Download suitability challenges of hill town case example shillong

SUSTAINABILITY CHALLENGES AND ISSUES IN HILL TOWN: CASE
OF SHILLONG TOWN AND ITS AGGLOMERATION AREAS .
Banbhalang Swer.1
Assistant Professor, Department of Architecture, Nehu, shillong
Email: [email protected],
Keywords: Hill Town, Urban Areas, Urban Landscape, Urbanisation, , Built-up.
ABSTRACT: It is critical to ensure the long-term viability of metropolitan centres, particularly in
sensitive hill locations, in order to safeguard the quality of their natural and built environments, as well
as the well-being of their inhabitants. The nature and magnitude of problems, challenges, and concerns
of sustainability vary greatly due to the generic distinctions between plains and hills, despite the fact
that the essential principles of sustainable urban development remain the same in all situations. This
necessitates a greater awareness of the qualities of their natural and built environments, as well as the
effects of one on the other through real-life examples. Based on a literature analysis and observational
investigations, this paper tries to comprehend and identify the essential sustainability difficulties and
challenges of hill towns in the context of Shillong and its Urban Agglomeration, a selection of India's
hill towns Hill instability, fragile ecosystem, proneness to natural hazards, inaccessibility, presence of
natural resources, and visual mismatch of developed forms are some of the challenges and issues of
sustainability in hill cities in India. It is critical to have a thorough grasp of these challenges and issues
in order to ensure the long-term growth of hill towns and their surrounding areas.
Based on secondary data and census data, an attempt has also been made in this study to examine
concerns connected to the unplanned urbanisation pattern of the Shillong urban agglomeration, and
more specifically human interference on the hills.
Introduction:
Indian cities and towns are expanding at an exponential rate to meet the growing demand for buildings
(residential, workplaces, recreational, and institutional) resulting from rapid urbanisation and migration.
Greenfield development is common in these cities and towns, which are spreading outwards and
consuming valuable agricultural land to meet urbanisation demands. As a result, massive unplanned and
uncontrolled horizontal semi-urban expansions with low density low rise buildings are being built.
Unauthorized development(s) to meet housing or shelter needs are common in these semi-urban
extensions, which are often devoid of basic infrastructural facilities (such as electricity, water supply,
sewerage system, transportation network and systems and solid waste management system).
Hill towns below 14°N latitude, hill towns between 14° and 22.5°N latitude, hill towns between 22.5°
and 28°N latitude, and hill towns beyond 28°N latitude are the four groups of settlements or towns
found in India's hill areas (Fig. 1).
Hill towns located below 14°N latitude: This category includes all hill towns/settlements in the southern
region of India, such as Ooty, Kodaikanal, Wayanad, Munnar Devikulam, and other hill towns in Tamil
Nadu and Kerala. The northern and southern slopes of these hill towns receive direct solar exposure.
The development of northern slopes is preferred over the development of southern slopes. For protection
from direct solar exposure, large building overhangs are required on both the north and south sides.
Hill towns located between 14°N and 22.5°N latitude: This category includes all hill towns/settlements
located between 14°N and 22.5°N latitude. Maharashtra's hill towns, such as Khandala, Lonavla,
Panchgani, and Saputara, fall under this group.
Hill towns located between 22.5°N and 28°N latitude: This category includes all hill towns/settlements
located between 22.5°N and 28°N latitude. This category includes hill cities in eastern India such as
Shillong, Gangtok, Darjeeling, Itanagar, Imphal, Siliguri, and Mount Abu, as well as hill towns in
western India such as Shillong, Gangtok, Darjeeling, Itanagar, Imphal, Siliguri, and Mount Abu.
All hill towns in north India, such as Shimla, Manali, Nainital, Almora, Mussoorie, Dalhousie, and
Srinagar, are located in this zone. Because these hill towns have a chilly climate and no direct sunlight
from the north, development work on the southern slopes is favoured, and the majority of development
in these cities has occurred on the southern slopes solely.
SUSTAINABLE ISSUES AND PROBLEMS IN HILL TOWNS
Hill towns in India are densely populated with multi-story buildings, causing problems such as depletion
of green areas, congestion, overcrowding, water scarcity, landslides, pollution of lakes and streams, and
destruction of scenic beauty and visual blight, all of which have an impact on the ecological balance.
Furthermore, topography, climatic conditions, orientation, traffic movement, available usable space,
source of water supply, natural drainage, and paths are major factors that govern the planning and
construction of buildings in hill towns, but in the current context, most hill settlements have
issues/problems related to these vital issues.
Unprecedented population expansion, migration, and massive influxes of visitors constitute a major
issue for hill towns, putting a strain on housing and infrastructure. This has led to the construction of
more multi-story structures for residential, office, and commercial reasons in hill towns. The current
infrastructure, such as parking, water supply, and sanitation, is insufficient to accommodate the rising
population.
Most hill cities have issues with high and dangerous slopes (greater than 35° to 40°) that are prone to
decimate during an earthquake and multiply damage owing to the chain effect [4]. More storeys
combined with a high FAR and covering, resulting in limited light, air, and ventilation, could cause
environmental disorder and have an impact on human health. Furthermore, hill cities are vulnerable to a
variety of natural hazards, including landslides, earthquakes, floods, cloudbursts, and fire, and the
majority of buildings that have been built or are being built lack basic safety features to lessen the
impact of these natural catastrophes.
The amount of buildable land available in hill towns is restricted due to topographical factors, therefore
it is quite expensive. As a result of the lower price, poor land policies, improper development plan
suggestions and techno-legal regime, and farmers' weak economic background, fertile agriculture land
in the suburbs or outskirts of hill towns is used for development purposes. Due to unsuitable and unsafe
building stock for habitation, insufficient infrastructure, narrow roads, inadequate open spaces, and
reduction in green areas, which are the results of incorrect planning and building regulations, as well as
inappropriate planning and design solutions [10], the quality of living environment is deteriorating.
