Diagram Methodology for Preparation of Slum-free City Plan: Conceptual Framework Selection of Cities for the | Phase of RAY ae Wdaneifeaion of Slum Pockets inthe City ee arab othouig Dashim Grasion [L,| (Seatnl& Non Spat) [HL tenis + Redevelopment in situ Relocation Slum Free City Pan (vith Timelines & Phasing) Review 8 Changes in Master Plan and Framing ‘of Appropriate Regulations to facitace Slum sree CitesAction Plans : definition An areaaction plan is an optional development plan document specified in planning law forming part of a locel development framework. It is aimed at establishing a set of proposals and policies for the development of a specific area (sich as a town centre or an area of new developmen!) of a district authority. There is no limit on thenumber of area action plans that a local authority can develop. National Action Plan for Climate Change ‘Nationa Mission on Enhanced Energy Efficiency (NMEEE) is an Indian government initiative proposatto address national problems of inefficient energy use. It is one of eight proposals created by Indis’s National Action Plan for Climate Change and is based on the Energy Canservation Act of 2001. The initiative outlines several actions needed, including: + perform, achieve and trade ‘+ marcet transformation for energy efficiency + finaxcing of energy efficiency + power sector technology strategy ‘+ strengthening of state designated agencies ‘+ strengthening of Bureau of Energy Efficiency + awareness programs Recommendations include specific energy consumption decreases in large energy consuming indus ties as well as a system for companies to trade energy savings certificates Ganga Action Plan ‘The Ganga Action Plan or GAP was a program launched by Rajiv Gandhi in April 1985 in order to nn load on the river. The program was launched with much fanfare, but to level in the river, after spending Rs. 901.71 Crore (~190 million USD acjust- ted in 1985 were declared closed on 31 March 2000. The steer- conservation Authority reviewed the progress of the GAP and necessary correction on the basis of lessons learned and experiences gained from te GAP phase; 2.00 schemes have teen completed under this plan. A million liters of sewage is targeted to be intercepted, diverted and treated. The Phase-II of the program was approved in stazes from 1993 onwards, and included the following tributaries of the Ganges: Yamuna, Gomti, Dimodar and Ma- hananda, As of 2011, itis currently under implementation. Yamuna Action Plan ‘The Yamuna Action Plan (YAP) is a bilateral project between the Government of India and Jepan. It is one of the largest river restoration projects in India. The government of Japan, via the Japanese Bank for International Cooperation (JBIC), has provided financial aid of 17.7 billion yen to curry out the project, which is being executed by the National River Conservation Directorate, the Minis- try of Environment and Forests, and the Government of india.YAPI ‘The first phase of the Yamuna Action Plan was formulated on the bass of a study conducted by the Japan Bank for Intemational Cooperation (JBIC), and covered Delhi, eight towns of Uttar Pradesh, and six towns of Haryana, Launched in 1993, the project was originaly planned to be compleied by April 2000, but was later extended until February 2003. ‘The National River Conservation Directorate (NRCD) under the Ministry of Environment and Forests (MOEF), GOI were the executing agencies for the YAP proje:t with the Uttar Pradesh Jal Nigam (UPJN) in UP, the Public Health Engineering Department (PEED) in Haryana, and the Municipal Corporation of Dethi (MCD) in Dethi, being the chief Project Implementing Agencies (PLAS). The components of infrestructure involved construction of Diain Interceptors, Diversion Sewer Lines, Sewage Pumping Stations (PS), and Sewage TreatmentPlants (STP). 32 STPs were constructed and a total sewage treatment capacity of about 735 MLD was created. During the extended phase of YAP-I, more emphasis was given to address various non- sewerage issues. The strategy for these was formulated under the Special Assistance for Project Implementation (SAPI} study conducted by JBIC. The Yamuna Action Plan—I, under the aegis of the Municipal Corporation of Delhi, did not lay much stress on public aware- ness and participation, prevented it from becoming a reople’s campaign. However, a public participation é& awareness (PP&A) programme was lamched to generate awareness among the beneficiaries in the project area. YAP II ‘The Yamuna Action Plan was unable to address the issue of the Yamuna cleanliness fully, particularly in the 22 km Delhi stretch. A few new towns in Uttar Pradesh were identified ‘that were adding to the pollution in the river. This led to the development of YAP-II. Un- der the Yamuna Action Plan II, the most critical stretches of Yamuna have been taken in to consideration, especially the Delhi stretch, where the city dumps more than 58% of the total sewage it generates. Decision Making Models Rational Planning Model The rational planning model is the process of realizing a problem, establishing and evaluating planning criteria,creating alternatives, implementing altematives, and monitoring progress of the altematives. It is used in designing neighborhoods, cities, and regions. The rational plan- ning model is central in the development of modern urban planning and transportation planning, ‘The very similar rational decision-making model, as it is called in organizational behavior is process for making logically sound decisions. This multi-step model and aims to be logical and. follow the orderly path from problem identification through soluticn.Method Rational decision-making or planning follows a series of steps detailed below: Verify, define, and detail the problem Verifying, defining & detailing ihe