Seminar Report

On

Urban Planning

By:

Under the guidance of

Rohit Chaurasia
S. R. No. 71/08 3rd B. Tech. Civil Engineering.

Mr. D. L. Parmar
Associate Professor Dept. of Civil Engineering

Department Of Civil Engineering HARCOURT BUTLER TECHNOLOGICAL INSTITUTE KANPUR 208002 April 2011

CE T F CATE

It i certi ied t t

i Chaurasia, st dent of 3rd B Tech. Ci il Engg.H. B. T. I.

Kanpur has worked on the seminar titled Urban Planning under my guidance and supervision. He has shown sincere efforts and keen interest during the preparation of this seminar report.

My best wishes are with him.

(Dr. Deepesh Singh) (Seminar Incharge)

(Mr. D. L. Parmar) (Seminar Guide)

ACKNOWLE

ENT

I take this opportunity to thank my seminar guide, Mr. D. L. Parmar and the seminar in-charge Dr. Deepesh Singh for the valuable guidance, supervision and suggestion during the course of preparing the seminar report. At the same time I am thankful to faculty members as well as my classmates who have supported me during the preparation of this seminar report.

(Rohit Chaurasia) S. R. No.71/ 3rd B. Tech. Civil Engineering

Table of Contents 1.INTR DUCTION ... 1 2.HISTORY OF URBAN PLANNING ..... 2 3.KEY FEATURES OF URBAN PLANNING . 3 4.COMPONENTS OF URBAN PLANNING 3 4.1. LAND USE PLANNING . 3 4.1.1 Residential land use planning..5 4.1.2 Commercial land use planning.....5 4.1.3 Institutional land use planning.... 7 4.1.4 Industrial land use planning.8 4.1.5 Public open space.8 4.2. TRANSPORTATION LANNING....9 4.2.1 Process in Transportation planning .9 4.2.2 Road patterns10 4.2.2.1 Rectangular Block pattern.11 4.2.2.2 Radial Pattern..12 4.2.2.3 Hexagonal Pattern..14 4.2.2.4 Linear Pattern..14 4.2.2.5 The Cul-de-sac pattern14 4.3 SUSTAINABLE NEIGHBOURHOOD CONCEPT PLAN..15 5.0 EXAMPLES IN INDIA.16 5.1 LE CORBUSIER'S FIVE POINTS OF ARCHITECTURE .17 6.0 CONCLUSIONS..19 REFRENCES..20

1.0 INT ODUCTION Cities are probably the most complex things that human beings have ever created. They are the wellsprings of culture, technology, wealth and power. People have a love-hate relationship with cities. We are torn between our needs for community and privacy and the conflicting attractions of urban and rural life. Urban Planning can be defined as the design and regulation of the uses of space that focus on the physical form, economic functions, and social impacts of the urban environment and on the location of different activities within it. With increasing population and growing pollution, we cant ignore the ill effects of planning on the environment. The need of the hour is sustainable development. Sustainable development refers to: 1) Utilising the present resources keeping in mind the future needs of the society, so as not to exhaust the resources. 2) It should not disturb the ecological cycle and hence preserve the environment

Fi . 1. Various fields in urban planning

2.0 HISTORY OF URBAN PLANNING Distinct characteristics of urban planning from remains of the cities of Harappa, Lothal and in the Mohenjo-daro Indus Valley Civilization (in modernday northwestern India and Pakistan) lead archeologists to conclude that they are the earliest examples of deliberately planned and managed citiesan . The

Greek Hippodamus (c. 407 BC) has been dubbed the "Father of City Planning" for his design of Miletus; Alexander commissioned him to lay out his new city of Alexandria, the grandest example of idealized urban planning of the ancient Mediterranean world, where the city's regularity was facilitated by its level site near a mouth of the Nile. The Hippodamian, or grid plan, was the basis for subsequent Greek and Roman cities. The ancient Romans used a consolidated scheme for city planning, developed for military defense and civil convenience. The basic plan consisted of a central forum with city services, surrounded by a compact, rectilinear grid of streets, and wrapped in a wall for defense. To reduce travel times, two diagonal streets crossed the square grid, passing through the central square. A river usually flowed through the city, providing water, transport, and sewage disposal. Many European towns, such as Turin, preserve the remains of these schemes, which show the very logical way the Romans designed their cities. They would lay out the streets at right angles, in the form of a square grid. All roads were equal in width and length, except for two, which were slightly wider than the others. One of these ran eastwest, the other, northsouth, and intersected in the middle to form the center of the grid. Bridges were constructed where needed. Each square marked by four roads was called an insula, the Roman equivalent of a modern city block. India has characteristically drifted with history, rising periodically to accomplish great things. In no field has this been truer than in town planning. From prehistoric Mohenjo-daro, to the imperial city of New Delhi, to Corbusier's Chandigarh, India has pioneered in town building. As the first planned city of India, Chandigarh is known is internationally home to for its architecture and urban of Le

