rather than planners. This participant also felt that Ujjwal has very few courses for planners, while it was duly conveyed that there are lot more courses for planning department and almost all officials from planning have already gone for the related courses of their interest and relevance to their roles in the department. Several courses relevant to planning available on the portal are repetitively organized every year by respective organizations. Training cell also explained that employees can always suggest courses to be uploaded.
Overall employees had very good feedback regarding trainings. They appreciated efforts done by Training Cell and were thankful to the management to provide such an opportunity to CIDCO employees.
Director, NIUA presents at 3rd Transforming Urban Landscape in Lucknow
July 30, 2018
The convention 'Transforming Urban Landscape: 3rd Anniversary Celebration of PMAY(U), AMRUT & Smart Cities Mission' was held in Lucknow on 27th and 28th July 2018. Prof. Jagan Shah, Director, NIUA stressed on the significance of capacity building to achieve goals of urban missions and presented the case-study of CIDCO's capacity building programme. The presentation emphasized on CIDCO's training policy and the implementation of training portal UJJWAL.
The training cell conducts third session of ‘Vimarsh’
July 2, 2018
Third session of Vimarsh was concluded on 28th June 2018. The discussion was specific on the courses attended by CIDCO Officers and their individual feedbacks on course contents and institute. All training participants from the month of May ’18 were invited. Participants who had gone to ASCI, CSE, ESCI, INGAF, IIMA and NPC attended the discussion.
Most of the feedbacks received were positive. Participants who had gone for training to Administrative Staff College of India were very happy. Their training consisted of site visits as well, which was very useful to their day-to-day work life. Institutes Like ASCI and ESCI also arranges city tour for their participants.
One of the senior leader suggested that junior employees should take the trainings seriously and select training according to their profile and projects they are working on. The senior leader expected some more solemnity to the learnings during the course. One of the participant requested for specific courses for her department, where Training Cell informed her about few relevant courses and conveyed her on any further inputs or suggestions for adding more courses that are specific.
Overall employees had a very good experience regarding training. They appreciated efforts done by the Training Cell and were thankful to the management to provide such an opportunity to CIDCO employees.
The training cell conducts second ‘Vimarsh’ session
May 15, 2018
Second session of ‘Vimarsh’ took place on 11th May, 2018. All training attendees from the month of March and April 2018 were invited. 13 participants who went to ASCI, ESCI, IIMB, NPC and NCTSR attended the discussion.
The feedback received was positive and almost all of them intend to bring a change, either at their personal or professional desk. Participants who had gone for training to IIMB were specifically very happy and recommended that each employee of CIDCO should go there at least once. One of the participants said, “IIMB focuses on complete development and apart from the training also teaches ways to overcome stress.”
Upon a query, the training cell informed the participants that the selection of courses is done on the basis of TNA done for the employees of CIDCO and prior to upload, the courses are approved from the respective HODs and JMD. Some participants suggested on conducting specialized trainings and were subsequently explained about customized trainings and the request procedure.
Many of the participants had attended a training for the first time and would like to have such trainings in future as well.
NIUA-CIDCO Smart City Lab publishes Volume 4, Issue 1 of its newsletter
April 16, 2018
NIUA-CIDCO Smart City Lab publishes CIDCO@Smart Volume 4, Issue 1 detailing the team's activities from January 2018 to March 2018. The newsletter gives an insight into the work done by the Smart City Lab team in the areas of Research, Capacity Building, Innovation and Project support for CIDCO.
It is available for viewing and downloading here.
The training cell initiated ‘Vimarsh’ workshops
March 30, 2018
The objective of the workshop was to initiate a dialogue with the participants to know more about the institute they went to, their accommodation and their learning. All participants in the month of February’18 were invited. Participants who had gone to ASCI, IRMA, CSIR-CRRI and ESCI attended the discussion.
During the discussion, almost all participants spoke individually about the institute, the accommodation, the faculty/instructors, learnings from the training, and how they would like to make a difference through this training.
The idea behind Vimarsh is to have a healthy and interactive discussion with the participants and discuss about their experiences during the training. This will allow them to know about other institutes apart from the institute they have already attended.
NIUA-CIDCO Smart City Lab attends workshops and discussions
March 17, 2018
NIUA-CIDCO Smart City Lab participated in the WSDS 2018, organised by TERI, by attending the thematic workshop on 'Strengthening an evidence-based policy framework for sustainable transport' on 15th Feb, 2018. NIUA-CIDCO Smart City lab also attended the stakeholder discussion on 'India Urban Mobility Study' organized jointly by TERI, World Bank and the ITF on 16th Mar, 2018.
Customized training program for DOs and ADOs in YASHADA, Pune.
February 16, 2018
Training cell conducted a Customized training program for general cadre DOs and ADOs in two different batches at YASHADA, Pune from 1st to 3rd Feb, 2018. The trainings were designed for three days each with an objective to familiarize the participants with land related matters and compliance in legislative and judicial work. Several internal and external faculties were invited for the session and each faculty shared an in depth knowledge of topics assigned to them.
Training cell conducted another Samvad session for the planning department at CIDCO.
February 11, 2018
The training cell conducted another Samvad session for the planning department of CIDCO wherein various cadre officers from planning were told about the newly introduced features of Ujjwal. Officers came up with several queries on the use of Ujjwal and the training cell team managed to resolve all of them. Several senior planning officers suggested to add the option of keyword search in selecting a course.
NIUA CIDCO Smart City Lab publishes Volume 3 Number 3 and 4 of its Newsletter
January 23, 2018
NIUA-CIDCO Smart City Lab publishes CIDCO@Smart Volume 3 Issues 3 and 4, detailing the team’s activities from July 2017 and December 2017. The newsletter gives an insight into the work done by the Smart City Lab team in the areas of Research, Capacity Building, Innovation and Project support for CIDCO. It is available for download here.