CASE OF SHILLONG URBAN AGGLOMERATION:
HISTORICAL BACKGROUND:
The growth of Shillong has largely been a result of British Administration as during this period only
Shillong has been evolved in three phases. The first phase could be traced way back during Pre-British
Period then the second phase evolution the British period and then finally the third phase of evolution is
the Post British period.
During the pre British period Shillong existed in the form of few cluster of scattered hamlets under the
jurisdiction of syiem of mylliem (monarch or small king). The town was called Shillong after the
Shillong peak which overlooks it . During this period there was one market call Iewduh (Bara Bazaar)
which was held once in a week to serve the tiny population. (Ref Map 2.1) In 1830, a sanatorium was
proposed by Britishers at Cherrapunji, Brigg's Trace Road connecting the Hill route of Assam and
Surma Valley through Cherrapunji. An agreement was made between Cherra Raja and Governor
General for land acquisition. Government has given approval for the proposed sanatorium at
Cherrapunji and also 409 Ha of land was procured for the station of Cherrapunji.
In 1834 due to heavy and uninterrupted rain with excessive humidity of the air and the frequent dense
fog which made the living condition worst, sanatorium at Cherrapunji got abolished. Later in 1835 with
31 British villages of the Khasi hills and the Jaintia territories constituted a separate administrative unit
and Cherrapunji was made its headquarters. Even by 1860 Cherrapunji has no good facilities, no good
markets were found. Only one road connecting Guahati to Sylhet (now in Bangladesh) was existing.
1.
2.
On the other hand Shillong fullfilled the following objectives.
A central position found with better advantages for military post and civil station.
An easy access and approach.
Shillong and Iewduh (BaraBazaar) together were considered for the headquarters station, military
cantonment and sanatorium. British Government purchased large tracks of land from the Syiiem of
Mylliem for Rs 2000 only. District Headquarters of Khasi & Jyantia Hills were tranferred formally to
Shillong in 1864.Consequently upon the separation of Assam from Bengal Shillong became the
provincial headquarter of Assam and further development of Cantonment took place in Shillong in
1865.
Newly assigned tiny settlement resulted in rapid growth from 1763 inhabitants in 1872 to 4000
inhabitants in 1875 because the climatic conditions of Shillong was better and more accommodation of
houses and offices were available, the European people who were engaged in administration and tea
plantation found that Shillong is a more suitable place for them. In 1878 under the chapter III of Bengal
Municipal Act V of 1876, only the british area was not adequate to fullfill the condition required for the
establishment of a station for sanitary improvement, hence Mawkhar and Laban two suburban villages
were included for forming of a station.
A new municipal act called the Bengal Municipal act III was passed in 1889, under this Act the
formation of municipalities started. The act was extended to municipalities of large towns but not to
Shillong due to difficulty in levying water, power and conservancy taxes, but by 1909 the Bengal
Municipality act of 1884 was extended to Shillong and the municipal boundaries were revised and the
three wards were included (i.) Mawprem (ii.) Laitmukhrah (iii.) Malki and the British wards was split
into (i.) European wards (ii.) Jail road (iii.) Police bazar. By 1929 there were eleven wards, three in the
so called British area and eight in the non british area.
POST INDEPENDENCE PERIOD
As a result of Independence, a number of central and state government offices and the immigration of
people both for government and non government job started, people came across the international
border of Bangladesh. All these expansion both within and outside the municipal limits started taking
place, vacant land within the municipality have been filled with residential houses.
Municipality did not provide enough scope for residential colonies and the town began to grow outside
the municipal limits, By 1961 Nongthymmai and Mawlai started developing as urban characteristics and
formed two census town.
However in 1972, Meghalaya attained its free statehood and Shillong become the capital of the state.
This gave further boost to the growth, as various regional institutions of central government were set up
in Shillong. Henceforth city acted as administrative cum tourist centre and regional centre for the NorthEast. (Ref Map 2.1)
LAND FORM
Shillong has an average elevation of 1400-1900 m above mean sea level. The present site of Shillong is
divided into five physiographic units, such as the northern slope of Shillong range (1900 M.S.L), the
Umshirpi Valley, the Laitumkhrah – Mawkhar upland, the Umkhrah village and Umkhrah & Umshing
river divide. The northern slope ofShillong range is now occupied by Nongthymmai, Motinagar, Malki,
Lumparing & Laban. The Umshirpi is a narrow valley commonly known as Happy valley and is
occupied by the cantonment area. The Laitumkhrah – Mawkhar upland is located between the Umkhrah
& Umshirpi valleys. The Umkhrah valley is the lowest hieght (1400-1500m). This valley is wide and
flat near the race course.
Larger part of the city area falls with 50-100 slope. Happy valley, Pynthorumkhrah, Polo ground lies on
the low relief hillocks. Northern & western peripheral development is on steep slope where the range is
more than 150 which is unfavorable & uneconomical. (Ref map 2.1a)
GROWTH DIRECTION
Shillong spreads northward to Umshing river & extends eastward from the divide between Umkrah &
Umshirpi river. The ribbon development with respect to landuse, demographic & socio economic
structure has given the city a big urban form with extension to the north on the Guahati- Shillong Road,
to the South-West on Cherrapunji Road, and to the North-East on the NEHU campus at Mawlai
Area.The New Satellite township, new Shillong on the eastern side of Shillong creates new avenues for
development of the city in a planned manner.This is integrated of ten villages of Mawpdang, Tynring,
Seijiong, Umroh, Mawlong, Mawdiang diang, Diengiong, Umsawli, Mayvkasiang, MadanSaisiej.
