December 11, 2015 § Leave a comment
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November 28, 2015 § Leave a comment
MAPPING ON-STREET PARKING OWNERSHIP IN KHAU-GALI’S OF CEPT & IIM
Ahmedabad is full of eateries or street food and offers a vibrant character to its street with lots of people, carts and off course Maggie & pasta. The city has many Khau gali’s and chowk where people come from different area’s specially to have street food. A similar case is in university area which have two major city-level Khau galis attracting people from as near as Narangpura to as far as Sarkhej. The area have two khau gali’s name IIM Khau Gali & CEPT Khau Gali. Being located in university area, it has a major share of students coming to have food, smoke over a chit-chat. We often see a lot of problem in vehicular movement while crossing these streets. The people coming to these eateries often park their vehicles on road, and most of the times even in front of their table. This parking never happens in an organized manner and people park their vehicles randomly. This hinder the vehicular movement in these streets by covering almost 1-2 lanes for parking vehicle. This triggers us to ask a question that why we have so many vehicles from students if they belong to university area and can walk to the particular street without bringing their vehicles with them. The second thought was that these streets also serve at city level and has a share of people who are coming from outside. The idea of this mapping is to figure out the share of students and outsiders in the on-street parking in these khu gali’s.
The on street parking in khau gali of university area has more share of students then the outsiders coming to have food.
What are we looking at?
The study is about mapping the on- street parking happening in the two important Khau gali’s present in University Area. It also discuss the extent of surface covered by parking vs the available carriageway, the speed & flow of moving traffic.
The broader method was to map two different parameters which result into parking issue i.e.
- Mapping physical vehicles parked on the streets
- Mapping the speed and available carriageway available for the passer-by.
This will help in defining the quantity of the parking and the impact of the same over the street.
For mapping the details of each of the subdivision to define the broader categories, following method was adopted:
The strategies followed for the mapping of the mapping of the data and the correspondent findings:
- The Mapping was done twice in each area, one on a weekday and other on a weekend. This was done to make sure 1that the mapping indicates the different scenarios prevailing on the street on a working day and a holiday.
The vehicles present on a weekend were far more then what were there on a week day. The reason behind was that many people or families come to Cept gali for shopping and to enjoy street food on a holiday as people are free on this day and can spend time with their families.
- The mapping was carried out at the peak hour of activity at these two gali’s i.e. between 8 o’clock to 10 o’clock. This helped in recording the maximum footfall on the two streets.
Both the streets are very famous and remain very crowded at the peak hour. But the reason behind this was very interesting. A lot of people comes to Cept Khau gali only to have maggi and pasta as this is the only street which serves these items in whole Ahmedabad.
Most of the people gathered at IIM street were either students or job person but from outside university area. People come here to meet each other and have a chat. The main reason stated by many for this was that the particular street lies at the almost centre and people come from far location to see each other and have a chat. This is also a reason that most of the vending activities are like cigarette vending, chai etc.
- We also defined the type of vehicle like two-wheeler, four- wheeler or auto standing on the road which helped us deriving the area acquired by the on- street parking.
Most of the people brought there two-wheeler while coming as parking and carrying a two-wheeler is more convenient to many then handling a car in such a situation.
- For defining the ownership of vehicle weather student or an outsider, we asked every person standing or eating on the street and confirmed with their correspondent vehicle.
Though we had a presumption that the major share of the parking belongs to the students which proved wrong. More than 98% of vehicles parked at the khau gali belong to the outsiders who came there to have street food.
- For defining the flow of traffic on road, we first mapped the P.C.U count to analyse weather the road is designed as per the traffic load, which in both the case came out positive.
- Also the available carriage way was mapped by the help of mapping location of parked vehicles on road. This generated a marking of actual carriageway available on street for fluent movement of the traffic.