NIUA-CIDCO Smart City Lab Shares Comments on the Draft TOD Policy for Delhi
September 1, 2017
NIUA-CIDCO Smart City Lab shared comments on the Draft TOD Policy for Delhi. These comments were presented in context of the five constructs of Transit Oriented Development – Urban Density, Design, Diversity, Mobility and Housing. In summary, they were as follows:
Need for phasing the development of areas under the policy along the MRTS corridors
Need to ensure strong multi-modal integration
Need for stronger parking restrictions within the TOD
Need for eliminating FAR limits within the TOD and:
Using number people/households/jobs as markers of density
Reducing the practice of using FAR based incentives
Need for diversification of housing unit size, types and occupancy
MoUD announces 30 cities under Round III of the National Smart Cities Mission
August 4, 2017
The Ministry of Urban Development announced the selection of 30 cities under Round III of the National Smart Cities Mission, bringing the total number of cities chosen in the mission to 90. The remaining 10 cities have an opportunity to revise their smart city proposals and resubmit in order to ensure feasible plans. This announcement was followed by the launch of City Liveability Index, whose purpose is to measure the quality of life in 116 major cities including smart cities, capital cities and cities with a population of above one million each. During the launch of the City Liveability Index, a companion document named “Methodology for Collection and Computation of Liveability Standards in Cities” was also released. It is meant to be the guiding document for data collection, analysis and calculation of various scores for the different parameters.
NIUA-CIDCO Smart City Lab publishes Volume 3 Issue 2 of its newsletter
August 4, 2017
NIUA-CIDCO Smart City Lab publishes Volume 3, Issue 2 of its newsletter detailing the team’s activities between April 2017 and June 2017. The newsletter titled ‘CIDCO@Smart' gives an insight into the work done by the CIDCO Smart City Lab team in the areas of Research, Capacity Building, Innovation and Project support for CIDCO.
The newsletter is available for download here.
NIUA-CIDCO Smart City Lab launches Ujjwal Training Portal
August 3, 2017
On 5th July, 2017, NIUA-CIDCO Smart City Lab launched Ujjwal, CIDCO’s first customized training portal. Its purpose is to aid the implementation of CIDCO’s new Training Policy. The Training Policy was approved by the CIDCO Board as a step towards overcoming barriers to training and knowledge enhancement for all Class I & Class II CIDCO officers. Ujjwal is an integrated platform that provides access to a wide choice of managerial, technical and behavioural courses from world-class institutes, through a user-friendly interface. It can be accessed at https://cidco-smartcity.niua. org/ujjwal.
NIUA-CIDCO Smart City Lab Training Cell is driving the propagation of the training portal across the multiple departments within CIDCO. As a part of this effort, it is conducting training sessions titled ‘Samwaad’ in every department within CIDCO. In the three weeks since its launch, the portal has already registered 25% of its expected users. Out of which 50% have registered their interest for participating in trainings and 80% have been confirmed for participation.
NIUA-CIDCO Smart City Lab establishes a Training Cell at CIDCO, Navi Mumbai
August 3, 2017
On 15th May, 2017, NIUA-CIDCO Smart City Lab established a Training Cell at CIDCO, Navi Mumbai to facilitate the implementation of CIDCO’s Training Policy. The primary aim of the Cell is to support CIDCO and its officers in the identification of training needs and facilitation of participation in corresponding training programmes.
Lead by the Training Coordinator, Ms. Manjali Arora Suneja the Training Cell is situated at CIDCO Bhavan in Navi Mumbai to ensure dedicated support to the capacity building activities within CIDCO. It works in close collaboration with NIUA’s New Delhi office. The Cell is focused on promoting use of Ujjwal, CIDCO’s first Training Portal, through trainings for CIDCO Officers. It also addresses all queries and issues related to the use of the portal and maintains an update course database. One of its key tasks is to build partnerships with institutes that provide relevant trainings on subjects relevant to CIDCO. Any enquiries regarding the Training Cell’s activities can be directed to email@example.com.
NIUA-CIDCO Smart City Lab Provides Comments for the Delhi Land Policy
June 14, 2017
NIUA-CIDCO Smart City Lab shared comments on the New Delhi Master Plan Chapter on Land Policy and the Regulations for Operationalisation of Land Pooling Policy. The recommendations focused on:
Reducing land acquisition and transfer of land to the government through the policy as it goes against the principles of land pooling.
Recognizing the complexity of the land pooling process and enabling the DDA’s critical transformation from a developer into a facilitator for that process.
Reducing the multiple approval processes at the different stages of development for plans and layouts.
Overall, the comments question the policy’s deviation from its objective of using the land pooling method for maximizing citizen engagement and eliminating land transfer to the government.
NIUA-CIDCO Smart City Lab @ 14th Municipalika Conference
May 19, 2017
Rewa Marathe, Research Associate, NIUA-CIDCO Smart City Lab presented at the 14th Municipalika conference in Navi Mumbai, as part of the panel on Healthy, Green & Connected cities. She shared the findings of a study recently conducted by NIUA on Transit Oriented Development in Indian Smart Cities. The presentation can be viewed here. Former Secretary, MoUD, Dr. M. Ramachandran chaired the panel and it included representatives from public and private sector. The discussion focused on the need of high quality pedestrian infrastructure for last mile connectivity and the significance of citizen participation for creating a healthy, green and connected city.
NIUA-CIDCO Smart City Lab publishes combined issue (Vol 2, issue 4 & Vol 3, issue 1) of its newsletter
May 11, 2017
CIDCO Smart City Lab publishes combined issue (Vol 2, issue 4 & Vol 3, issue 1) of its newsletter detailing the team’s activities between October 2016 and March 2017. The newsletter titled ‘CIDCO@Smart' gives an insight into the work done by the CIDCO Smart City Lab team in the areas of Research, Capacity Building, Innovation and Project support for CIDCO.
The newsletter is available for download at NL_LO
NIUA-CIDCO Smart City Lab Participates in Stakeholder’s Workshop on Delhi-Gurgaon-Rewari-Alwar Regional Rapid Transit System
April 22, 2017
Urban Mass Transit Company (UMTC) organised a stakeholder engagement for the Delhi-Gurgaon-Rewari-Alwar RRTS on the 22nd of April at the India Habitat Centre in New Delhi. Research Associates Suzana Jacob and Rewa Marathe participated in the workshop on behalf of the CIDCO Smart City Lab.
UMTC shared the DPR for the RRTS corridor, outlining the technical specifications and the financial models adopted for the project. The presentations included a discussion on the alignment and construction of the corridor along with expected ridership and revenue generation, multi-modal integration at the various stations and the development of the area around it. Ministry of Urban Development Additional Secretary Shri. D.S. Mishra delivered the inaugural address for the workshop.