planning. Chandigarh

numerous

architectural

projects

Corbusier, Pierre Jeanneret, Matthew Nowicki, and Albert Mayer. The city tops the list of Indian States and Union Territories with the highest per capita income in the country at Rs.99,262 at current prices and Rs.70,361 at constant prices (20062007).

3.0 KEY FEATURES OF URBAN PLANNING Urban Planning includes the following : a) b) c) d) e) f) g) h) i) j) k) l) m) n) o) p) q) r) s) t) u) v) w) x) Town planning. Regulation of land use for residential and commercial purposes. Construction of buildings. Planning for economic development. Planning for social development. Construction of roads. Constructions of bridges. Water supply for domestic use, industrial and commercial purposes. Public health care management. Sewerage, sanitation and solid waste management. Proper fire services. Urban forestation and maintenance. Protection of environment through sustainable development. Promotion of ecological balance and maintenance. Safeguarding the interests of weaker sections of society. Offering proper infrastructural help to the handicapped and mentally retarded population of the society. Organized slum improvement. Phased removal or alleviation of urban poverty. Increased provision of basic urban facilities like public urinals, subways, footpaths, parks, gardens, and playgrounds. Increased public amenities including street lighting, parking lots, bus-stop and public conveyances. Continual promotion of cultural, educational and aesthetic aspects of the environment. Proper regulation of slaughter houses and tanneries. Absolute prevention of / zero tolerance of cruelty to animals. Proper maintenance of population statistics, including registration of births and deaths records.

4.0 COMPONENTS OF URBAN PLANNING

4.1 Land use planning

Land use planning is the term used for a branch of public policy encompassing various disciplines which seek to order and regulate land use in an efficient and ethical way, thus preventing land use conflicts. Land use planning is used by a

government to manage the manner in which the land within its jurisdiction is developed, or used. In doing so, the governmental unit can ensure that the needs of the people are met while natural resources are safeguarded . Land use planning means the scientific, aesthetic, and orderly disposition of land, resources, facilities and services with a view to securing the physical, economic and social efficiency, health and well-being of urban and rural communities. Land use planning often leads to land use regulations, also known as zoning. but they are not one in the same. Zoning regulations control the kinds of activities that can be accommodated on a given piece of land, the amount of space devoted to those activities and the ways that buildings may be placed and shaped. Planning provides the vision, but zoning, based in pragmatic and political realities, is what actually controls development.

Fig.2. model of planned city Source: http://www.streetsblog.org/wp-content/uploads/2010/03/08/flushing_b_aerial.jpg

Land use planning encompasses the following disciplines: a) b) c) d) e) Residential land use planning Commercial land use planning Institutional land use planning Industrial land use planning Public open space

4.1.1 Residential land use planning Residential Planning deals with the development of residential communities based primarily around the needs of human beings. . This planning provide a variety of housing opportunities for persons of all ages and income levels, and retain and enhance the physical conditions of existing neighborhoods through rehabilitation and redevelopment. Planning criteria:
i.

Preserve and upgrade existing residential areas which have developed at medium and medium-high densities.

ii.

Promote the availability of low- and moderate-income housing units within market rate residential projects.

iii.

Promote the development of housing which will help meet the special needs of people such as the elderly, the handicapped, those requiring nursing care needs, low-income persons and the homeless.

iv. v.

Increase home ownership opportunities. Discourage the continuation of isolated single-family residential uses in the midst of commercial and industrial areas.

vi. vii.

Minimize negative impacts resulting from more intensive land use activities. Limit the intensity of residential development in those areas subject to high community noise levels.

viii.

Require new residential projects to provide adequate recreational opportunities for residents.