problem (problem definition, goal definition, information gath- ering). This step includes recognizing the problem, defiring an initial solution, and starting pri- mary analysis. Examples of thisare creative devising, creative ideas, inspirations, breakthroughs, and brainstorms. The very first step which is normally overlooked by the top level management is definng the exact problem. Though we think that the problem identification is obvious, many times itis not. The rational decision making model is a group-based decision making process. If the problem is not identified preperly then we may face a problem as each and every member of the group might have a different definition of the problen. Hence, itis very important that the definition of the problem is the same among all group members. Only then is it possible for the group members to find alternate sources or problem solving in an effective manner. Generate all possible solutions This step encloses two to three final solutions to the problem and preliminary implementation to the site. In planning, examples of this are Planned Units of Development and downtown revitali- zations. This activity is best done in groups, as different people may contribute different ideas or alternative solutions to the problem. Without altemative solutions, there is a chance of arriving at a non-optimal or a rational decision. For exploring the alternatives it is necessary to gather infor- mation. Technology may help with gathering this information.Generate objective assessment criteria Evaluaive criteria are measurements to determine success and failure of alternatives. This step contains secondary and final analysis along with secondary solutions to the problem. Examples of this are site suitability and site sensitivity analysis. After going thoroughly through the proc- ess of cefining the problem, exploring for all the possible alternatives for that problem and gath- ering information this step says evaluate the information and the possible options to anticipate the corsequences of each and every possible alternative that is thought of. At this point optional criteria for measuring the success or failure of the decision taken needs to be considered. Choose the best solution generated This step comprises a final solution and secondary implementation to the site. At this point the process has developed into difterent strategies of how to apply the solutions to the site. Based on the criteria of assessment and the analysis done in previous steps, choose the best solution generated. These four steps form the core of the Rational Decision Making Model. Implement the preferred alternative This step includes final implersentation to the site and preliminary monitoring of the outcome and results of the site. This step is the building/renovarions part of the process. Monitor and evaluate outcomes and results This step contains the secondary and final monitoring of the outcomes and results of the site. This step takes place over a long period of time. Feedback ‘Modify the decisions and actions taken based on the evaluation. Planner de 1. fines the problem (not goal) 2. Planner considers several alternatives and analyzes each 3. Preliminary choices of the alternative for best fit considering feedback and impact of the cli- ent group 4, Planner designs nd implements course of action in the form of an experiment 5, Evaluation of effects of the course of action. Did it alleviate the problem? Any feedback from course of action? 6. On the basis of the feedback should the project or course of action be continued, changed, ete. If effective institutionalize the course of action.Requirements and Limitations However, there are a lot of assumptions, requirements without which the rational decision model is 2 failure. Therefore, they all have to be considered. The model assumes that we have or should or can obtain adequate information, both in terms of quality, quantity and accuracy. This applies to the situation as well as the alternative technical situations. It further assumes that you have or should or can obtain substantive knowledge of the cause and effect relationships rel- evant to the evaluation of the alternatives. In other words, it assumes that you have a thorough knowledge of all the alternatives and the consequences of the alternatives chosen. It further assumes that you can rank the alternatives and choose the best of it. The following are the limitations for the Rational Decision Making Model: + requires a great deal of time + requires great deal of information. + assumes rational, measurable criteria are available and agreed won + assumes accurate, stable and complete knowledge of all the alternatives, preferences, geals and consequences + assumes a rational, reasonable, non — political world Current Status While the rational planning model was innovative at its conception, the concepts are controver- sial and questionable processes today. The rational planning model has fallen out of mass vse as of the last decade. Rather than conceptualising human agents as rational planners, Lucy Such- ‘man argues, agents can better be understood as engaging in situated action. Intelligent Transportation System Intelligent Transport Systems (ITS) are advinced applications which, without embodying intel- ligence as such, aim to provide innovative services relating to different modes of transport and traffic management and enable various users to be better informed and make safer, more coordi- nated, and ‘smarter’ use of transport networks. Although ITS may refer to all modes of transport, EU Directive 2010/40/EU of 7 July 2010 on ‘the framework for the deployment of Intelligent Transport Systems in the field of road transport and for interfaces with other modes of transport defines ITS as systems in which information, and