NIUA-CIDCO Smart City Lab presents on National Smart City Mission at Constitution Club
March 22, 2017
Siddharth Pandit, Chair – CIDCO Smart City Lab, presented an overview of the National Smart City Mission to Members of Parliament at Constitution Club. PRS Legislative Research organised the talk where NIUA was invited to give insights on the National Smart City Mission. The presentation included an overview of the Mission, highlights from the Smart City Proposals of 33 cities and implementation parameters such as formation SPV and PMC, and challenges and opportunities lying ahead. The presentation can be viewed here-Smart City Mission PRS 22.3.17
NIUA-CIDCO Smart City Lab submits suggestions on the National TOD Policy Draft
March 3, 2017
The Ministry of Urban Development (MoUD), Government of India has prepared a draft for the national Transit Oriented Development (TOD) policy. On 28th February 2017, it held a workshop to brief the States and UTs on the policy framework. CIDCO Smart City Lab submitted suggestions/inputs for the TOD policy draft to the MoUD based on its learnings from the study conducted on TOD in Indian Smart Cities. These suggestions/inputs were structured into three parts:
· overall suggestions for sections
· specific suggestions for amendment to the existing language within the sections
· specific recommendations for critical issues that should be included in the policy.
Some of the key suggestions/inputs submitted are as follows:
1. Establish access to high-quality mass transit and parking restrictions as the underlying core mechanism for TOD.
2. TOD should support higher density than the surrounding area. Density should be defined in terms of built-up area, population and jobs (per unit area). FSI should not be used as the sole measure of density. High density should be complemented with a mix of land uses (places of work, residence and leisure) to reduce the need to travel.
3. TOD developments should address the larger housing needs of the city by including a larger component of affordable housing (including rental, micro units and temporary shelter housing). Further, classification of the housing stock should be diversified beyond traditional income-based groups to include tenure, size, composition, household type (from census definition).
4. DCRs and Form-Based Codes should be used to create street-oriented buildings and active street frontages that lead to the use of public spaces all through the day. This can help make the neighbourhood vibrant and safer through natural surveillance. Public spaces should also accommodate the informal sector (such as street vendors).
5. Engagement of the private sector in the process of developing a TOD to enable the developers to build projects that respond to the local environment, improving the chances of its success. This will also help the local governments deficient in capacity, experience and resources, in long term and large-scale citizen engagement.
6. Reorganisation of the 21 principles of TOD outlined by MoUD in their TOD Guidance Document, into 5 constructs of TOD: Design, Density, Diversity, Housing and Mobility - to simplify the discussion on TOD.
NIUA-CIDCO Smart City Lab @ International Workshop for Development of TOD Projects in Indian Smart Cities
January 16, 2017
CIDCO Smart City Lab participated in a two day International Workshop on the Development of TOD Projects in Indian Smart Cities on 12th and 13th January, 2017. The event was organised for administrators of Smart Cities, which have proposed implementation of TODs in their Smart City Proposals. City representatives and PMCs from 13 cities took part in the event held at India Habitat Center in New Delhi.
NIUA-CIDCO Smart City Lab @ Roundtable on Smart Cities : Enabling Citizen Participation Through Technology
November 16, 2016
Siddharth Pandit, Chair, NIUA-CIDCO Smart City Lab, presented at the roundtable hosted by Jaanagraha on “Smart Cities: Enabling Citizen Participation through Technology". The roundtable was organized to look at the whole gamut of citizen participation in governance including use of technology, the available digital engagement tools and the challenges in enhancing its usage. The experience of various stakeholders in activating and enhancing citizen participation in governance were shared.
In the presentation titled "Citizens Engagement in Smart Cities Mission", Siddharth shared the findings about the efforts taken by the 20 Lighthouse Cities and the important differences in the approach to strategic planning the National Smart City Mission is advocating than the traditional top down landuse planning process. As such citizen engagement becomes an important part of organizational culture and decision making for planning bodies and the impacts will be seen over time rather than overnight successes. Yet for lack of previous experience, city agencies have shown the appetite and adaptability to undertake this new approach in urban transformation; the lighthouse cities have exemplified the quality of their proposals by emphasizing citizen engagement. Technology has enabled undoubtedly to jumpstart the collaboration and idea seeking for visioning, area identification and project prioritization. The challenge remains to permeate this process during the implementation and monitoring of the projects as the mission moves forward.
The presentation can be viewed here.
NIUA-CIDCO Smart City Lab publishes combined issue (Vol 2, issue 2 & 3) of its newsletter
November 2, 2016
CIDCO Smart City Lab publishes combined issue (Vol 2, issue 2 & 3) of its newsletter detailing the team’s activities between April 2016 and September 2016. The newsletter titled ‘CIDCO@Smart' gives an insight into the work done by the CIDCO Smart City Lab team in the areas of Research, Capacity Building, Innovation and Project support for CIDCO.
The newsletter is available for download at newsletter_vol_2_issue_23
NIUA-CIDCO Smart City lab joins immersion visit to UK with 10 city representatives and MoUD representative
October 31, 2016
NIUA-CIDCO Smart City Lab participated in an immersion visit to London organised for representatives from 10 smart cities. The group included eight Municipal Commissioners from Bhubaneswar, Indore, Jabalpur, Ranchi, Raipur, Chandigarh, Faridabad and Davanagere, CEO of SPV of Guwahati Smart City, Commissioner of Andhra Pradesh Capital Region Development Authority, Director of AMRUT Mission and Director of NIUA. The trip was arranged as part of a research project on Transit Oriented Development for Indian Smart Cities. It included site visits to King's Cross & Canary Wharf and interaction with representatives from Transport for London, London School of Economics, RICS, ARUP and Future Cities Catapult among others.
More information about the visit can be found here.
NIUA-CIDCO Smart City Lab @ National Consultation Workshop for Development of TOD in Indian Smart Cities
September 6, 2016
CIDCO Smart City Lab participated in the National Consultation Workshop for Development of TOD in Indian Smart Cities on 3rd September, 2016. The event was organised for administrators of Smart Cities, which have proposed implementation of TODs in their Smart City Proposals. The purpose of the workshop was to discuss challenges in operationalisation of TOD projects in these cities.
