EKISTICS

ASSIGMENT -2
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 SUSTAINABLE DEVELOPMENT
OF HERITAGE CIT Y - VARANASI

AUTHOR :- STUDENT OF M.ARCH

This case study over city planning of varanasi is done by a student of
M.arch 2nd semester IN urban design.
• THIS REPORT CONSISTS THE FOLOWING
• CITY PROFILE •INFRASTRUCTURE
•HERITAGE AND TOURISM
• PEOPLE AND ECONOMY
•ENVIRONMENT
• MOBILITY
• The main aim is to understand and analyze the growth and
evolution, development patterns and characteristics of a heritage
city.
• A heritage city is an outstanding example of a traditional human
settlement, land-use, or seause which is representative of a
culture, or human interaction with the environment and is directly.
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REASEARCH STUDY
Located in Uttarpradesh,
Master plan proposed in 1950
City lies on the Ganga river side, which is act as a barrier,
development started as a barrier
Develoment started from west, core area consist high-density, low-rise
buildings, outer area has low density.
City has 1/3 population of slums
MOBALITY
Air land and water ways in use
Airport 22 km away from the city, 3000-4000 people travel through air
per day
Two railway station in the city, 15000 – 17000 people travel per day
2 bus stands with capacity 440 buses daily 12000- 13000 capacity
INFRASTRUCTURE
Old water supply system is about 125 years old, designed for population
of one lakh
45% water need fulfilled by river ganga
50 % by public by 112 deep tube well
5% by public and private hand pump
Clear water sump or rapid sand treatment is used for filtration
30% area provide for underground sewage network length 400mkm
Most of the sewage is disposed in river ganga
Poor garbage treatment. 3
 Following major issues have been identified in the city
through analysis:

1. Lack of employment opportunities

2. Lack of infrastructure and facilities

3. Declining Handicraft and Traditional Economic

CONCLUSION
Activities

4. Monetary exploitation of tourists and lack of safety

and security

5. Chaotic Conditions in and around Religious Places

6. Low Per Capita Income and Poor Socio-Economic

Condition among different sections of various Social
Groups
7. Low Literacy Rate and High Rates of Child Labor
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OUTCOME
The city has been divided into five zones according to the characteristics of the city.

1. The Core Zone: the inner part of the city near Ghats which is the heart of the city. This is the main area
of the city which has all the attractions of the city with the high density.

2.The Trans Varuna Zone: the area of upper Varuna which has a different characteristic. It is the outer city
area with the new development and less density of population. In this area Saranath is the only attraction
for tourists and pilgrims mainly from Japan.

3.The South Assi Zone: it is the zone where the Banaras Hindu University located. It is another attraction of
the city. The well planned Banaras Hindu University which has a diverse student population from all over
the world

4.The South Assi Zone: it is the zone where the Banaras Hindu University located. It is another attraction of
the city. The well planned Banaras Hindu University which has a diverse student population from all over
the world

The Trans Ganga Zone: the area outside the municipal boundary but including in the planning boundary. It
is the area of Trans Ganga where Ram Nagar located. It is not well connected with the main city but now
the connectivity is improving as the new bridge is under construction.
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EKISTICAL PLANNING
TITLE :- Islamabad, a town planning example for a​
sustainable city​
AUTHUR :- M. Frant zaikais​