4.1.2 Commercial land use planning Goals of Commercial land use planning are : a) Conveniently located and well-designed commercial development. b) Commercial areas that also serve as centers for community activity. c) A reduction in automobile trips associated with commercial services. d) Neighborhood commercial services that are easily accessible to pedestrians and bicyclists.

Planning criteria: i. The Neighborhood Commercial designation is intended to encourage the organized concentration of retail goods and services for the convenience of the immediately adjacent residential neighborhood. Typical uses found in neighborhood shopping centers include grocery stores, pharmacies,

restaurants, dry cleaners, service stations, specialty apparel shops, beauty parlors, professional office and financial services.

ii.

The Community Commercial designation is intended to encourage organizedconcentration of a wide variety of retail goods and services for the community. In addition to the uses specified in the neighborhood commercial designation, the uses found in community shopping centers include, but are not limited to, general apparel and merchandise sales, movie theaters and furniture sales.

iii.

The Business Commercial designation is intended to encourage the development of commercial centers to serve the employees of the surrounding industrial parks. Such developments are characterized by a high level of design to complement adjacent industrial and office development. Typical uses are similar to those specified in the neighborhood commercial designation but with an added emphasis on uses that serve the business community.

iv.

The Specialized Commercial designation is intended to provide for the location of commercial uses that are more suitable for individual auto access than for general shopping area developments. These uses include auto sales and service, car washes, furniture, appliance and building supply stores and rental businesses

v.

The Visitor Commercial designation is intended primarily for hotels and motels. Specialty shops, restaurants, entertainment and other uses catering to visitors may also be provided.

4.1.3 Institutional land use planning Goals of institutional land use planning: a) Ensure that new uses on previously designated institutional sites will be compatible b) Ensure that the community will have ample opportunity to guide long-term uses ofpublicly owned community serving facilities. c) Designate alternative land uses for existing institutional sites in the event that relocations occur. d) Provide institutional facilities with suggested methods of achieving visual and physical compatibility with the surrounding community. with the surrounding neighborhood.

Planning criteria: a) Institutional uses should provide adequate parking for current, as well as future needs. b) Institutional uses should examine existing, as well as predicted increases in, traffic and pedestrian circulation and should provide physical and operational improvements to the community circulation system and other transit programs which will reduce vehicular congestion and promote public and employee access. c) A parking reduction should be considered for large institutional uses which provide and maintain a mass transit transportation incentive program for employees, i.e., bus or trolley subsidy, company-sponsored carpooling, and/or similar program. d) In order to ensure future compatibility, provide needed public urban space, and help beautify the community, incorporate public open space such as urban plazas, benches, fountains, pedestrian concourses and parkways into the design of institutional facilities e) It should be in a reach of every one. f) Stagger building forms to create usable outdoor spaces as well as visual interest.

4.1 .3 Industrial land use planning

Goals of industrial land use planning a) Preservation of an adequate supply of industrial land. b) A reduction in traffic conflicts and congestion in industrial areas. c) Improvement in the visual quality of industrial development in the community d) The City shall preserve an adequate supply of industrial land for manufacturing uses. e) The City shall restrict the development of freestanding commercial uses in industrially designated areas. f) The City shall require developers of large industrial projects to designate truck access routes to freeways through nonresidential areas.

4.1.5 Public open space

a) Guidelines of open space planning: b) Maintain and enhance the conservation of natural or scenic resources c) Protect natural streams or water supply. d) Promote conservation of soils, wetlands, beaches, or tidal marshes. e) Enhance the value to the public of abutting or neighboring parks, forests, Wildlife preserves, nature reservations or sanctuaries, or other open spaces. f) Enhance public recreational opportunities. g) Preserve historic sites. h) Promote orderly urban or suburban development. i) Provide sites to protect surface and subsurface water resources j) Protect ground water within existing or potential public drinking water supply aquifers. k) Encourage growth in areas capable of supporting it while at the same time preserving areas unsuitable for development. l) The open space plan should exist in harmony with the town's development plan. m) High-density development should be built adjacent to our highways and mass transit lines to provide access to jobs, utilities, transportation and services.

n) Lower density development should be placed on sites that are capable of supporting on-site utilities and designed in such a way as to preserve key natural resources. o) New development should respect the site's natural features, utilize natural drainage patterns and keep site disturbance to a minimum.