NIUA-CIDCO Smart City Lab @ European Cyclists’ Federation
August 11, 2016
Siddharth Pandit, Chair, CIDCO Smart City Lab wrote for the European Cyclists' Federation on the subject of Bicycling in India. This was part of their ongoing Smart Cycling Series where they invite visionaries and leaders in the field of mobility to share their thoughts and visions. The article can be viewed here.
NIUA along with the United Nations Major Group for Children and Youth (UN MGCY) leads a Side Event on the theme: Prioritizing Children and Youth within the New Urban Agenda at the Preparatory Committee (PrepCom 3) of Habitat III
July 18, 2016
NIUA along with the United Nations Major Group for Children and Youth (UN MGCY) is the leading organizing intuition for a Side Event on the theme: Prioritizing Children and Youth within the New Urban Agenda at the third session of the Preparatory Committee (PrepCom 3) of the third United Nations Conference on Housing and Sustainable Urban Development (Habitat III) being held at Surabaya, Indonesia from Monday 25 July to Wednesday, 27 July 2016.
This side event will aim to prioritise children and youth within the New Urban Agenda, highlighting their needs in cities across the globe around issues such as housing, sanitation, education, health, transportation, mobility, environment and leisure to bring them into the centre stage of discussions within the New Urban Agenda and the SDGs. This side event will provide a space not only to recognise how children and youth have been active in the Habitat III process, but also highlight and advocate their priorities and recommendations towards the New Urban Agenda. This event will feature a diverse range of speakers – including one child leader and two youth – drawn from our strong affiliate of partners that include Bernard van Leer Foundation (BvLF), Cities Alliance, India Youth Fund, United Cities and Local Governments Asia Pacific (UCLG ASPAC), UN Habitat and World Vision International.
Central Government announces 13 more smart cities
May 27, 2016
Central Government has announced 13 more Smart Cities from the 23 cities that submitted their Smart Cities Proposal in April 2016. Lucknow topped the list of winners of the Fast Track competition conducted for 23 cities belonging to the 23 states /UTs that did not make it in the first round of winning proposals. These cities improved the quality of their Smart City Proposals based on the feedback received.
33 cities from 25 States/UTs are now covered under Smart City Mission. The winners of the Fast Track competition are Lucknow (Uttar Pradesh), Warangal (Telanagana), Dharamshala, (Himachal Pradesh), Chandigarh, Raipur (Chattisgarh), New Town Kolkata(West Bengal), Bhagalpur (Bihar), Panaji, (Goa), Port Blair (Andaman & Nicobar Islands), Imphal (Manipur), Ranchi (Jharkhand), Agartala (Tripura) and Faridabad (Haryana).
NIUA-CIDCO Smart City Lab develops a knowledge product on Value Capture from Infrastructure Investments for Smart Cities
May 18, 2016
CIDCO Smart City Lab develops a knowledge product on Value Capture from Infrastructure Investments for Smart Cities. This paper attempts to capture some of the best practices that cities globally have attempted for Value Capture Finance (VCF), a principle that communities benefiting from public investments on infrastructure should pay for it. The paper may be found here.
NIUA-CIDCO Smart City Lab publishes Volume 2 Number 1 of its newsletter- A National Smart Cities Mission Special Issue, detailing the team’s activities between January 2016 and March 2016
May 16, 2016
CIDCO Smart City Lab publishes Volume 2 Number 1 of its newsletter, detailing the team’s activities between January 2016 and March 2016. This issue captures the National Smart City mission in elaborate details and the highlights of the first 20 cities that were announced as early winners of the mission in January 2016. The newsletter looks at the game changing interventions in the smart cities mission such as demand driven planning, learning and replicability, special purpose vehicle and convergence, and discusses them across the lighthouse cities. It also presents preliminary analyses of several emerging themes the SCPs focus on, which include integrated mobility, environmental sustainability, use of information and communication technology and financial resource management. Beyond the national smart cities mission, the newsletter in the section ‘smart city corner’, engages the readers in a comparison of the smart city programme in India and the US. This section also discusses latest technology used in France for sustainable district wide heating and cooling. Additionally the newsletter features snapshots of three top ranked cities of the first cycle of national smart cities mission- Bhubaneswar, Pune and Jaipur, with highlights of their SCPs that make them stand apart from the rest. With contents that cover the expanse of the smart cities mission of India, this newsletter is intended as a summary of the SCPs of the 20 lighthouse cities.
NIUA-CIDCO Smart City Lab gives comments on UNCSTD theme paper on Smart Cities
April 25, 2016
Siddharth Pandit- Chair, CIDCO Smart City Lab, gave comments on UN Committee on Science Technology and Development (UNCSTD) theme paper on Smart cities. The report presents key urbanisation trends and their links to the 2030 Agenda for Sustainable Development. Department of Science and Technology will be participating in the 19th Session of the UNCSTD that will deliberate on the report. The comments may be found here.
NIUA-CIDCO Smart City Lab attends at the BRICS Friendship Cities Conclave 2016
April 16, 2016
Nanda Kishore – Research Fellow, CIDCO Smart City Lab - attended the BRICS Friendship Cities Conclave 2016 as a Ministry of Urban Development, Government of India representative. This conclave, which was held in Mumbai on April 14, 15 & 16, 2016, saw representatives from Brazil, Russia, China and South Africa discuss urban challenges such as security, public transport and affordable housing; an opportunity for BRICS Cities to learn from each other and overcome challenges together.
NIUA-CIDCO Smart City Lab presents at WRI India Sustainable Cities CONNECTKaro 2016 Conference
April 5, 2016
Siddharth Pandit - Chair, CIDCO Smart City Lab - presented at WRI India Sustainable Cities conference, CONNECTKaro 2016 in New Delhi. The objective of the seminar, which was held over three days between April 5 and April 7, was to discuss challenges and solutions in the areas of transport and access, urban expansion, land management, renewable energy, air pollution, new mobility, and road safety in cities, drawing from global best practices and applying them to the Indian context. This seminar hosted political leaders, senior bureaucrats, policymakers, business leaders, and experts coming from around the world and country to share their knowledge and expertise on sustainable urban development. In a presentation titled "India Smart Cities and Urban Transport", Mr. Pandit spoke about the present transportation situation in India and the ambitious objectives of the Smart Cities Mission. The presentation can be accessed here.