METODOLOGY
This paper is an exploratory study that examines primary and secondary sources of data and analyses
them. Research papers/articles, reports, books, and websites on urban sustainability in general and in the
context of hill areas were used as secondary sources. Primary research comprised on-site observations
and surveys, and conversations with domain experts and people about difficulties in the Hill Town of
Shillong and its Agglomeration Areas.
PROBLEM STATEMENT:
Based on a various Scolarly review and studies on environmental degradation problems and issues in
selected hill towns, it has been discovered that the problems and issues of sustainability in Shillong hill
town vary greatly due to the unique setting and conditions (natural environment) as well as
anthropogenic activities. As a result, sustainability challenges in Indian hill communities have been
identified as a knowledge gap.
Slope instability, natural drainage patterns, conservation of natural resources, accessibility, housing,
infrastructure, and community services, visual incompatibility of built forms, tourism, and heritage are
some of these concerns.
TRANSPORTATION:
Transport Infrastructure is one of the important needs of the people in order to facilitate various
productive activities in any area and general well being of the society at large. It also plays a significant
role in promoting city’s economy. Roads serve the accessibility and mobility needs hence it stimulates
the spatial growth of the city by linking new expansion areas on the periphery of the city. In absence of
rail and water transport, road transport plays a major role in Shillong. All movements, both for goods
and passenger traffic, are met by roads only. Salient features and associated problems of Urban
Transport and related infrastructure are discussed in this section.
Public Transportation system in the City
The city is primarily driven by private modes; role of public transport is limited because of inadequate
road network, poor infrastructure and scattered demand. Shared Taxi and other IPT modes such as buses
are plying in the city for intracity movement mainly on 4 routes are being operated by various private
operators. Besides the taxis which are used for the intracity public transport, passengers travel to and
from various places connecting the city mostly by buses, outside the state and far of places i.e. as
intercity transport facility.
Existing Traffic Management Schemes:
In spite of such high traffic levels the city has no signallised intersections. The traffic is controlled at
each intersection by manual means. Continuous and rapid increase in the number of vehicles without
any significant capacity augmentation in the road network has resulted in a chaotic traffic situation. For
management of the traffic, the city is divided into 7 zones. Three zones have headquarters in Shillong
Sardar traffic branch, Laitumkhrah traffic branch, Lumdiengjri traffic branch and the rest of the zones
are operated by the officials of these zones only.
Salient features of the traffic management schemes adopted in the city are as under
 Creation of one way on most of the road,
 Using cones to divide the road.
 Marking of lanes and creation of footpaths and barricades/ fencing.
 Enforcement of parking restriction on certain road stretches
 Provision of on street/ off street parking lots for private cars and taxi stands
Critical Road Stretches
As discussed above majority of road corridors in the city suffer from several inadequacies, such as
capacity constraints in the road network, poor definition of road hierarchy, encroachments, on street
parking, mixed traffic, poor traffic management, slow journey speeds, poor safety situation, inadequate
enforcement of traffic rules, lack of pedestrian facilities and other street furniture.
The problem is further aggravated due to the National Highways (NH-40 & NH-44) passing through the
heart of the city, resulting in the mixing of the local and regional traffic in core of city area. To worsen
the situation further many new activity centers and shopping centers have been constructed on already
congested roads without any traffic and parking impact study or taking other planning considerations
into account. These new sites, in order to fulfill their access and parking needs, are putting additional
pressure on these congested roads. The problem of encroachment, hawking and unauthorized on street
parking is severe, majority of the road corridors are operating at 50% of their capacities The following
table presents different critical road stretches in Shillong.
Critical Road Stretches
 Civil Hospital l(P.W.D. Road main Highway)
 Police Bazar (7th way to Jail Road)
 Keating Road to Police Bazar Center Point Hotel)
 Dhankheti (Main N.H. Road)
 Nongmynsong (3rd way Road to Nongmynsong)
 Anjalee Road (Anjalee Petrol Pump to Mawlonghat)
 Bara Bazar (Syndicate Stand Road to Bimola Road
 Bimola Road to Motphran Road (Motphran Bridge)
 Motphran Bridge to Garikhana Road
 Garikhana Road to Jhalupara Road
 Jhalupara Road to Military Hospital Road
 Military Hospital Road to Garison Ground Road
 Barik Point Junction Road to Malki Point
 Malki Point Road to Dhankheti Road (Till Woodland Hospital)
 Dhankheti Road going to Laitumkhrah Road
 Laitumkhrah Road going to Fire Brigade Road
 N.H. fire Brigade Road to Nongthymmai Road
 N.H. Road Nongthymmai Road to Madanrting
 Polo Road going to Golf Club
 Mawlai Nongkwar Road to Sonapani Road
 Jaiaw Road (Robert Hospital to Motphran)
 Secretariat Road to Police Bazar (D.C. Office Road going to Police Bazar)
Critical Intersections
Consultants have carried out a detailed study to identify various critical intersections. In a
recent ADB study for Shillong city, large scale turning movement count surveys were carried
out at many intersections. The findings from these surveys show that the peak hour traffic
volume on the major intersections varies from around 16800 PCUs to 74500 PCUs. Peak flows
at major intersections vary from 10 to 12 % of the total traffic. Details of intersection counts
and peak flows are presented in the following table.
