Дисертації з теми "ADVERTISEMENT INFRASTRUCTURE IN INDIA"

Advertising as a profession dates back to ancient civilizations and has a rich history, although the forms of advertising may have changed over centuries. India is a developing country situated in southern Asia and has a free market system. In congruence with other international trade markets, the advertising industry in India attracts a major chunk of recognition and plays a major role. It is quite popular to set the trend and shape the customers’ sentiments towards products and services in such a way that people refer to the brands by recalling their advertisements which created a particular image in their minds and set a balance in the markets. This perception of recalling brands starts with brands ranging from Amul Cartoon girl's Utterly Butterly delicious advertisement to Vodafone's Zoozoos to being a Complan girl/boy and so on proving that Indian Advertising Industry position in World markets is a remarkable achievement. India has pushed their position from third in 2019 to second in 2020 for the world's most awarded campaigns and companies for effectiveness in the world after the USA by WARC effective. [1] There are various modes of advertisement which are used by brand in India to promote its products, like- ● Social media ● Online video ● Online displays ● Thinking ● Online capture ● Television (TV) ● Radio ● Newspapers ● Magazines ● Outside home (OOH) ● Movie This research study presents an analysis of social media marketing programs and practices in India, the impact of COVID 19 on the advertisement industry, and modes of the advertisement to be emphasized more. But, first, let’s talk about the advertisement infrastructure in India.

Thesis (M.C.P.)--Massachusetts Institute of Technology, Dept. of Urban Studies and Planning, 2010.
Cataloged from PDF version of thesis.
Includes bibliographical references (p. 84-91).
Over the next 20 years, it is projected that India will make the transition from a primarily rural economy to one in which more than half of its 1.1 billion strong population will live in urban areas. As this demographic shift occurs, the Indian Government is tasked with providing the necessary urban and regional infrastructure to accommodate this growth. At present, existing urban infrastructure systems are operating well above capacity so that any response must address both the existing shortfall and impending demand. To meet its massive infrastructure requirements, India must mobilize resources at an unprecedented scale and speed. This thesis examines the use of land-based public finance as one avenue through which a significant portion of this financing might be obtained. In particular, I focus on one type of land-based public financing recently undertaken in India - a land-incentivized joint venture. I suggest that this 'tool' is premised on a set of assumptions or enabling preconditions that are largely necessary for its success. Thus I use this thesis first to outline what I have come to understand the main set of these assumptions to be. I then briefly examine the case of the Bangalore International Airport that was built in 2008 under a land-incentivized joint venture. As I am constrained by my lack of in-depth information on many aspects of the case, I use the case merely as a tool to illustrate how a number of the implicit assumptions might be compromised in actual implementation. It is hoped that identifying possible sources of complication can begin to help policy makers and future researchers think about accompanying reform that can facilitate the future use of land-incentivized joint ventures in the broader Indian context. In particular it appears that addressing some existing distortions and structural inefficiencies, particularly in land markets, might lead to better land-based finance outcomes.
by Pritika Hingorani.
M.C.P.

Thesis (S.M. in Technology and Policy)--Massachusetts Institute of Technology, Engineering Systems Division, 2011.
Cataloged from PDF version of thesis.
Includes bibliographical references (p. 88-102).
Infrastructure PPPs encounter unexpected changes in the technological, economic, social and political environments over their long lifetimes. They require governance frameworks that enable them to continue to deliver services efficiently and effectively when faced with such uncertainties. This thesis compares and contrasts alternative governance mechanisms that have been tried and tested over time and across geographies, with a focus on India. The usual governance mechanisms based on contracts or independent regulatory agencies appear to be insufficient in the face of turbulence. Contractual frameworks, wherein the public and private partners enter into long-term contracts that allocate risks, specify performance levels, tariffs and other terms of agreement, are effective in soliciting investment from the private sector. However, since all possible future scenarios and associated contingencies cannot be specified a priori, contracts are incomplete and contractual governance by itself inadequate. Regulatory frameworks, wherein independent regulators exercise discretion in setting tariffs and service levels in order to respond to changes over time are expensive and inefficient Moreover, they are inadequate by themselves in the complex institutional environments that characterize infrastructure in countries such as India. Most critically, the thesis finds that governance based on contracts and regulation seems to emphasize, institutionalize and reinforce antagonistic relationships between public and private 'partners'. To respond to unforeseen changes, however, it is necessary to move the focus away from arms-length relationships towards structures that emphasize real partnership. Based on case studies of successful PPPs in India, the thesis identifies best practices in engaging public sector partners and key stakeholders in projects, for instance through financial partnerships or representation on the project companies' Board of Directors. It finds that such structural mechanisms are effective supplements to the usual governance frameworks. Finally, the thesis proposes that the model of infrastructure delivery using Independent Public Authorities holds promise for infrastructure delivery in India. The ability of IPAs to mobilize private investment, engage public sector partners and internalize negotiations calls for further exploration of their suitability in Indian conditions.
by Arjun P. Gupta.
S.M.in Technology and Policy