INTRODUCTION:-
•Islamabad, the new Capital of Pakistan​
•fast-growing city of about 1.5 million inhabitants, forming, together with the
adjacent old city of Rawalpindi and a National Park​
•This paper​
•presents the combined land use–transportation planning of Islamabad​
•within the broader framework of the C.A. Doxiadis Ekistics theory​
•The advantages of the clear hierarchy of residential communities​
• Traffic congestion in urban areas and related
environmental problems such as air/noise pollution, through car
movements in residential and other sensitive areas, road accidents, etc.​
• Efforts are being made to obtain
sustainable mobility through proper traffic and demand management,
improving Public and other “Green Modes” of transport, using
Intelligent Transportation Systems, etc.​
• 6
• Islamabad planned according to
various class, each class having
function corresponding to its size.
• These communities are properly
served by a major transportation
system developed within wide
corridors of a grid-iron configuration,
surrounding and defining the higher
class communities.
• Local and collector low speed roads,
wide sidewalks, pedestrian roads and
bicycles lanes within the lower class
“human communities” provide access
to the major transportation system.
• hierarchical system of communities
and transportation facilities,
contributes to the reduction of travel
distances/times and accidents,
• Also promots “green transport”
(walking, cycling, public transport).
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• The Islamabad-Rawalpindi-National Park
metropolitan area is at present a 4.5
• million inhabitants urban development,
comprising the new capital (1.5m. inh.)
• and a large extension of the neighbouring
city of Rawalpindi (3.0m. inh.) i.e. ten
• times the population of 1960, when the
construction of the new capital started.
• The Islamabad-Rawalpindi-National Park
metropolitan area is at present a 4.5
• Million inhabitants urban development,
comprising the new capital (1.5m. inh.)
• and a large extension of the neighbouring
city of Rawalpindi (3.0m. inh.) i.e. ten
• times the population of 1960, when the
construction of the new capital started.

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• The possibility of a dynamic extension of both
the residential areas and
• related functions and the various central
functions (Administration,
• Industry, Recreation etc).
• b. The final dimensioning of the various elements
of the city from the start,
• thus securing the location and size of the
required land (e.g. 180m R.O.W.
• for the major transportation corridors and 90m
for the minor ones) while
• the construction is phased depending on the
increasing needs.
• c. A Master Plan that reflects the needs of the
physical environment to an
• increasing degree, starting from the straight line
alignment of the 2 by
• 2km. grid iron system of the major
transportation corridors down to the forms of
local elements, i.e. local roads with small radius
curves, dead
• ends and loops, pedestrian roads with stairs, etc.
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HISTORY OF
TOWN PLANNING

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CONTEXT OF
PAPER
TITLE :- TOWN PLANNING IN INDIA
AUTHOR:- MOUSHILE
SUBTOPICS:
ANCIENT AGE
MEDIVAL AGE AND
MODERN AGE

INTRODUCTION:
THIS PAPER INCLUDES THE CONCEPT OF
THE TOWN PLANNING, INTRODUCTION TO
THE THREE AGES OF TOWN PLANNING
ININDIA

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 CONCEPTS OF
TOWN PLANNING
• THE ART AND SCIENCE OF PLANNING AND
SYSTEMATIC USE OF LAND AND PLACEMENTS
AND DESIGNNING OF BUILDINGS, AND
COMMUNICATION ROUTS SO AS TO PRACTICABLE
DEGREE OF ECONOMY CONVENIENCE
• OR AN ATTEMT TO MAKE PRINCIPLES THAT
SHOULD GUIDE US IN
• CREATING A CIVILIZED PHYSICAL BACKGROUND.
• TOWN PLANNING IS ART OF SHAPING AND MARK
THE GUIDELINES FORPHYSICAL GROWTH OF THE
TOWN , WHICH INCORPORATES BUILDINGS, AND
ENVIRONMENTS TO MEET THE VARIOUS NEED
SUCH AS SOCIAL CULTURE ECONOMICAL,
RECREATIONALETC.
• PROVISION OF HEALTHY CONDITIONS FOR
PEOPLE OF EVERY CATEGORY,

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ANCIENT AGE
• In ancient times, they were the
wellsprings of culture, technology,
wealth and power. People have a love-
hate relationship with cities.
• Town planning has always been of chie
f concern since time.
• Evidence of planning has been
unearthed in the ruins of cities in
China, India, Egypt, Asia Minor, the
Mediterranean world, and South and
Central America. Early examples of
efforts towards planned urban
development include orderly street
systems that are rectilinear and some
times radial,
• Older cities incorporates in their
planning, water bodies, fortifications,
temples, residence, 13
MEDIVAL AGE:-
• Medieval period in India was a transitional time
and it was not possible under the unstable
political conditions for the planned and
systematic urban growth.
• Only fortress towns under the patronage of
chieftains and petty rulers could grow.
• Towns along the main routes of travel, and by the
river-side had trade in food grains, cloth, swords,
carpets, perfumes and several other handicraft
article
• Medieval towns, whether in India or anywhere
else, were walled, encircled by an
outside moat. The town resembled “an island
when its gates were locked at sundown”.
• it was either on a hill flanked on the other side
by a water body, or it was guarded by a ring of
mounds.
• Medieval town used to have its first nucleus often
as a fortress of walled property of a land lord,
• its internal roads being controlled to connect the
market place lying directly before the gate of
the castle or place of worship.
• 14
Urban centres of the medieval times were surrounded by
agricultural land, and farmersand labourers commonly were
having their dwellings near or outside the town limit.