Traffic volume on
major intersections
Traffic Volume at
junction (in PCU)
12 hrs
Peak
Name of Junction
Total
Hour
% peak
Police Bazaar Intersection
32224
3463
11
Rhino Point Intersection
32341
3481
11
IGP Intersection
74423
7695
10
Dhankheti Intersection
46500
4790
10
Mawkhar Point Intersection
17702
2071
12
Bimola Medicine Intersection
16873
2011
12
Fire Brigade Intersection
27426
3279
12
Barik Point
50609
5926
12
Table Source: CDP, ADB 2006.
The above table shows that the 12 hours traffic volume is highest at the IGP intersection followed by the
Barik point and Dhankheti Junction. Based on the traffic data and detailed reconnaissance survey of the
city, the Consultant’s have identified 14 intersections in the city along with the various problems
experienced at each location. The details are presented in the table below.
The total road length of Shillong is about 356kms with a road density of 2.05km/sq.km. The total road
length in SUA is only 250 kms. The total length of the road network (classified as other district roads)
inside the city is constructed and maintained by PWD (roads).The following table indicates the length of
roads in the city.
Table 4. Road Length and Density.
Urban
Component
SMB
SUA
Other
Total GSPA
length of Road in
m
111
139
106
356
Density
km/Sq.km
10.71
8.16
0.72
2.05
Area in Sq. Km
10.36
17.04
146.6
174
% length
31
39
30
100
* SMB- Shillong Municipal Boundary ;SUA- Shillong Urban Agglomeration; GSPA- Greater Shillong
Planning Area (Source- Meghalaya State PWD)
The following table indicates the road classification along with width.
Table 4. Width wise road classification
Classification
of roads
NH
SH
MDR
VR
UR
Total road
length
Percentage
Single lane
up to 3.75 m
Intermediate
lane
3.75m to 6.9m
0
66
45
140
0
10
0
35
Double lane
above 7m
33
0
0
0
24
251
70.5
58
16.3
47
13.2
Total
356
100
33
0
76
45
199
Source: Meghalaya State PWD *NH=National Highway, SH=State Highway, MDR=Major District
Road, VR=Village Road, UR=Urban Road
Issues Associated with Critical Intersections
List of Critical Intersections
Intersection
Fire Brigade
Dhankheti
Don Bosco
Laitumkhrah
Malki
Barik
Associated Issues
Traffic due to regional trucks, Local taxis, tourist buses and
taxis.
Poor geometrics, Traffic due to School and Offices in the
morning
and after peak hours due regional trucks traffic, Improper
channelliser and island.
High traffic at the school hours, 4 arm junction catering
traffic majorly of taxis, poor geometrics.
Major traffic of local taxis due to school and offices.
Traffic due to School and Offices in the morning and after
that due regional trucks traffic. No Island.
Traffic due to School and Offices in the morning and after
that due regional trucks traffic.
IGP
Heavy traffic at the time of school and offices.
Major regional traffic of truck, buses and taxis. Improper
geometry of junction
Civil hospital
Major regional traffic of truck, buses and taxis, less road
capacity.
Four road intersection, on street parking of Tourist buses and
taxis for picking the passengers.
MES
District
Nazareth Hospital
Police Bazaar
On-street parking due to local taxis stand, taking passengers.
High pedestrianized traffic, 9 roads meet together
High pedestrianized traffic, encroached by hawkers, On street
parking.
Heavy motorized traffic due to regional trucks and buses.
Heavy truck, buses and taxi traffic, encroached by hawkers,
taxi stand, on-street parking.
Motphran
Rhino
Anjali
Source: CDP, ADB 2006.
ISSUES :
Road planning in Shillong has so far been highly auto mobile oriented that makes other Road users
vulnerable who could not reap the benefits of such planning. High vehicular traffic compounded by
heavy shares of commercial (heavy) traffic that make the congested road unsafe. Lack of respect for the
smaller vehicles and pedestrians in the minds of the heavy motor vehicle driver’s worsens the situation
further. On an average the city witnesses about 50 traffic fatalities every year, coupled with about 250
odd traffic injuries the road safety scenario in the city is very grim. It can be seen from the table that
road traffic injuries and fatalities have shown a fluctuating trend during last five years with a decline in
fatalities but increase in injury causing accidents.
DRAINAGE :
Shillong is located on deeply dissected central upland of the Meghalaya plateau with topography
varying between 1400 to 1900 m above mean sea level (MSL).
Two major drainage channels, Rivers Umkhrah and Umshyrpi, control the drainage pattern within
GSPA (Refer to Fig on page 4-84). Rain water from houses, roads and land flow through existing
primary, secondary and tertiary drains as well as through natural channels into these two major channels
or streams, previously called rivers. These two rivers, both flowing from south-east to north-west
direction, join with River Wah Ro Ro near Sonapani after Bidon and Bishop Falls before Wah Ro Ro
joins River Umiam further downstream. River Umiam feeds the Umiam Reservoir or the Barapani Lake
located north of Shillong.
A socio-economic survey (SES) conducted in May 2005 under the Project Preparatory Technical
Assistance (PPTA) provided by the Asian Development Bank (ADB) for preparation of North Eastern
Region Urban Development Project indicates that 26.66 per cent of the population in Greater Shillong
Planning Area (GSPA) were affected due to localized flooding in the last year, while another 24 per cent
reported stagnation of water.
Table . Distribution of Drains
Sr.
N
o.
1
2
3
category
length(km)
Primary
141.63
Secondary
122.97
Tertiary
73.14
Natural
4
drains
52.98
5
Total
390.72
Source: Shillong Drainage Master Plan 2005-06
ISSUES:
Heavy rainfall coupled with poor drainage often cause flash floods inundating the low lying areas in GSPA
especially in the Polo Area, Pynthorumkhrah, Lawmali and Mawlai areas. Drains along the roads are choked with
pipes and solid waste. There has been little or no effort to clean the drains and streams. The average rainfall is about
2100 mm, which is mostly from the southwest monsoon. Such heavy rainfall coupled with poor drainage often
cause flash floods inundating the low lying areas in GSPA especially in the Polo Area, Pynthorumkhrah, Lawmali
and Mawlai areas.