The available carriage way helped us identifying the bottlenecks formed at different areas. On looking further, we found that this scenario happened only when there is a famous vendor where lot of people come to have something or near the medians, where people turn and park their vehicles. This forms a bottleneck finally effecting the designed carriageway and hence creates hindrance in traffic movement. Though in case of IIM, A.M.C. has redesigned the section of the road to accommodate vending and on-street parking, still the available space is not sufficient.
- We also mapped speed of a moving vehicle on road, to support the argument of congestion and verify the same with the available carriageway.
This helped us in relating the parking issue and the available carriageway in a way that how the combination of two effects the traffic flow, ultimately reducing the speed of the moving vehicles.
Though the streets lies in university area, the share of outsiders in on-street parking is far more than that of students. The streets in both the cases are properly designed and can accommodate the traffic flow but because of inefficient parking management system, there is a situation of haphazard on-street parking happening on these streets. This ultimately effect the moving traffic on the carriageway leading to traffic congestion. We believe that the particular problem can be easily solved by implementing a proper on-street parking management system.
Reflections by the jurors:
Melisa Smith: The study was carried out in an appropriate manner with good findings but could have incorporated the relationship between speed and the carriageway in form of a graph.
Vani: The study was very interested and the findings were beyond the scope of the study which is appreciated.
Mansi Shah: The study show an interesting relation between the vendors, the on-street parking, the available carriageway and the speed. The finding were appreciated and relevant.
Owen: The study was very appropriate and could have defined a model which can universally be followed to create such happy streets.
Rajiv Kadam: The study defined a character of the city where we have no public open spaces and people are coming on the street for the interaction. This indicates that certain measures must be taken introduce more open spaces in public realm where people can see people and interact with them.
November 28, 2015 § Leave a comment
Younger auto-rickshaw drivers are more reckless than older auto-rickshaw drivers in Ahmedabad.
India is famous for its auto rickshaws and much stirring has happened around the way these are driven around in various cities. This hypothesis emerged from the curiosity to understand the recklessness of auto-drivers in the city of Ahmedabad. The hypothesis emerged with a belief that the age of auto drivers has something to do with the recklessness of driving.
This hypothesis was tested by the following method:
- Three routes were fixed around the city of Ahmedabad which would either start or end at Vijay Char Rasta. These routes were between: 1) Jeevraj Hospital and Vijay char rasta, 2)Delhi Darwaza and Vijay char rasta and 3)Kankaria Lake and Vijay char rasta.
- On each of these routes, an old auto driver was taken one way and a young auto driver was taken on the way back. This was done three to four times at different times of the day. So if the first trip had an old rickshaw driver from Vijay char rasta to destination and a young auto driver from destination to Vijay char rasta then this order will be switched on the next trip so that the young auto driver goes from Vijay char rasta to the destination and the old auto driver goes form destination to Vijay char rasta.
- The age of the auto drivers was tentatively considered based on their visual appearance. The auto drivers were preferably taken from the vicinity of the destination or start point.
- My Tracks app was used to get continuous speed graphs, average speeds, stopping time and path for the rickshaw trips
- Along with this, manual notes were also taken on the driving attitude of the auto drivers like excessive honking, sudden breaks, driving the wrong way etc.
- All of this data was then compared, analyzed and represented to check the validity of our hypothesis.
It was observed that young drivers were more prone to speeding and sudden breaking. They were also the ones taking longer routes to reach the destination. Older drivers maintained a consistency while driving but on one particular route, it did not matter whether the driver was young or old. While taking auto rickshaws from Kankaria Lake to come to Vijay char rasta, all drivers young and old alike broke traffic rules. They drove through the BRTS lanes, drove up the wrong way and honked excessively. This concludes that speeding is probably age related. Younger the driver, faster was his driving. But the recklessness is probably not age related and is probably a result of the area from which the drivers hail. Hence, we can conclude that recklessness of a driver is an attitude that is place related rather than age related.
- How do you infer the recklessness from the graphs? By which parameters can one define recklessness?