4.2 Transport planning

Transportation helps shape an areas economic health and quality of life. Not only does the transportation system provide for the mobility of people and goods, it also influences patterns of growth and economic activity by providing access to land. The performance of the system affects public policy concerns like air quality, environmental resource consumption, social equity, land use, urban growth, economic development, safety, and security. Transportation planning recognizes the critical links between transportation and other societal goals.. It requires developing strategies for operating, managing, maintaining, and financing the areas transportation system in such a way as to advance the areas long-term goals. Transportation planning is a cooperative process designed to foster involvement by all users of the system, such as the business community, community groups, environmental organizations, the traveling public, freight operators, and the general public, through a proactive public participation process conducted by the Metropolitan Planning Organization (MPO), state Department of Transportation (state DOT), and transit operators.

4.2.1 Process in transportation planning

a) b)

Monitoring existing conditions; Forecasting future population and employment growth, including assessing projected land uses in the region and identifying major growth corridors;

c)

Identifying current and projected future transportation problems and needs and analyzing, through detailed planning studies, various transportation

improvement strategies to address those needs;

d)

Developing long-range plans and short-range programs of alternative capital improvement and operational strategies for moving people and goods;

e)

Estimating the impact of recommended future improvements to the transportation system on environmental features, including air quality;

f)

Developing a financial plan for securing sufficient revenues to cover the costs of implementing strategies.

Fig.3. The transportation planning process Source: file: http://www.planning.dot.gov/documents/BriefingBook/images/figure1.gif

4.2.2 Road patterns Roadway patterns are very essential in the development of the settlements of a city. However, recent development in cities does not give importance to the study of the road patterns that give rise to numerous roads that are not interconnected, housing schemes and commercial developments built far away where roads are very distant from the center of the town. The increasing distance between the residential and commercial hub of the city increases the dependency upon cars for the daily travel

chores each household member makes frequently. The roadway patterns also increase the response time the emergency response vehicles take to reach a certain place. Various road patterns are discussed in the following sections.

The rectangular/ block/ grid pattern is a plan where the streets and roads are in the form of grids or blocks running perpendicularly into each other thus forming a grid or block. Usually in this type of pattern the streets and roads are far away from each other and it takes a long time to reach the center of the area or city. This type of pattern is normally considered weak from the road safety point of view as the vehicles meet at opposite directions at intersections. Usually the main road is wide which passes through the centre of the area and other roads connecting to it are narrow. This pattern is sufficiently easier to construct and maintain. This type of street pattern has a good aesthetic view and the road geometry is easier to understand. It has been adopted for city road of Chan digarh.

ig.4 Rectangular / Block Pattern

Source:Highway: Engineering Justo khanna i 2007

4.2.2.1. REC ANGULAR / BLOCK / GRID A

ERN

4.2.2.2. R DI

In this type of pattern the network of roads is in the form of circles emanating from the centre of the area. The paradigm of radial pattern can be found at Cannaught Place in New Delhi. This pattern may be further classified into two types depending on its layout. (i) Radial and Block Pattern

This type of network is a combination of radial and block pattern. A radial network of roads radiate from the center outwardly with block pattern network of roads in between the radial main streets.

PATTERN

Fig.5. Radial and block pattern Source:Highway: Engineering Justo khanna in 2007

(ii)

Radial and Circular pattern In this type of road pattern the main roads radiate from the central point and are connected together by concentric roads that are also radiating outwardly.

ig.6. Radial and Circular pattern

Source:Highway: Engineering Justo khanna in 2007

(iii) Radial and Grid Pattern It is a combination of radial and grid pattern. A radial network of roads radiate from the center outwardly. The main radial streets are then interconnected by providing grid patternin between the main streets.

ig.7. Radial and Grid Pattern

Source:Highway: Engineering Justo khanna in 2007

4.2.2.3. HEXAGONAL PATTERN In this pattern, the entire area is provided with a network of roads forming hexagonal figures. At each corner of the hexagonal, three roads meet. The built-up area bounded by the sides of the hexagons is further divided in suitable sizes. 4.2.2.4 LINEAR PATTERN In this type of pattern the roads grow linearly in one direction possibly due to the presence of some natural forces such as sea or ocean at one side of the city.