CIDCO Smart City Lab presents at UITP India Bus Seminar in Delhi
March 29, 2016
Siddharth Pandit - Chair, CIDCO Smart City Lab - presented at the 2nd UITP India Bus Seminar which was held in Delhi on March 29, 2016. The objective of the seminar was to remind the importance of bus based public transport system, to deliberate on ways of making buses more and of developing new bus technologies (electric, hybrid, etc.). This seminar hosted experts coming from around the world and country to share their knowledge and expertise on addressing challenges around increasing bus ridership towards reducing traffic congestion and enhancing quality of life. In a presentation titled "Urban Development and Public Transport", Mr Pandit spoke about the present transportation situation in India and the ambitious objectives promoted by the Smart Cities Mission.
CIDCO Smart City Lab assists the Ministry of Urban Development, Government of India, for the Indo-German Exchange Meeting
March 7, 2016
Dr. Sameer Sharma, Additional Secretary, Smart Cities, Mr. Munish Kumar Garg, Director, Smart Cities, and Mr. Sajeesh Kumar N., Deputy Secretary, Smart Cities, spoke at the Indo-German exchange meeting, sharing some of the Smart City Lab's analysis of the winning Smart City Proposals. CIDCO Smart City Lab assisted the ministry in identifying the projects related to climate change and integrated mobility for the top 20 smart cities. Some of these projects will be taken up by the GIZ and KFW.
CIDCO Smart City Lab at Velo-city Global 2016 Evolution of Cycling, Taipei, Taiwan
February 28, 2016
Siddharth Pandit - Chair, CIDCO Smart City Lab - presented at Velo-City Global 2016 in Taipei, Taiwan. In a presentation titled "#Indiahasathingwithbikes" he spoke about bicycles & the smart cities in India. The presentation can be seen here.Velo-city is a series of cycle planning conferences organized by European Cyclists Federation to bring together those involved in policy, promotion and the provision of cycling facilities and programs. To learn more about the conference visit their website at www.velo-city2016.com.
Smart City Lab Participates in Workshop on Using Data to Build Safer Cities by Safetipin
February 9, 2016
Rewa Marathe, Research Associate at the Smart City Lab, participated in a workshop on "Using Data to Build Safer Cities" by Safetipin. It included a panel discussion with Ashok Bhattacharjee - Former Director Planning, UTTIPEC, AGK Menon - INTACH Founder-Member, Nandita Bhatla - Senior Technical Specialist at ICRW and Kalpana Vishwanath - Co-Founder Safetipin. The discussion covered challenges of collecting data of the intangible 'feeling of safety', exclusion in planning and design and the gendered nature of the built space. Safetipin also presented its work, explaining their safety audits and the mobile application based data collection process. To learn more about Safetipin visit their website at http://safetipin.com/
National Smart Cities Challenge Winners Announced
January 28, 2016
Government announces the 20 winners of the National Smart Cities Challenge. The winning cities and towns are from 11 states and UTs. Total investment of Rs. 50,802 Crores has been proposed for over a period of five years. The Smart Cities Mission is expected to promote a holistic approach towards development of the cities. These twenty cities account for 3.54 crore population. The 23 States and UTs who could not make to the list of winners will be given an opportunity to participate in a ‘fast track competition’. The highest ranking city from each of the remaining 23 States and UTs can upgrade their smart city proposals and submit them by April 15 2016, for inclusion in the mission.
The press release from NIUA & CBUD can be seen here.
NIUA Collaborates with IIT Madras for Smart Cities Challenge at Shaastra 2016
January 23, 2016
In collaboration with NIUA, IIT Madras held a Smart Cities Challenge at Tech-fest Shaastra 2016. The participants proposed IOT solutions based on the ideas from National Smart City Mission's 'Mera Shehar Mera Sapna' Contest. The entries were judged by a panel of members from NIUA, MoUD, DEIT , and IIT. Siddharth Pandit, Chair - CIDCO Smart City Lab represented NIUA.
For the first stage, all the participating teams submitted their proposals, outlining the concept and the workflow of the proposed IOT solution. For the second stage, twenty shortlisted submissions were presented to panel on the 23rd of January and three winning proposals were chosen. The competition was a great success at the Shaastra 2016 and received positive feedback from all the participants.
The winning proposals in the order of their rank -
Ration Station, Sastra University, Tanjore
Smart Manholes, IIT Madras
Ride On, IIT Madras
Further Details of the competition are available here.
CIDCO Smart City Lab publishes combined issue (3 & 4) of its newsletter.
January 22, 2016
CIDCO Smart City Lab publishes combined issue (3 & 4) of its newsletter detailing the team’s activities between July 2015 and December 2015. The newsletter titled ‘CIDCO@Smart‘ gives an insight into the work done by the smart cities unit in the areas of Research, Capacity Building, Innovation and Project support for CIDCO.
The third and fourth combined edition showcases the Smart City Plan of CIDCO in CIDCO Navi Mumbai (South). Each issue beginning from this will showcase an overview on one objective area and one project of high impact from the plan. A section on inclusive planning is also introduced. This issue presents an interview with V. Radha, IAS, Joint Managing Director (JMD), CIDCO, on gender inclusive planning at CIDCO. The newsletter also presents initiatives at NIUA-CIDCO Smart City lab which include Citizen engagement strategy for Smart Cites and Designing for Bicycle based Mobility along with a case study- Bike-share system at India Habitat Centre, New Delhi.
Various smart policies and technologies across the globe which include the application of ICT beyond e- Governance in Smart Cities, Privately Owned Public Spaces and Smart Bus Shelter is captured in this newsletter. It is hoped that featuring these ideas can instigate dialogues and potentially implementation in Indian cities especially Navi Mumbai. The latest progress of the National Smart City Mission is also discussed in this issue.
The Newsletter can be viewed here.
Smart City Lab presents on “Urban Infrastructure in India”at PRS Legislative Research.
January 8, 2016
Siddharth Pandit, Chair - CIDCO Smart City Lab, presented an overview of the Urban Infrastructure Policies in India at PRS Legislative Research to the current LAMP Fellows.