- How do you use the app better? It would have been good if we would have been able to represent all the information in the graph rather than having to make route maps. Maybe the visual representation was not as important as inferring and representing the graph information better.
- Also pointed out some obvious mistakes made in comparing the graphs which are now corrected in the graph.
- Would you change the hypothesis after the study?
- It would probably have been a good idea to study old city auto drivers versus new city rickshaw drivers
Arian Heidari Afshari:
- Conclusions can be of two types, Dialogical or dialectical. In this case, it is a dialogical one.
- Good conclusions are the ones that open up further discussions and not the ones that put an end to a dialogue.
- It is eventually about the mentality of the driver. The same driver can behave/drive very differently at different times of the day or in different areas. So there are many variables that affect the behavior of the driver and not necessarily the ones that can only be mapped.
- In the end what does the data tell us and what kind of questions does it open up? How can we use it for further dialogue about design etc.?
At the beginning of the mapping exercise, there was a lot of excitement with regards to the mapping as we were very sure that the hypothesis is true. As we went about the exercise we realized that our methodology was probably not all encompassing and that we should have spent a little more time to define our ideas of recklessness so that we could have inferred much more from the data that we gathered. It was important that we discussed the idea of recklessness and bring that out in the representations so as to generate more discussions and dialogues about it. We also realized the vastness of the topic and the immense possibilities it offered in terms of exploration of the idea.
November 28, 2015 § Leave a comment
Ahmadabad, considered as one of the most livable cities in India, is also known for its street food culture. The city has a wide range of consumers from locals to students from several backgrounds. The observation predicts that the local commerce of the city is not much affordable for all. We would like to emphasize on this aspect through studying the affordability of street food.
The Affordability of street food of university area in Ahmadabad
“Street food in university area is not affordable for the university students.”
The study was basically carried out and analyzed in two different phases. The first phase was to document the general scenario prevailing among students in terms of their monthly expenditure. Basically a survey was carried out to know the different scales of allowance that the students from different destinations receive. It was in fact a good analysis to know the different scales of expenditure for students in the university. It was quite noticeable that the students were seen to spend 70% of their monthly allowance on food. This is quite a different scenario noticed among universities. It is basically a known fact that the universities are supposed to give subsidized rates on such service. we also made a comparison with other such university, which eventually gave unexpected results. Basically on an average of 150 students the allowance that they get to spend every month is 10353 rupees. In this allowance they are in a condition to spend 70% on food. There is only 30% left for the other expenditure.
It was seen that the maximum amount the students can spend is 53 rupees per meal. When comparing the same with the costing of the street food the students can actually not afford. Hence we went forward to check for the actual users of street foods. The mapping will include the analysis of consumers through observing the vehicle, gadgets, other commodities of luxuries they possess and the distance travelled by them in order to reach the desired food joints.
On the counterpart people who come for street food is majorly people who is working. This was found mainly based on the gadgets they use. Almost 73% of the consumers are high end phone users.
The street food in university area is basically expected to serve for the students. But here it’s the other way, it basically feeds the people from around more than the students. The user group is what is majorly governing the costing of the food. The empirical data reveals that students can only afford to spend 50% of their monthly allowance on food. But as per the price listing of the street food iis concerned , the desired expenditure of most of the students is not catered to. In this scenario, the price listing of the street food is par the affordability range of the students. This is mainly because the price of the street food is governed by the economical status of the actual users who are mostly working professionals. Hence its proven that “ STREET FOOD IN UNIVERSITY AREA IS A COSTLY AFFAIR.”
Prof. Vishwanath Kashikar
The assumption made based on average is quite not reliable. More accurate data is necessary to get exact results.
The study reveals a lot of surprising results. He was indeed surprised to know that such scenario is existing.
The data gives a different and unexpected result. Also we were expected to analyse these issues based on whether the location is influencing the context.
She found it interesting and helpful to know about these conditions for people who are new to this city.
Could be taken forward to understand the costing condition of canteen.