Cul-de-sac is a word of French origin referring to a dead end, close, no through road (UK, Australian and Canadian English) or court (American English and Australian English) meaning dead-end street with only one inlet / outlet. In urban planning cul-de-sac are created to limit through-traffic in residential areas. While some cul-de-sac streets provide no possible passage except in and out of their road entry, others allow cyclists, pedestrians or other non-automotive traffic to pass through connecting easements or paths. Cul-de-sac and loop streets can reduce the size of any given neighbourhood to a single street. Neighbourhoods can be defined by geographic boundaries but more often it is shared ethnic, socio-economic and cultural characteristics that create social cohesion irrespective of apparent physical boundaries.

Fi .8. Cul-de-s c at dead e d

 

Sou

: http://e

lishfromfrie ds.com/blog/wp-content/uploads/2011/01/Cul-de-Sac_cropped.jpg

4.2.2.5

THE C L-DE-SAC PATTERN



4.3 Sustainable neighbourhood concept plan The Concept Plan for neighbourhood is organized in four parts: In Part 1, the End-State goals for the Sustainable Neighbourhood are presented and explored, as well as the policy context and information that is specific to the Sustainable Neighbourhood. The Concept Plan is a goal-driven product and thus Part I provides the key rationale. In Part 2, the plans and opportunities for land use and systems are presented, explained, and rationalized based on the costs and benefits. The significance and context of this Plan for the City is explained. It is a key opportunity to address challenges and be innovative by densifying a residential area, and to effectively contain the Citys development. The land use plan is a medium density residential development with mixed housing densities and forms; natural places that remain connected and preserve their integrity; community and commercial places; and a mixed-use residential and commercial area that provides convenient choices for local residents and connects with the existing neighbourhood and the hospital site. The systems plan explains how the infrastructure of the neighbourhood works and how it makes the neighbourhood sustainable. A stormwater system drains rainwater and surface water in swales that follow the tiered topography of the site, and gathers the water in small detention areas. The transportation system is a pattern that follows the topography of the site, and an efficient hierarchy of street types that provide lots of choices for how to move around.

In Part 3, conceptual design guidelines are outlined. The guidelines are not regulatory, nor are they detailed. The purpose of the guidelines is to convey a sense of the character and intent for the neighbourhood. In Part 4, One of the top recommended actions is to coordinate development and planning with the hospital project that is proceeding, to ensure that the mutual benefits for the City are realized. Research planning steps are outlined for consideration by the City. And finally, some suggestions are put forward on how to keep the plan alive, and to build upon the excitement that has been generated for moving forward with the sustainable neighbourhood.

5.0 EXAMPLES IN INDIA: a) Gandhinagar The city's infrastructure was planned by two Indian planners, H.K. Mewada and Prakash Apte. Mewada, , had worked as a trainee under Le Corbusier in the Chandigarh Project in the 1950s. All streets cross every kilometre, and at every crossing traffic circles decrease the speed of traffic. The city has developed in four distinct phases: Phase 1: After the city's infrastructure was completed in 1970, and until 1980, it was known as 'Gandhian City,' since it was based on Gandhiji's concepts and principles. Phase 2: Between 1980 and 1990, a time of low pollution, it was known as

'Unpolluted City'. Phase 3: After 1990, many trees were planted, and the city became the 'Green City.' Phase 4: In 2002, Gujarat's Chief Minister, Narendra Modi, proposed a new, triple focus for the city: it should be green, It should utilize solar energy, and It should be cosmopolitan. b) Chandigarh As the first planned city of India, Chandigarh is known internationally for its architecture and urban planning. Several buildings and layouts in Chandigarh were designed by the French architect and urban planner, Le Corbusier, in the 1950s. Le Corbusier was in fact the second architect of the city, after the initial master plan was prepared by the American architect-planner Albert Mayer The initial plan had two phases: the first for a population of 150,000 and the second taking the total population to 500,000. Le Corbusier divided the city into units called "sectors", each representing a theoretically self-sufficient entity with space for living, working and leisure. The sectors were linked to each other by a road and path network developed along the line of the 7 Vs, or a hierarchy of seven types of circulation patterns. At the highest point in this network was the V1, the highways connecting the city to others, and at the lowest were the V7s, the streets leading to individual houses. Later a V8 was added: cycle and pedestrian

paths. The Palace Assembly, designed by Le Corbusier The city plan is laid down in a grid pattern. The whole city has been divided into rectangular patterns, forming identical looking sectors, each sector measures 800 m x 1200 m. The sectors were to act as self-sufficient neighbourhoods, each with its own market, places of worship, schools and colleges - all within 10 minutes walking distance from within the sector. The original two phases of the plan delineated sectors from 1 to 47, with the exception of 13 (Number 13 is considered unlucky). The Assembly, the secretariat and the high court, all located in Sector - 1 are the three monumental buildings designed by Le Corbusier in which he showcased his architectural genius to the maximum.