Sewerage:
The urban area of Shillong has no sewerage system. The domestic wastewater, comprising of sewage and sullage, is
in general disposed off in the following manner:
(1) The sewage flows into individual septic tanks and soak pits.
(2)The sullage from the kitchen and bathroom flows into the primary, secondary and natural drains and finally to
the nearby rivers Wah Umkhrah in the north and Wah Umshyrpi in the south.
As per the Municipal Act, provision and management of sewerage and drainage facilities inside the municipal area
is the responsibility of the SMB. The sanitation bye-laws require that each building is to have a toilet with a septic
tank system and that raw sewage should not be discharged directly into water bodies. Maintenance and desludging
of the septic tank is the individual property owner’s responsibility.
The SMB operates a septic tank pump-out service with a pump-out tank trailer to facilitate dislodging. It carries out
a septic tank emptying service by pump-out for a fee of Rs. 3000 within the SMB area and Rs. 4000 outside.
Outside the SMB area, the responsibility of sanitation lies with the dorbars or traditional institutions. However none
of them are equipped with either staff or funds to provide such services.
ISSUES:
(1) As per the sanitation Bye laws every household must have toilet in the dwelling but only 47 percent households
have toilets within the dwelling.
(2) Waste water is being drained to the streams and rivers without being treated.
(3) Only 25 % of the waste water enters into septic tanks and the remaining 75 %( mainly sullage) is discharged
into open drains without being treated which create septic conditions.
(4) Land is scarce as a result of which many households do not any space to have a septic tank and a soak pit.
(5) Large no. of septic tank becomes unsuitable with such a high density of population and with a piped water
system.
ENVIRONMENT AND NATURAL RESOURCES:
Environment is the holistic view of the world as it functions at a given point of time with a multitude of special,
elemental and socio-economic systems, distinguished by quality of space, and the mode of behavior of the various
abiotic and biotic forms. Abiotic components consisting of lithosphere, hydrosphere and atmosphere. Biotic
components consist respectively of flora, fauna and micro-organisms which act as producers, consumers and
decomposer.
THE BASIC CHARACTERISTICS OF SHILLONG
Shillong, by its location and physiography has abundance of natural beauty. The environmental degradation has
been a matter of concern only since a few years. The water, air and soil quality is degrading fast and if proper action
is not taken then it can be a reason for serious problem. The deforestation rate is quite high and this causes harm to
the flora and fauna.
FOREST
The decrease is more in the closed forest by 10.2 %, open, forest by 6.2 % and degraded forest by 1.87 % during
2000-2005. It shows that decrease in forest cover is mainly due to the rapid urbanization. A change of Forest cover
can be marked in Mawklot, Mawianglah, Syllai-u-lor, Mawpynthih, Ishyrwat and Mawdiangdiang, where the
closed and open forest areas are to some extent facing degradation. There is no sign of degradation in the protected
forests in the whole area. The forest in the south of Umshirpi basin, Umjapung basin & Umiam basin is closed & is
retained because of steep terrain. Vegetation facing the settlement is coming under open & degraded category.
WATER POLLUTION
Shillong city depends upon river/ steam /spring sources. Ground water extraction for public use is very
insignificant. In Shillong average water table depth is 30 m. Most of the deep tube wells extracting ground water are
for private use. The water samples of 11 deep tube wells located in different localities of Shillong city. The average
pH level Of Shillong ground water is 6.1.
ISSUES
 the ground water gets polluted because of the seepage of polluted water from the automobile industries.
 the untreated wastewater also polluted the ground water and the river water.
 the solid waste treatment plant near umium lake is an controversial issue which pollutes the lake.
 the solid waste is often disposed at the natural streams and that pollutes the surface water.the washing of
automobiles in the river also pollutes the river water.
 there is very little public awareness about water pollution and how it can be prevented.
AIR POLLUTION
The problem of air pollution is more in the SUA area. At regional level, the air pollution rate is not that much. Air
pollution only concentrates in some parts of the city. Some areas in GSPA which have quarries and land cutting
actives also generate polluting element
Conc. In ug/Nm3
24 hrs Average
Station
SO2
NO2
SPM
Nonthymmai
30.6
44.9
347.2
Dhankheti
11.8
42.1
400.8
Barik
10.6
28.1
227.3
Police Bazar
9.2
30.8
259.9
Barabazar
4.2
37.9
234.9
19.2
43.2
349.8
Mawlai
Source: Environmental Report (2001), Meghalaya State pollution control board
From the table it can be seen, the concentration of both sulphur dioxide (SO2) & oxides of nitrogen (NOx) are well
within prescribed limits for residential & other areas i.e. 80ug/cu. m. of 24 hours weighed average.
The concentration of Suspended Particulate matter (SPM) exceeds the prescribed norms for residential & other
areas i.e. 200 ug/cu. m. of 24 hrs weighted average. In the absence of air polluting industries, high concentration of
SPM may be attributed to the vehicular emission. The vehicles needs to move at slow speeds , at high gear frequent
use of clutch due to hilly terrain of the city. The city is active from 0800 to 2000 hrs.
ISSUES
 The excessive pressure on road transportation causes more vehicular emission.
 50% of the vehicular emission crosses the permissible limit of the CPCB.
 The stone quarrying and land cutting causes air pollution.
 The practice of jhum cultivation also creates dust and ash causing air pollution.
 The increasing rate of deforestation make the situation more complicated.