The first urban infrastructure policy in India, Jawaharlal Nehru National Urban Renewal Mission, was launched in 2005 to address the challenges of urbanization, need for urban sector development and improve quality of life in cities. A decade later, Government of India is taking the next steps in process with AMRUT, Smart Cities Mission, Housing for All, HRIDAY and Swacch Bharat. This presentation highlights the challenges and successes of these policies. The presentation can be viewed here.
CIDCO Smart City Lab presents “Technology and City” at Columbia Global Center Mumbai
December 17, 2015
Siddharth Pandit, Chair - CIDCO Smart City Lab presented an overview of the National Smart City Mission and the CIDCO Smart City Plan at the 'Technology and City ' workshop arranged by Columbia Global Center, South Asia, Mumbai.
The presentation showcased the depth and breadth of ICT initiatives implemented in India. These initiatives have traditionally focused on improving governance (e-Governance) and efficiency of service delivery. The National Smart City Mission's emphasis on scaling up these ICT initiatives to other areas of urban planning such as water, sanitation, housing and public transportation and on convergence of knowledge and financial resources was discussed.
CIDCO's recently released Smart City Plan was highlighted through the various ICT initiatives under the objectives areas of the plan. CIDCO is scaling up its commitment to technology as a key enabler to sustainable urban planning. The various initiatives can be found at https://cidco-smartcity.niua.org/cidco-smart-city-plan/
The presentation can be found here
Smart City Lab assists in preparation of CIDCO Smart City Action Plan
December 7, 2015
CIDCO launched its Smart City Action Plan at the hands of Chief Minister of Maharashtra, Devendra Fadnavis on December 4th, 2015 at the Vashi Exhibition Centre in Navi Mumbai. The NIUA-CIDCO Smart City Lab assisted in the process by facilitating preparation and documentation of proposed smart projects across the various departments of CIDCO. The projects span the brownfield development in the seven nodes of CIDCO Navi Mumbai (South) and the greenfield development at Pushpak Nagar. The projects are divided into 10 objective areas
Smart Organisation : CIDCO recognized early on in its Smart City journey, that to be able to successfully deliver on its Smart City vision, it has to develop itself into a world class organization.As part of this transformational process, CIDCO reviewed the changes in the business environment and proposed to strengthen the four core fundamental principles around which its Smart City vision is anchored, namely – People, Technology, Environment and Efficiency.CIDCO is investing Rs 219.5 Crores by 2019 in various initiatives towards transforming its organization.
E-Governance, Transparency and Ease of Business : Improving transparency and ease of doing business using technology transformation.CIDCO’s Twenty Point Transparency plan has focused on improving public services and growing citizens’ expectations. The transparency plan initiated by CIDCO is a coordinated effort by the Management to improve citizen experience. The plans range from creating a governance framework for better delivery of key e-governance initiatives to creating policies and procedures that would be a guide for employees and stakeholders in delivery.CIDCO is investing Rs 170.04 Crores by 2016 in various initiatives towards using people, processes and technology.
Environmental Sustainability : Environmental Sustainability has been an integral part of the smart city vision. CIDCO has been sensitive towards preservation of environment since the inception of the Navi Mumbai project and has accordingly taken measures to protect it. With renewed vigor it is rededicating to this cause by strengthening its efforts through development of mangrove parks, nature park, missions like Swachh Bharat Abhiyan, special projects like river front development etc. Wherever required, CIDCO is determined to regulate undesirable developments and promoting causes such as conservation of water by mandatory stipulations.
CIDCO is investing Rs 418 Crores by 2019 in various initiatives in its efforts towards environmental sustainability.
Swachh Bharat : The mission initiated by the Government of India last year is being fully supported by CIDCO, through employment of good sanitation practices including solid waste management and preventing open defecation through construction of toilets for the convenience of people.CIDCO is investing Rs 378.75 Crores by 2020 towards new sewage treatment plants (STPs), using technologies such as GIS in mapping of health hotspots and in its solid waste management.
Financial Independence : CIDCO believes that cities can flourish if they are financially independent, i.e. all finances required for sustenance of a city have to be generated within the city. These could be based on value added services to citizens, rent on leased public spaces, strategic use of land for commercial ventures etc. Financially sustainable cities attract industries, residential interests, and better social infrastructure and create employment for citizens. CIDCO is undertaking all its major infrastructure, transportation, port and affordable housing initiatives costing Rs.32744 Cr. as well as smart city initiatives costing nearby Rs.2033.40 Cr. out of its self-generated resources. This is because CIDCO has developed a robust market intelligence driven system wherever land is monetized in order to fund the city development.
Inclusive Planning : A key building block of the Smart City is to keep it inclusive where in the women, elderly, differently-abled and sons of soil feel at home. CIDCO has always been ahead of the curve in recognizing and addressing this issue. A holistic approach is considered, wherein physical planning (by way of providing plots for various activities) is supported by commensurate social environment. Housing, employment training , resource centers and recreation centers are some of the initiatives that will benefit from CIDCO’s planned investment of Rs 10911.85 Crores by 2019 towards inclusionary planning.
Quality of Life : Special projects such as Nature Park, Central Park, Golf Course, River front development, have been envisaged to promote greenery and ensure environment sustainability. These have been conceptualized with a view to not only add value to the city and offer its citizens opportunity for recreation etc. but also make water bodies more accessible to the people so that unscrupulous activities do not take place and degrade the environment. CIDCO envisages that one of the key building blocks of a smart city is to develop Navi Mumbai as a city of choice for its residents by offering livability and quality of life. This will be attained by providing, public safety, open spaces, social facilities etc. for a stress free, environmentally friendly citizen experience.
As part of this initiative, CIDCO has undertaken range of projects, namely, river fronts, water fronts and Marina. CIDCO has worked out a comprehensive model towards protecting and enriching open spaces and is investing Rs. 635 Crores by 2019 in these quality of life initiatives.
Provision of Basic Infrastructure :As part of self-sustained city program, Infrastructure is the core block that involves application of new strategies and technologies. CIDCO has always aimed to provide adequate infrastructure in the form of water, sanitation, roads, railways, information and communication technology –in order to improve living standards and enhance productivity, mobility and connectivity.
Water supply, power, road network, bus transport systems are some of the investments planned by CIDCO, which is investing Rs 7484.26 Crores by 2019 in world class urban infrastructure.