The areas within the walls of a town near its bound were
occupied by artisan castes engagedin handicrafts.

Wealthy merchants were having their mansions around

themarket place in the central area, while the administrative
officials and high-ranked army personnel’s’ residences were
around the palace or castle, church, abbey and the place of
worship.

The entire structure of a town was divided into socially

hierarchical classes controlled by the chieftain or bishop

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MODERN AGE
• A prosperous town is normally situated along a sea or river c oast.
• India was the c entre piec e of the British Empire on ac c ount of
• limit less material resourc es, insatiable markets,enormous man power resourc e.
• Both the arc hitec tural style for British buildings in India and town planning ideas
were imported from British.
• Colonisation brought urbanization. It rise density in the urban c entres. Urbanisat
ion led to the rise of the suburb.
• The arrival of the railways ac c elerated urban growth.
• Calc utta, Bombay and M adras grew rapidly and soon bec ame sprawling c ities.
• In other words, the growth of these three c ities as the new c ommerc ial and
administrative c entres was at the expense of otherexisting urban c entres. As the
hub of the c olonial ec onomy, they func tioned as c ollec tion depotsfor the export
of Indian manufac tures suc h as c otton textiles in the eighteenth and nineteentH
CENTUR Y

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• The introduction of railways in 1853 meant a change in the fortunes of towns. Economic activity
gradually shifted away from traditional towns which were located along old routes and rivers.
• Ever y railway station became a collection depot for raw materials and a distribution point for
imported goods.
• threat of the “natives”. Pasturelands a
• ndagricultural fields around the older towns were cleared, and new
• urban spaces called “CivilLines” were set up. White
• people began to live in the Civil Lines. Cantonments
• places whereIndian troops under European command were stationed
• were also developed as safeenclaves.These areas were separate from but attached to the Indian
towns. With broad streets

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PRINCIPLES OF TOWN PLANING

TITLE:- PRINCIPLES OF TOWN PLANNING

AUTHOR NAME :- NIKHIL NADH V

INTRODUCTION
Town planning cannot be studied in isolation.
It involves the study of various subjects such
as engineering, architecture, surveying,
transportation planning etc.
The intention of the town planning is to
satisfy the needs of our future generations
and prevent the haphazard growth of the
town.

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. Zoning
The town should be divided into suitable zones such as
commercial zone, industrial zone, residential zone, etc. and
suitable rules and regulations should be formed for the
development of each zone.
2. Green Belt
Green belt is non-development zone on the periphery of the
town. GREEN BELT
It prevents the haphazard sprawl of the town restricting its size.
A green belt is an invisible line designating a border around a
certain area, preventing development of the area and allowing
wildlife to return and be established. Greenways and green
wedges have a linear character and may run across the town and
not around the town.
3. Housing ZONNING
Housing has to be carefully studied and designed to suit the
local population. Care should be taken to see that there is no
development of slums since it would be responsible for
degrading the life of the citizens. There are various types of
housing styles. When a landuse plan is made, zones for
independent housing, midrise buildings, high rise buildings are 19
allocated. HOUSING
4. Public Buildings
• Public buildings should be well grouped and distributed throughout the
town. Unnecessary concentration of public buildings should be avoided.
• Factors such as parking facilities, road widths have to be taken into
consideration while allocating the space for public buildings.
5. Recreation Centres
• Recreation centres have to be given importance while designing a town.
• They are necessary for the recreational activities of the general public.
• They include parks for walking and cycling, amusement parks etc.
6. Road Systems
• The efficiency of any town is measured by the layout of its roads.
• A nicely designed road system puts a great impression in the minds of
people, especially the visitors to the town.
• The provision of a faulty road system in the initial stages of town formation
proves to be too difficult and costly to repair or to re-arrange in future.
7. Transport Facilities
• The town should be provided with suitable transport facilities so that there
is minimum loss of time from place of work to the place of residence.
• Efficiency in transport facilities includes both public and private networks.
• Public transportation network includes access to buses, trains, trams and
trolleybuses.
• Efficiency in using the public transport will determine the success of that
town in terms of design. 20
CLIMATE CHANGE AND SLUM
REHABILITATION: A CASE STUDY
ON SLUMS IN DEHRADUN,
UTTARAKHAND, INDIA