 The forest fire in the dry season is also another cause of air pollution.
SOIL POLLUTION
The soil or land pollution in Shillong is mainly because of lack of proper solid waste disposal and solid waste
treatment plant. The wastes are usually collected by the municipality trucks and disposed in trench method. The
only treatment plant is near umium lake.
Sr
.
no
1
2
3
4
Type of
Effluent
Domestic
Trade
Hospitals
Garages
Total
Percentage
75%
14%
7%
4%
100%
Source: Environmental Report (2001), Meghalaya State pollution control board
Municipal Board lifts solid waste around 75-80 MT/day & Cantonment Board lifts around 15 to 18 MT/ day. The
actual daily generation of solid waste even within the municipality & cantonment areas may be higher than the
daily lifting quantity. Daily generation of urban solid waste in Shillong Urban Agglomeration is 121 tonnes per day.
Sr.
No.
1
2
3
4
5
6
Particulars of waste
Composite matters
paper
Rubber & Leather
Plastics
Rags/ textiles
Wooden
Content (%)
48.41
10.91
1.81
0.96
2.85
1.85
7 metals
8 Glass & Crockery
Stone, Bricks, ashes, fine
9 organics
Total
0.85
2.51
29.85
100
Source: Environmental Report (2001), Meghalaya State pollution control board
ISSUES
 The soil is polluted because of lack of proper solid waste disposal system. The garbage is
thrown in natural streams, slopes or open spaces.
 The waste from the auto mobile industries is also a major source of soil pollution.
 There is not separate waste disposal system for bio medical waste and industrial waste.
 The seepage of the sewage is also a major reason for soil pollution.
directly
SLOPE INSTABILITY :
Landslide is a Geological Hazard- either natural or man-made. Landslides generally occur during heavy rains that
are during the months of June to September in Meghalaya. It may occur due to steep slopes or due to erosion at the
toe of the slope, depending on the nature of soil. Failure starts at the toe and spreads up the slope. Landslides may
occur due to construction activity or due to earthquakes. Deforestation is also responsible for landslides.
CAUSES OF EARTHQUAKE
 Earthquake
 The cutting of land for quarrying, road construction and building activities.
 Deforestation
 Excessive rainfall
 Building activity on steep slope
AREAS GENERALLY PRONE TO LANDSLIDES






On existing old landslides.
On or at the base of slopes.
In or at the base of major drainage hollows.
At the base or top of an old fill slope.
At the base or top of a steep cut slope.
Developed hill sites where leach field septic systems are used.
HOUSING:
The town's housing circumstances are primarily defined by mediumdensity development, largely in the form of sem
ipucca or pucca structures with a significant number of kutcha dwellings.According to the census, 60.8 percent of h
ouses used for housing and other purposes in metropolitan areas are in good condition, 34.7 percent are in liveable c
ondition, and 4.5 percent are dilapidated.Furthermore, 87.7% of households reside in homes with a pucca roof mate
rial.The state of Meghalaya developed a housing policy in 1988 that focused on growing housing stock and qualitati
ve upgradation of existing shelters by giving subsidised construction supplies and soft loans to the poorer sections o
f the population. In terms of other socioeconomic groups, it envisions to facilitate the flow of institutional capital
for the construction of housing The main focus is on encouraging private individuals and cooperative societies to
purchase homes.
Issues:
Due to a lack of basic infrastructure in these places, slums have merged in the state's urban districts. 45 slum areas
have been notified and 5 unnotified in six towns in Meghalaya, according to the provisions of the Meghalaya Slum
Areas (Improvement and Clearance) Act 1973 and the Assam Slum Areas (Improvement and Clearance) Act 1959,
as adopted by Meghalaya. Slum dwellers account for roughly 42% of the population in these towns. The majority of
the slum pockets are located in low-lying, water-logged locations, and are in poor hygienic and unhygenic
conditions. The majority of them are only there for a short time. A large number of people lack access to essential
amenities such as water, electricity, toilets, sewerage, drainage, solid waste disposal facilities, health care facilities,
schools, and paved streets, to name a few.
SANITATION
In none of the urban areas is there a sewerage system. Domestic waste water, which includes sewage and sullage, is
either disposed of in individual septic tanks and soakpits or flows into primary, secondary, and natural drains before
being discharged into surrounding rivers. According to the 2011 census data, 91.58 percent of urban areas have
latrines, with 47.54 percent having sanitary latrines and 52.46 percent having pit and other forms of latrines. Only
8.41% of people have access to restrooms. The majority of households have septic tank systems. The increased risk
of groundwater pollution is a major disadvantage of these systems. The high initial cost per user and the need for
regular desludging are some downsides of septic tank systems.
STORM WATER DRAINAGE
The lack of a proper drainage system is a serious issue in all communities, producing water logging and flooding, as
well as landslips and soil erosion. The problem is exacerbated by indiscriminate and uncontrolled development
operations, which cause drain blockages and encroachment on rain flow pathways.
VUNERABILITY TO EARTHQUAKE
Around Shillong, there are a number of epicentres where earthquakes has been felt. There are minor fault lines in
Shillong which may not cause extensive earthquake but increases the chances of small tremor. About 8.4% houses
with stone or unburnt brick walls, which have Very High risk of damage during an earthquake. 7% houses are with
burnt brick walls which have high risk of damage .32.6% houses with concrete and wood have medium risk of
damage and 52% made with other material have medium risk of damage. Due to human activities the upper layer of
the soil has become very loss causing landslides during the time of earthquakes. There is less awareness among
people about the preparedness and response procedure. Violation of building bye laws, congested growth increases
the chances of building collapse and fire during the time of earthquakes.