Transit Oriented Development (TOD) : CIDCO has pioneered the concept of Transit Oriented Development (TOD) by exploiting the air space above railway stations, the landmark being Vashi & Belapur station complex developed in late 90s. On the suburban rail network currently under development, i.e. the Nerul – Seawood – Uran corridor, the Seawood station and its adjoining commercial hub project is another iconic project of TOD.
‘Smart Cities’ are those where the residents can either walk to their work places or have public transport system right next to their houses, so that they can reach their work places quickly. CIDCO had been developing the bus transport and railway transport systems. CIDCO’s ground breaking concept of ‘Railway Station cum Commercial Complex’ makes it a major driving force behind the city’s economic development
CIDCO has launched several rail projects in partnership with central railways and has now ventured into METRO development.
Smart City Lab participates in FGD on Green Freight
November 9, 2015
Ryan Christopher Sequeira, Research Fellow participated in the 2nd Green Freight India Working Group Focused Group Discussion organised by Clean Air Asia and hosted by NITI Aayogon November 5th, 2015 in New Delhi.
Clean Air Asia was established in 2001 as the premier air quality network for Asia by the Asian Development Bank, World Bank, and USAID. Its mission is to promote better air quality and livable cities by translating knowledge to policies and actions that reduce air pollution and greenhouse gas emissions from transport, energy and other sectors.
Smart City Lab participates in Consultation on building a framework for Gender Inclusive Smart Cities
November 9, 2015
Dr. Debolina Kundu, Advisor and Rewa Marathe, Research Associate engaged in a day long consultation hosted by UN Women and Akshara on Gender Inclusive Smart Cities in Mumbai on 4th November 2015. Dr. Kundu presented the vision of the National Smart Cities Mission and spoke about the role of data in making smart cities inclusive. Other attendees included elected representatives from local municipalities, civil society organizations and planning consultants. The group deliberated upon the issues of mobility and access to the city, impact of affordable housing and the role of technology and public participation in making gender an overarching issue for the development process.
Smart City Lab to present at National Energy Policy Workshop at NITI Aayog
November 6, 2015
National Institution for Transforming India (NITI) Aayog, Government of India has been entrusted with the task to prepare the National Energy Policy framework in consultation with a large number of stakeholders. NITI Aayog has been organising high level stakeholder dialogue with stakeholder ministries, research organisations, industry experts, and academia to ensure such a policy to be broad based.
NITI Aayog with The Energy and Resources Institute (TERI) as the knowledge partner is organising "National Energy Policy Workshop", a High level Stakeholder Dialogue on "Exploring Demand-side Concerns for an Energy Secure India".
A. N. Nanda Kishore will be a panellist discussing infrastructure constraints that hamper growth for the consumption sectors and seeks to discuss options that will provide for a long-term integrated infrastructure planning in session "Balancing sustainability and rising demand for housing" from 1615 to 1730 hours.
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CIDCO to present Navi Mumbai Smart City model at 3rd Annual Conference on Smart Cities in India
October 12, 2015
India Infrastructure Publishing is organising the 3rd Annual Conference on Smart Cities in Indiaon October 15 and 16, 2015 at The Imperial, New Delhi. The mission of the conference is to highlight the opportunities in smart cities, discuss the challenges, examine implementation strategies and showcase technologies. The conference will also present noteworthy global initiatives and projects.
P. Suresh Babu, Coordinator, Smart City Lab and Additional Chief Planner (A&R), CIDCO will be presenting the Navi Mumbai Smart City model on Day 2.
Bloomberg Philanthropies to conduct Ideas Camp on smart city development
October 1, 2015
Bloomberg Philanthropies', knowledge partner to MoUD for the Smart City Mission, will conduct an Ideas Camp to empower Mayors and ULBs with knowledge of processes and challenges of Smart City development. The Camp is the first element of a program of support developed to help municipal leaders learn from each other and to connect with leading urban practitioners and experts in India and around the world.
The Smart City Lab will coordinate two sessions on Pan-city Initiatives and Financing Smart Cities at the Camp that is being held at the JW Marriot, Delhi on 6 and 7 October, 2015.
For more details visit www.smartcitieschallenge.in
Smart City Lab to present at National Conference on De-polluting Indian Cities
September 10, 2015
International Development Centre Foundation is organising a 2 day National Conference on De-polluting Indian Cities on September 18 and 19, 2015 in partnership with GRC India Ltd., Ministry of Science and Technology, Department of Science and Technology (DST), Govt. of India, Indian Council of Medical Research, School of Planning and Architecture, Delhi and International Roma Cultural University, Serbia. The conference will be held at the India International Centre, New Delhi.
A. N. Nanda Kishore will be a panellist discussing 'Smart Cities and Climate Smart Cities' in Technical Session III from 1545 to 1700 hours on Day 1.
Smart City Lab presents development of Navi Mumbai at ‘Urban Planning for City Leaders’ Workshop at Kuala Lumpur
September 9, 2015
The 30th KLRTC Workshop was jointly organized by CityNet, UN-Habitat and the Kuala Lumpur Regional Training Centre from September 7-9, 2015. Staged by Kuala Lumpur City Hall, this year’s workshop was specifically designed for urban practitioners and decision makers from rapidly growing contexts and offered new tools for sustainable planning and an opportunity to strategize for a new urban agenda.
With limited resources, a fast changing urban landscape and short political cycles, however, harnessing the benefits of urbanszation can be a difficult task. This short course gets urban actors asking the right questions about land use in their city, bridges the technical and policy dimensions of urban planning, and emphasizes a people-centered approach to decision making.
Attended by 21 participants from nine countries, the workshop was based on UN-Habitat’s unique publication “Urban Planning for City Leaders” launched in 2013 and has been greatly received and applied in Malaysia, Vietnam, Nigeria, Rwanda, Somalia, Kenya, Mexico, Saint Lucia and the Philippines. Some of the modules were Sustainable Urban Pattern and New Urban Agenda, Planning Approach for Achieving Sustainable Urban Development, Public Space for a Liveable City and Dynamics of Urban Planning Challenges.