Written By -
Shraddha Pandey (NLU,
Tiruchirappalli), Anjali Bhaskar
(Christ University), Divya Bharti
(IIT, Dhanbad), and Shivangi
Aggarwal (NLU, Odisha)

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 They live in the vulnerable The damage is exacerbated
The residents of slum areas
areas of the city and are by poor living conditions,
are susceptible to the high directly exposed to the overcrowding, and lack of
risk from the impacts impacts of the sea level infrastructure, unsafe
of climate change and rising, flooding, landslides, housing, poor health and
natural hazards. etc. nutrition.

Global warming creates a The intensity of the heat

The rise in sea levels warm and wet atmosphere wave also rises as a result of
which provides perfect global warming. The
increases the risk of flooding conditions for breeding of informal and traditional
in coastal cities especially mosquitoes and thereby housing structure in slums is
during high tides. causing diseases such as prone to more danger during
dengue and malaria. floods and storms.

REASONS BEHIND Droughts can become more

severe. Additionally, the
SLUM DEVELOPMENT? change in climate can
increase the pace of rural-
urban migration over the
next few decades.
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SLUMS IN DEHRADUN?
• Uttarakhand witnessed rapid urban to rural migration and climate change, which are direct
consequences of the reforms in economic and industrial policy introduced in 2003.
• The rapid influx of the population from the hilly terrains to low-lying areas resulted in the
development of urban slums at Dehradun, Kashipur, Rudrapur and Haridwar.
• As per Census 2011, the slum population in the above-mentioned areas constitute 69% of the
total slum population of the state
• Post the industrial reforms of 2003which encouraged the establishment of small and medium
sized businesses, the population of Dehradun doubled from 2001 to 2011. This resulted in the
concentration of migrants in the Doon Valley.
• The slums located in low lying regions of Dehradun, alongside the banks of Bindal and Rispana,
due to the topography and hydrological sensitivity are extremely prone to heavy precipitation,
cloud bursts and water logging leading to urban flooding. According to the Indian Meteorological
Department, there is a noticeable increase in rainfall and constant warming period since 2000.
• The consequences of such changes exuberant the already prevailing issues of informal structures
of living, poor-socio economic status and undefined tenure rights.
• It is important to prioritise such settlements and to take affirmative measures in the form of urban
schemes or programs.
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 OUTCOME

• The Uttarakhand Regularization, Rehabilitation,

Resettlement and Prevention of Encroachment of
Slums located in urban Local Bodies of State Rules
of 2016 has classified 36.7% of slums to be located
in geographically sensitive areas, prone to natural and
health hazards. The Uttarakhand government
introduced the Uttarakhand State Action Plan on
Climate Change (USAPCC) in 2014 and the
Uttarakhand Slum Regularisation Act (USRA) in
2016 which identify ecologically vulnerable slums as
a priority sector while dealing with unauthorised
encroachments and slum resettlement.

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• There is no doubt in the efforts the state and the central government
has put towards rehabilitation of slums in urban areas. But there are
several reasons due to which the policies framed by the Dehradun
municipal corporation in conjugation with several other authorities
remain under implemented.
• Firstly, the surveys that are planned to identify slums areas are time-
consuming.
• A resolution to this problem lies in the inclusion of technology in such
surveys.
• Data could be acquired using remote sensing technology and thus
the focus could be shifted to implementation of policies in much less
time.
• Private construction companies are reluctant to work on slum
rehabilitation projects due to very low profit margins.
• A lack of funding towards such projects poses another problem.
• Furthermore, slum dwellers resist to relocate to new areas as they
fear a loss of livelihood opportunities and also doubt that their
inclusion in the administrative framework would come at a price of
heavy taxes.
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