LANDSLIDE
Landslide is a Geological Hazard- either natural or man-made. Landslides generally occur during heavy rains that
are during the months of June to September in Meghalaya. It may occur due to steep slopes or due to erosion at the
toe of the slope, depending on the nature of soil. Failure starts at the toe and spreads up the slope. Landslides may
occur due to construction activity or due to earthquakes. Deforestation is also responsible for landslides.
CAUSES OF EARTHQUAKE
 Earthquake
 The cutting of land for quarrying, road construction and building activities.
 Deforestation
 Excessive rainfall
 Building activity on steep slope
 AREAS GENERALLY PRONE TO LANDSLIDES
 On existing old landslides.
 On or at the base of slopes.
 In or at the base of major drainage hollows.
 At the base or top of an old fill slope.
 At the base or top of a steep cut slope.
 Developed hill sites where leach field septic systems are used.
FLOOD
Flood is a condition which becoming more frequent in Shillong because of a number of reasons. Floods are
generally predictable. Floods may occur between April/May and October/November. Flash Floods are
unpredictable as they occur suddenly due to thunderstorms in localised hilly areas. It happens in 10- 15 minutes.
CAUSES OF FLOOD
Overflowing of river banks following incessant rain in the catchment of rivers.
Blocking of natural drainage of an area by construction of a dam/ barrage, building or by landslides caused by an
earthquake.
Narrowing of waterway of a river/stream.
Silting of river/ stream beds with garbage
Thunderstorms/ cloud bursts.
FIRE
Shillong is very much vulnerable to fire. The materials of the houses are easily susceptible to fire.
There is also lack of general awareness about fire about among common people.
Fires generally occur during the dry period – December to March – and especially in the
month of
February when there are wind disturbances. The buildings which are mostly affected by fire are the Assam type
ones made of wood.
Fire is usually caused by electrical short circuit, sometimes due to chimneys which have not been cleaned, and
most often due to carelessness with inflammable materials. Forest fire mainly in the month of February, March is
caused because of wind and plants. The congested areas like Bara Bazar and Polobazar are highly vulnerable to fire.
There are no such evacuation ways or places in these areas.
YEAR
INCIDENT OF FIRE
1930
Cathedral
1930
D.T.O’s office
1976
PWD –Secretary &C.E.’s Building, Shillong
2001
Assembly Building
2003
Governor’s House Secretariat
Source: Multi hazard profile of Meghalaya. Environment dept.NEHU
2008
2009
Total No. 0f Fire Incident
85
246
2010
( 2 months)
16
Special Cases
2
13
0
Property Damage ( in Rs.)
99,15,328
24,88,500
186200
Source: fire department
DISASTER MANAGEMENT PLAN
The disaster Management Plan (Draft) comes under the National Disaster Management Act 2005.
The main components of the Disaster Management Programme of the United Nations Development Programme and
the Government of India include capacity-building to deal with disasters common to this city, with special emphasis
on development of Disaster Risk Management and Response plans at all levels have been taken into account by the
Shillong City Disaster Risk Management Committee.
PARKING
Parking problem is now a day is a major problem in almost all the cities, as in Shillong. There is lack of on-street
parking, due to the less available width of the roads. And provision of the on street parking further reduces the less
available width of the road. So there is an urgent need of the alternative solution for parking. The MUDA and SMB
provide this service in the city. The following table gives the status and details of the parking lots along with the
agency responsible.
NO. of
FLOO
RS
Area in Sq.
Km
Capacity
(ECS)
Sr.No.
NAME
LOCATION
1
2
3
4
5
Near Polo Towers
Opp.Apex Bank
Boucher Road
SCERT Compound
Old Civil Hospital
Polo
Apex Bank
Boucher Road
Mawkhar
Police Bazar
3
6405.3
6
Mahavir Park
Luckier Bazar
4
864.12
7
Opp.Anjali Cinema
Mawlonghat
68
8
9
10
11
12
Bus Terminus
Mawlonghat I (23/17)
Mawlonghat II
Laitumukhrah Market
Stoney Land
Polo
Mawlonghat
Mawlonghat
Laitumukhrah
Dhankheti
13
Khlieh Iewduh Parking
Iewduh
4
9193
160
97
35
62
30
25 LMV, 60
Sumo, 35
Buses, 35
Trucks
14
15
Garikhana Parking
Barabazar Terminus
Garikhana
Barabazar
2
1383
11
79
221
47
215 LMV
20 Trucks 45
ECS
Agency
Responsible For
Operation And
Maintenance
SMB
SMB
NA
SMB
MUDA
MUDA
Under
Construction
Trust
MUDA
MUDA
SMB
SMB
MUDA
MUDA
SMB
Source:Data provided by MUDA and Draft Final Report of the North Eastern Region Urban Development Project
funded by the ADB; Table 6.7, ch6, p15
Above are some of the authorized parking spaces proposed and provided by urban affairs and transferred to various
other agencies like SMB and MUDA for operation and maintenance. It has been observed that the Bara-bazaar
Sumo parking space on the street reducing the actual width available for the flow of traffic. Also due to large
number of bus and truck (10.68%) inflow the terminal capacity is inadequate.
CRITICAL PARKING STRETCHES
The city is facing inadequate parking facilities. On most of these stretches the root cause of the congestion on the
street is caused due to on street parking. There is lack of space for on-street parking, due to the inadequate
carriageway width and R O W availability for expansion with most of the important roads. Hence there is an urgent
need for solving the problem of parking. List of such areas with severe parking problems is furnished in the table
below.