5.1 Le corbusier's fi e points of architecture

a) THE S PPORTS. To solve a problem scientifically means in the first place to distinguish between its elements. Hence in the case of a building a distinction can immediately be made between the supporting and the non- supporting elements. The earlier foundations, on which the building rested without a mathematical check, are replaced by individual foundations and the walls by individual supports. Both supports and support foundations are precisely calculated according to the burdens they are called upon to carry. These supports are spaced out at specific, equal intervals, with no thought for the interior arrangement of the building. They rise directly from the floor to 3, 4, 6, etc. metres and elevate the ground floor. The rooms are thereby removed from the dampness of the soil; they have light and air; the building plot is left to the garden, which consequently passes under the house. The same area is also gained on the flat roof.


b) THE ROOF GARDENS The flat roof demands in the first place systematic utilization for domestic purposes such as roof terrace, roof garden. On the other hand, the reinforced concrete demands

protection against changing temperatures. Overactivity on the part of the reinforced concrete is prevented by the maintenance of a constant humidity on the roof concrete. The roof terrace satisfies both demands (a raindampened layer of sand covered with concrete slabs with lawns in the interstices; the earth of the flowerbeds in direct contact with the layer of sand). In this way the rain water will flow off extremely slowly. Waste pipes in the interior of the building. Thus a latent humidity will remain continually on the roof skin. The roof gardens will display highly luxuriant vegetation. Shrubs and even small trees up to 3 or 4 metres tall can be planted. In this way the roof garden will become the most favoured place in the building. In general, roof gardens mean to a city the recovery of all the built- up area.

c) THE FREE DESIGNING OF THE GROUND- PLAN

The support system carries the intermediate ceilings and rises up to the roof. The interior walls may be placed wherever required, each floor being entirely independent of the rest. There are no longer any supporting walls but only membranes of any thickness required. The result of this is absolute freedom in designing the groundplan; that is to say, free utilization of the available means, which makes it easy to offset the rather high cost of reinforced concrete construction.

d). THE HORIZONTAL WINDOW Together with the intermediate ceilings the supports form rectangular openings in the facade through which light and air enter copiously. The window extends from support to support and thus becomes a horizontal window. Stilted vertical windows consequently disappear, as do unpleasant mullions. In this way, rooms are equably lit from wall to wall. Experiments have shown that a room thus lit has an eight times stronger illumination than the same room lit by vertical windows with the same window area. The whole history of architecture revolves exclusively around the wall apertures. Through use of the horizontal window reinforced concrete suddenly provides the possibility of maximum illumination.

e) FREE DESIGN OF THE FACADE.

By projecting the floor beyond the supporting pillars, like a balcony all round the building, the whole facade is extended beyond the supporting construction. It thereby loses its supportive quality and the windows may be extended to any length at will, without any direct relationship to the interior division. The facade may thus be designed freely.

6.0 CONCLUSIONS One needs to hesitate before criticizing town planning and development in India for the enthusiasm and vitality of the pioneering spirit behind it is impressive. But much is yet to be done. The magnitude of the urban problem is enormous in India. The problem if not now unmanageable is rapidly becoming so with the increase of population and the continuing and uncontrolled growth of urban areas.

It is imperative that the states enact workable legislation for planning, housing and slum clearance. Since only the larger municipalities will be in position to recruit a qualified planning staff, the states must largely assume the task of preparing and carrying out plans for the smaller towns, villages and development areas. In this the Central Government must assume greater leadership. Support and technical advice must be given the states to enable them to organize and administer effective planning programs. In turn, the Central Government must crystallize its own housing, slum clearance and urban development programs within the context of comprehensive urban planning schemes.

A better working relationship together with a sufficient and equitable distribution of funds is needed to meet the development needs of the cities and towns. Additional schools of planning are required to increase the output of trained planners and to undertake research in manifold problems of urban growth and development. Above all, on all levels of government and elsewhere, there is a pressing need to recognize the urgency of the urban problem.

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