communication technologies are applie in the field of road transport, including infrastruc- ture, vehicles and users, and in traffic management and mobility management, as well as for interfaces with other modes of transport.Background Interest in ITS comes from the problems caused by traffic congestion and a synergy of new information technology for simulation, real-time control, and communications networks. Traffic congestion has been increasing worldwide as a result of increased motorization, urbanization, population growth, and changes in population density. Congestion reduces efficiency of trans- portation infrastructure and increases travel time, air pollution, and fuel consumption. The United States, for example, saw large increases in both motorization and urbanization start- ing in the 1920s that led to migration of the population from the sparsely populated rural areas and the densely packed urban areas into suburbs. The industrial economy replaced the agricul- tural economy, leading the population to move from rural locations into urban centers. At the same time, motorization was causing cities to expand because motorized transportation could not support the population density that the existing mass transit systems could. Suburbs provid- ed a reasonable compromise between population density and access to a wide variety of em- ployment, goods, and services that were available in the more densely populated urban centers. Further, suburban infrastructure could be built quickly, supporting a rapid transition from a mu- ral/agricultural economy to an industrial/urban economy. Recent governmental activity in the area of ITS — specifically in the United States — is further motivated by an increasing focus on homeland security. Many of the proposed ITS systems also involve surveillance of the roadways, which is a priority of homelard security. Funding of many systems comes either directly through homeland security organizations or with their approval. Further, ITS can play a role in the rapid mass evacuation of people in urban centers after large casualty events such as a result of a natural disaster or threat. Much of the infrastructure and planning involved with ITS parallels the need for homeland security systems. In the developing world, the migration of people from rural to urbarized habitats has progressed differently. Many areas of the developing world have urbanized without significant motorization and the formation of suburbs. In areas like Santiago, Chile, a high population density is support- ed by a multimodal system of walking, bicycle transporation, moto-cycles, buses, and trains. A small portion of the population can afford automobiles, but the automobiles greatly increase the congestion in these multimodal transportation systems. They also produce a considerable amount of air pollution, pose a significant safety risk, ard exacerbate feelings of inequities in the society. Other parts of the developing world, such as China, remain largely rural but are rap- idly urbanizing and industrializing. In these areas a motorized infrastructure is being developed alongside motorization of the population. Great disparity of wealth means that only a fraction of the population can motorize, and therefore the highly dense multimodal transportation system for the poor is cross-cut by the highly motorized transportation system for the rich. The urban infrastructure is being rapidly developed, providing an opportunity fo build new systems that incorporate ITS at early stages.Intelligent Transportation Technologies Intelligent transport systems vary in technologies applied, from basic managemeat systems such 1s car navigation; traffic signal control systems; container management systems; variable message signs; automatic number plate recognition o: speed cameras to monitor applications, stich as secu- rity CCTV systems; and to more advanced applications that integrate live data ard feedback from a number of other sources, such as arking guidance and information systems; weither information; bridge deicing systems; and the like. Additionally, predictive techniques are being developed o al- low advanced modeling and comparison with historical baseline data. Some of these technologies are described in the following sections. less Communications Various forms of wireless communications technologies have been proposed for intelligent trans portation systems. Radio modem communication on UHF and VHF frequencies are widely used for short and long renge communication within ITS. Short-range communications (less than S00 yards) can be accomplished using IEFE 802.11 proto- cols, specifically WAVE or the Dedicated Short Range Communications standard being promoted by the Intelligent Transportation Society of America and the United States Departnent of Trans- portation. Theoretically, the range of these protocols can be extended using Mobile ad-hoc net- works or Mesh networking, Longer range communications have been proposed using infrastructure networks such as WiMAX, (IEEE 802.16), Global System for Mobile Communications (GSM), or 3G. Long-range commani- cations using these methods are well established, but, unlike the short-range protocols, these meth- ods require extensive and very expensive infiastructure deployment. There is lack of consensus as to what business model should support this infrastructure. Computational technologies Recent advances in vehicle electronics have led to a move toward fewer, more capable compu- ter processors on a vehicle. A typical vehicle in the early 2000s would have between 20 and 100 individual networked microcontroller/Programmable logic controller modules with non-real-time operating systems. The current trend is toward fewer, more costly microprocessor modules with hardware memory management and Real-Time