CRITICAL PARKING LOCATIONS
1 Police bazaar
2 Mawkhar point to Garikhana point
3 Anjali point to barabazar road
4 IGP to center point
5 Keating roads
6 Mawlong hat roads
7 Pegasus Ground hotel stretch
8 Laban (Red Cross road)
9 Laban (Pine Mount Road)
10 Laban (Masjid Road)
11 Laban (Batti Bazar)
12 Kench’s Trace Road to Bishnupur
13 Jail Road (From M.T.C. to J.R. Petrol Pump)
14 Laitumkhrah(Upland Road)
15 Laitumkhrah(Taxi Stand Laitumkhrah Point)
16 Laitumkhrah(Bazar Road going to new S.B.I)
17 Polo (C.R.P.F camp Road going to Golf link)
18 Malki(Road going to Seven set School)
19 Polo Bazar Road (Taxi Stand)
20 Nongmynsong Road to Ishyrwat Road
21 Anjali Road going down to Mawlonghat
22 Mawkhar Road
23 Jaiaw Road going to Mawlai
24 Umpling,Rynjah Road(Near Bazar)
25 Madanrting Road to Mawblei
26 Golf link Road to Sanker
27 Mawlai Mawdatbaki Road (Road going to Meter Factory)
28 Garikhana Road
29 Keating Road (Road to Mi-casa Hotel)
30 Keating Road (Near S.P. Office)
31 Governor House Road to Camel Road (Nanpalok Lake)
32 Director of Health Services Road (D.H.S Road near D.T.O. Office)
Issues:
 Encroachments by vehicles and commercial
activities.
 Low operating speeds and environmental
pollution.
 On street parking due to inadequate parking
space.
 Improper intersection design and traffic
management.
 Inadequate capacity of road.
 Intermixing of regional traffic and intra urban
traffic.
 Poor public transport system operated by
private owners.
 Overcrowding and increased waiting time.
 Lack of pedestrian facilities making safety an
issue
CONCLUSION AND RECOMMENDATIONS.
The District Council, the Municipality and the Traditional Dorbar acts as independent administrative units.
The GSPA area is fragmented under different governing bodies-The municipality has authority and control over the
municipal area except the cantonment area. MUDA is the official plan implementing body in GSPA but only
effective in SMB area and parts of SUA. Dorbar prevails within and outside the SUA, spread over the whole GSPA.
The Dorbar boundaries do not match with the word boundaries. In reality the KHADC has very limited role to play
in working as a coordination body as well as implementing body.
For providing the basic infrastructure complication arises due to ownership of land and control over the land is very
complicated. The implementing bodies also do not work in coordination. There are unserved areas and also some
areas with two systems coexisting.
Recommendations :






To avoid institutional conflicts and encourage development the municipal boundary should be extended up
to the GSPA boundary.
This will serve a number of functionsThe provision of services like water supply and electricity will be easy and well managed. the maintenance
and further extension of services will improve if it is under the coordination of the one single governing
body.
Assess the human resource of Shillong Municipal Board, to make the human resource strong for both long
and short term plan.
Prepare administrative manuals declaring roles, functions and power of individual departments and how
they can work as a united body.
The urban planning should be visionary and have sustainable goals.
The municipal council should be given the right of taxation and decentralize finance management.


























There is a need to have a central body. This body will be a jurisdictional body which will coordinate the
modern and traditional governing system. This body will solve out the conflicting issues and put forward
developmental aspects.
Holding elections to to SMB and declaring Dorbars as legislative body. Dorbars should be included in the
ward level decision making process.
Legislations at the GSPA level to incorporate the Dorbar s in the municipal council.
Dorbars can be a cooperative body between the administration and the local people. The Dorbars can
facilitate the administration by providing the information about local level need.
Having technical and infrastructural facilities at the local ward level to facilitate large projects.
The Dorbars can be given the responsibilities to manage the funding for the medium and small projects.
The Dorbar system should also include the females for the Headman and other responsible posts.
Encourage and ensure effective public participation. The participation of the people in the decision
making process.
The Dorbar and Dorbar representatives can play the role of mediator between people and the government.
Interaction between all stakeholders, the people’s representatives and government officials.
A major initiative should be taken to form a people’s forum or a legislative group which will deal with the
problems and issues of the city and also should take the initiatives to make the administration aware of the
aspect.
The right to information law should be applied.
Public discussions and debates should be encouraged.
The overall planning approach should be participatory and inclusive. The inclusive planning approach
should be implied here since it will help to preserve and maintain the unique governance system here along
with ensuring long term development.
Neighbourhood level, small scale community water purification plants, with water storage tanks and
chlorine pills. Impose ban on the dumping/disposal of the solid waste and sewage into the water bodies.
City Level Rain water harvesting measures, with groundwater recharge pits and farms.
Need to implement regularized, metered water supply system
Regularized volumetric water tariff through installation of consumer meters should be implemented.
Provision of good solid waste management system and sewerage disposal system
Reconstruction and redevelopment of natural drainage.
Provision of garbage and silt trap in drains
Restrict encroachment of the stretch along river bank in dense settlements, as well as in future settlement
areas.
Regular cleaning of natural cross drains specially during monsoon.
Encourage plantation of vegetation along river banks.
Identify the areas of inadequate drains and the assess requirements for additional drainage.
References:
1. Impact of building regulations on Indian hill towns Ashwani Kumar, Department of Architecture and Planning,
Malaviya National Institute of Technology, Jaipur, India
Volume 12, Issue 3, December 2016, Pages 316326
2. A.K. Seam, General factors for planning a hill town J. Ind. Inst. Arch. (1995), pp. 27-29.
3. Design for successful hillside development J. Urban Plan. Dev., 117 (1991), pp. 85-94.