One of the workshop highlights was the peer-to peer review where participants had a fruitful discussion to analyse and identify key challenges and strategies and come up with a set of recommendations to develop an urban regeneration project, Sungai Besi Town. This project aims at upgrading the quality of township in this area to increase tourism and business activity at the area of Sungai Besi and is currently at the planning phase. They went to visit the project prior to the discussion.
This year’s KLRTC workshop that focused on a more practical level is expected to equip participants with ready-to-use tools to improve their own projects and thus bring tangible improvements for their cities at their disposal.
CIDCO to present Smart City Plan at NITI Aayog
August 31, 2015
NITI Aayog is organising a workshop titled “Transforming Urban India: Developing Smart and Sustainable Cities” on September 2, 2015, from 10:30 hrs to 13:15 hrs at Multipurpose Hall (Kamladevi Complex), India International Centre, 40 - Max Mueller Marg, New Delhi. The workshop will provide a platform for exchange of ideas and knowledge among key stakeholders on issues related to the development of smart and sustainable cities. The Centre for Study of Science, Technology and Policy (CSTEP), Bengaluru is the knowledge partner for this event.
Mr. Sanjay Bhatia, IAS will present CIDCO's Smart City plan at the Workshop and is the only planning authority invited to make a presentation.
Smart City Lab coordinates sessions on ‘Smart City Urban Planning’ at Smart Cities India 2015
May 11, 2015
The Smart Cities India 2015 exhibition and conference is taking place at Pragati Maidan from May 20 to 22, 2015 to bring forth innovative developments in transforming our cities. The three days conference will help in redefining our urban infrastructure.
Ryan Christopher Sequeira, Fellow, Smart City Lab will be coordinating 4 sessions on Urban Planning for Smart Cities on behalf of the National Institute of Urban Affairs.
Day 1: 1130 to 1300 hours
Day 1: 1400 to 1530 hours
Day 3: 1000 to 1130 hours
Day 3: 1145 to 1315 hours
Smart City Lab authors Background Paper for Round table discussion and consultation on Sustainable Energy Integration in Smart Cities
May 1, 2015
The Smart Cities Mission is an ambitious initiative that is pan-India and cuts across sectors. It seeks to redefine not just urban life but also the Indian economy and our social fabric as a whole. The potential is transformational, however, this mammoth undertaking necessitates a paradigm shift in the way we have been managing our cities. Smart Cities can be thought of as a singular overarching idea that brings under it multiple ideas that are whole economic sectors in themselves.
Sustainable Energy is one such idea in the quintessential multi-axial complex of Smart-Cities architecture and design. In the long list of public goods and services that a city provides its inhabitants with, Energy is preeminent. The direct impact and the indirect nexus that energy has withpossibly every other sector, including critical ones such as water, transport, and industry makes Energy one of the topmost priorities when addressing the Smart Cities Mission. Before implementation begins, this mission will benefit from cogent mechanism design, a definitional framework with well-defined standards and standardized systems that are suitably modified only to meet regional and local objectives or constraints.
This first stakeholder consultation would act as the preliminary step towards achieving this objective. This background paper seeks to be a ‘conversation starter’ around the idea of Sustainable Energy integration in Smart Cities and would kick-start wide consultations with stakeholders that would ultimately inform government policy towards a cogent cohesive implementation framework for executing the Smart Cities Mission.
Smart City Lab authors Conference Paper on ‘The Role of m2m+iot in Smart Cities of India’
February 19, 2015
India m2m + iot Forum is the most premium global platform for the machine-to-machine (m2m) and internet of things (iot) community and offers the best opportunity for learning, sharing, connecting, networking, branding and positioning with senior decision makers associated with machine-to-machine (m2m) and the internet of things (iot) world.
The conference will be held on February 19 and 20, 2015 at the Royal Plaza, New Delhi and aims at enriching the machine-to-machine (m2m) and internet of things (iot) ecosystem with market intelligence, technology trends, success stories and capacity building. It is a confluence of a variety of activities in the form of keynote sessions, panel discussions, technology showcase, dialogue and exchange forums - covering the vast gamut of technology, application, policy, use cases from across India and the world.
Dinesh Kapur and Ryan Christopher Sequeira of the Smart City Lab authored the Conference Paper titled 'Smart Cities in India - the role of m2m+iot'
Smart City Lab to present at Digital India Conclave
December 2, 2014
India Inc. along with FICCI, Invest India and Chase India is organising a Digital India Conclave, a series of online and offline activities pivoting around two roundtables in New Delhi and Washington DC. The conclave will bring together around 100 -150 key stakeholders across government/public sector, the private sector as well as other influencers such as think tanks, media and specialist experts.
The Digital India programme by India Inc. is a part of a strategic dialogue series. It involves key stakeholders and influencers who focus on the potential of India US collaboration around some of the key initiatives of the Indian Government. These programmes will be part of the India US Partnership Hub that was launched during Prime Minister Modi's visit to the US in Septmeber 2014.
This online- offline integrated 4 month programme will bring in perspectives and participation from senior policy decision makers in the Government and industry along with other key influencers around a discourse to achieve the following objectives:
Identify the challenges and opportunities in the Digital India initiative
Identifying synergies that can be created between industries and the Government to successfully implement the Digital India initiative.
Explore how the India US collaboration could help in achieving the Digital India vision
Involve key stakeholders and influencers in defining a roadmap that will lead towards a truly Digital India
Produce a series of online – offline activities to facilitate discourse culminating in a bespoke online publication.
Siddharth Pandit, Chair, Smart City Lab is to speak as a panelist in the session on “Digital India & Smart Cities” at the first conclave of the Digital India Programme on 5th December 2014 at Longchamp Hall, Hotel Taj Mansingh, New Delhi at 11 am.
Smart City Lab to present at NextGen City Jaipur
December 1, 2014
The Ministry of Urban Development (MoUD), Government of India and Governance Now is jointly organising the NextGen Cities Conclave in Jaipur on 4th December 2014 at the ITC Rajputana. The Conclave will be attended by key officials of the state government, various agencies, academia, industry and the media.
The NextGen Cities Conclave is a part of the series of capacity building conference on smart cities that Governance Now is organising across India. The Conclave will be attended by key officials of the state government, various agencies, academia, industry and the media.
Siddharth Pandit, Chair, Smart City Lab will speak on Integrated Urban Planning and Development on the session between 1445 and 1530 hours.