Operating Systems. The new embedded system platforms allow for more sophisticated software applications to be implemented, including model- based process control, artificial intelligence, and ubiquitous computing. Pethaps the most imoor- tant of these for Intelligent Transportation Systems is artificial intelligence. Floating car data/floating cellular data “Floating car” or “probe” data collection is s set of relatively low-cost methods for obtaining travel time and speed data for vehicles traveling along streets, highways, freeways, and other transporta- tion routes. Broadly speaking, three methods have been used to obtain the raw data:Triangulation Method. In developed countries a high proportion of cars contain one or nore mobile phones. The phones periodically transmit their presence information to the mobile phone network, even when no voice connection is established. In the mid 2000s, attempts were madz to use mobile phones as anonymous traffic probes. As a car moves, so does the signal of any mebile phones that are inside the vehicle. By measuring and analyzing network data using triangulation, pattern matching or cell-sector statistics (in an anonymous format), the data was converted ino traffic flow information. With more congestion, there are more cars, more phones, and thus, more probes. In metropolitan areas, the distance between antennas is shorter and in theory accuracy increases. An advantage of this method is that no infrastructure needs to be built along the rozd; only the mobile phone network is leveraged. But in practice the triangulation method can be complicated, especially in areas where the same mobile phone towers serve two or more parallel routes (such as a freeway with a frontage road, a freeway and a commuter rail line, two or more parallel streets, or a street that is also a bus line). By he early 2010s, the popularity of the trian- ‘gulation method was declining. Vehicle Re-Identification. Vehicle re-identification methods require sets of detectors ‘mounted along the road. In this technique, 2 unique serial number for a device in the vehicle is detected at one location and then detected again (re-identified) further down the road. Travel times and speed are calculated by comparing the time at which a specific device is detected by pairs o° sensors. This can be dene using the MAC (Machine Access Control) addresses from Bluetooth devices, or using the RFID serial numbers from Electronic Toll Collection (ETC) transpenders (also called “toll tags”). GPS Based Methods. An increasing number of vehicles are equipped with in-vehicle GPS (atellitenavigation) systems that have two-way communication wit a traffie data provider. Position readings fiom these vehicles are used to compute vehicle speeds. Floating car data technology provides advantages over other methods of traffic measurement: + Less expensive than sensors or cameras + More coverage (potentially including all locations and streets) + Faster to set up and less maintenance ‘+ Works in all weather conditions, including heavy rainSensing technologies ‘Technological advances in telecommunications and information technology, coupled with stae- RFID (Radio Frequency Identification), and inexpensive intelligent beacon sensing technologies, have enhanced the technical capabilities that will facilitate motorist safety benefits for intelligent transportation systems globally. Sensing systens for ITS are vehicle- and infrastructure-based networked systems, i... Intelligent vehicle technologies. Infrastructure iestructible (such as in-road reflectors) devices that are installed or embedded in the road or surrounding the road (e.g., on buildings, posts, and signs). as required, and may be manually disseminated during preventive road construction maintenence or by sensor injecticn machinery for rapid deployment. Vehicle-sensing systems include deployment of infrastructure- to-vehicle and vehicle-to-infrastructure electronic beacons for identification communications and may also employ video automatic number plate recognition or vehicle magnetic signature detection technologies at desired intervals to increase sustained monitoring of vehicles operating in critical zones. Inductive loop detection Inductive loops can be placed in a roadbed to detect vehicles as they pass through the loop’s magnetic field. The simplest detectors simply count the number of vehicles during a unit of (typically 60 seconds in the United States) that pass over the loop, while more sophisticated sensors estimate the speed, length, and weight of vehicles and the distance between them. Loops can be placed in a single lane or across multiple anes, and they work with very slow or stopped vehicles as well as vehicles moving at high-speed Video vehicle detection Traffic flow measurement and automatic incident detection using video cameras is another form of vehicle detection. Since video detection systems such as those used in automatic number plate recognition do not involve installing any components ditectly into the road surface or roadbed, ‘this type of system is known as a “non-intrusive” method of traffic detection. Video from black- and-white or color cameras is fed into processors that analyze the changing characteristics of the video image as vehicles pass. The cameras are typically mounted on poles or structures above or adjacent to the roadway. Most video detection systems require some initial configuration to “teach” the processor the baseline background image. This usually involves inputting known ‘measurements such as the distance between lane lines or the height of the camera above the roadway. A single video detection processor can detect traffic sinnultaneously from one to eight cameras, depending on the brand and model. The typical output from a video detection system is, lane-by-lane vehicle speeds, counts, and lane occupancy readings. Some systems provide ad- ditional outputs including gap, headway, stopped-vehicle detection, and wrong-way vehicle alarms.Intelligent Transport Applications Emergency vehicle notification systems The in-rehicle eCall is an emergency call generated either manually by the vehicle occupants or automatically via activation of in-vehicle sensors after an accident. When activated, the in- vehicle eCall device will establish an emergency call carrying both voice and data directly to the nearest emergency point (normelly the nearest E1-1-2 Public-safety answering point, PSAP). The voice call enables the vehicle occupant to communicate with the trained eCall operator. At the same time, a minimum set of data will be sent to theeCall operator receiving the voice call. ‘The minimum set of data contains information about the incident, including time, precise loca- tion, the direction the vehicle was traveling, and vehicle identification. The pan-European eCall aims to be operative for all new type-approved vehicles as a standard option. Depending on the manufacturer of the eCall system, it could be mobile phone based (Bluetooth connection to an in-vehicle interface), an integrated eCall device, or a functionality of a broader system like navi- gation, Telematics device, or tolling device. eCall is expected to be offered, at earliest, by the end of 2010, pending standardization by the European Telecommunications Standards Institute and commitment from large EU member states such as France and the United Kingdom. The EC funded project SafeTRIP is developing an open ITS system that will improve road safety and provide a resilient communication through the use of S-band satellite communication. Such platform will allow for greater coverage of the Emergency Cal Service within the EU. Automatic Road Enforcement A traffic enforcement camera system, consisting of a camera and a vehicle-monitoring device, is used to detect and identify vehicles disobeying a speed limit or some other road legal require- ment and automatically ticket offenders based on the license plate number. Traffic tickets are sent by mail. Applications include: + Speed cameras that identify vehicles traveling over the legal speed limit. Many such ¢e- vices use radar to detect a vehicle's speed or electromagnetic loops buried in each lane of the road. + Red light cameras that detect vehicles that eross a stop line or designated stopping place while a red traffic light is showing. + Bus lane cameras that identify vehicles traveling in lanes reserved for buses. In some juris- dictions, bus lanes can also be used by taxis or vehicles engaged in car pooling. + Level crossing cameras that identify vehicles crossing railways at grade illegally. + Double white line cameras that identify vehicles crossing these lines. + High-occupaney vehicle lane cameras for that identify vehicles violating HOV require- ments. + Tum cameras at intersections where specific turns are prohibited on red. This type of cam- era is mostly used in cities or heavy populated areas.Variable Speed Limits Recently some jurisdictions have begun experimenting with variable speed limits that change with road congestion and other factors. Typically such speed limits only change to decline uring poor conditions, rather than being improved in good ones. One example is on Brit ain’s M25 motorway, which circumnavigates London. On the most heavily traveled 14-mile (23 km) section (junction 10 to 16) of the 25 variable speed limits combined with automated enforcement have been in force since 1995. Initial esults indicated savings in oumney times, smoother-flowing traffic, and a all in the number of accidents, so the implementation was made permanent in 1997. Further trials on the M25 have been thus far proved inconclusive. Collision Avoidance Systems Japan tas installed sensors on its highways to notify motorists that a car is stalled ahead. Dynamic Traffic Light Sequence Intelligent RFID traffic control has been developed for dynamic traffic light sequence. It circumvents or avoids problems that usually arise with systems that use image processing and beam interruption techniques. RFID technology with appropriate algorithm and database were applied to a multi vehicle, multi lane and multi road junction area to provide an efficient time management scheme. A dynamic time schedule was worked out for the passage of each col- umn. The simulation has shown that, the dynamic sequence algorithm has the ability to incel- ligently adjust itself even with the resence of some extreme cases. The real time operation of the system able o emulate the judgment of a traffic police officer on duty, by considering the number of vehicles in each column and the routing proprieties. ‘Cooperative Systems on the road : Communication cooperation oa the road includes car-to-car, car-te infrastructure, and vice versa, Data available from vehicles are acquired and transmitted to a server for central fusion and processing. These data can be used to detect events such as rain (wiper activity) andeongestion (frequent braking activities). The server processes a driving recom- mendation dedicated to a single or a specific group of drivers and transmits it wirelessly to vehicles. The goal of cooperative systems is to use and plan communication and sensor infra- structure (o increase road safety. The definition of cooperative systems in road traffic is ac- cording to the European Commission: “Road operators, infrastructure, vehicles, their drivers and other road users will cooperate to deliver the most efficient, safe, secure and comfortable journey. The vehicle-vehicle and vehi- cle infrastructure co-operative systems will contribute to these objectives beyond the improve- ments achievable with stand-alone systems.”