Public Private Partnerships, or PPPs, are being increasingly preferred by governments across the world for filling the infrastructure deficit, as they are claimed to provide access to private capital, and bring private sector efficiencies in provisioning of public services. In India too, a distinct policy shift towards PPPs in various sectors has been observed accompanied by a high degree of reliance on such partnerships to upscale the transport infrastructure. A growing body of literature however reveals serious flaws in the claims of economic superiority, effectiveness and profitability of the PPPs. They are being questioned on various accounts of transparency, accountability, equity, and excessive profiteering by the private partners. This gives rise to an advocacy for the enhanced role of the State in governance of PPPs. In this background, this research explores the nature of division of roles and responsibilities, allocation of risks and sharing of benefits by the State and the private partners within the PPPs in the context of road transport sector in India. It further examines the extent of investment of resources by the private partners in the projects. The factors shaping PPPs in road transport in India are also examined. This research suggests measures to strengthen the structures and mechanisms within the public and private partners to improve public infrastructure within the PPP framework. In order to achieve the research aims, and to gain a deeper perspective of the governance issues of PPPs from different administrative levels, two national and two state highways (one in construction while the other in operational stage in both cases) along with an intra-city transport project, part of which is already operationalised, were selected for the study. This study is rooted in critical realism according to which understanding of any social phenomenon can be achieved through study of the underlying multi-layered structures and mechanisms which cause the phenomenon. Research findings reveal that while PPP projects in highways largely followed the theoretical model of PPPs, the urban transportation project was found to be substantially deviating from a general PPP model discussed in the literature due to the unique requirements of urban transport infrastructure in India. The widely accepted argument of PPPs bringing in private capital to public services has been debunked by the Ahmedabad Bus Rapid Transit System (ABRTS). The project is substantially funded by the national and state governments due to limited incentives for the private sector to invest in these projects under BOT mode. The under-developed capability within the private sector in urban transportation projects in India resulted in unbundling of services rather than one private agency providing all of them. The local urban body has retained several risks as it more suitably located to bear them more efficiently. In the PPPs in highways, the public partner has shifted many of its responsibilities to the concessionaire primarily due to shortage of adequate manpower with the public partner, and the incentive of timely completion of the project with the private partner. Adoption of the PPP mode in highways has not been able to avoid time and cost over-runs, largely due to the public partners not meeting their share of responsibilities. Land acquisition has emerged as the single most contentious issue of PPPs in infrastructure in India and is the major cause for delay in PPP projects. In addition, serious issues in land-grabbing and profiteering by the private partners have also been observed. A more active role of the State in PPPs is suggested to improve the delivery of public services through the PPP mode. This may require establishing additional structures and mechanisms of governance to meet the emerging requirements of these new modes of procurement, and to strengthen the existing ones.

Since the 1950s, Capacity Development (CD) has been an important component of international development agendas. It established the widespread consensus that the capacity of individuals and organizations is critical to maintaining and enhancing the effectiveness of development projects and programs. A problem, however, is that the concept has been applied without due consideration to how it should be adapted to the local context, making it more of a symbolic gesture. The application of CD to urban infrastructure projects in India is one such example. Recognizing the shortage of urban infrastructure as one of the major impediments in India's economic growth and rapid urbanization, the Government of India (GOI) launched the Jawaharlal Nehru National Urban Renewal Mission (JNNURM) in December 2005 to provide substantial central financial assistance to cities for urban development over a period of seven years. The GOI expected the JNNURM to reform institutions and strengthen human resource capability related to many areas of project delivery. During its implementation, however, the JNNURM has been confronted by problems related to a lack of capacity. This research reviews the capacity challenges related to the JNNURM program and considers the broader implications for urban infrastructure development in other developing countries. This research begins with the question "How can CD be operationalized?" From this starting point, the research seeks to reveal the operational values of CD. Following a detailed literature review on CD, capacity factors that are applicable to the urban sector in India are identified and a CD framework is developed. Two research methods--case studies and fuzzy-set Qualitative Comparative Analysis (fsQCA)--are adopted to answer the primary research questions. By leveraging the strength of these two methods, this research advances our understanding of the relationship between capacity and development goals such as improving project performance. In the case studies, this research investigates the gaps between CD theory and practice through the lens of practitioner perceptions of CD. In addition, unlike traditional thinking on the linear relationship between capacity and project outcomes, the case studies reveal two-way causal relationships between capacity and project outcomes that form a spiral structure between the project delivery process and capacity factors. Better capacity can enhance project performance and lead to better outcomes, and project performance and outcomes also influence and reinforce capacity in the reverse direction. Moreover, through the fsQCA, this research identified causal relationships between capacity factors and outcomes and demonstrated that the capacity factors generate different outcomes through their interactions with other capacity factors. This finding contributes to our understanding of how capacity is interconnected with development goals. In summary, this research contributes to both CD theory and CD practice based on a comprehensive approach that not only considers CD at multiple levels (environmental, organizational/network, and individual/project), but also covers different CD subjects such as context, actors, dimensions, processes, and impacts. Through this comprehensive approach, a range of important findings are developed that can help researchers and practitioners operationalize the complex concept of CD.
Ph. D.

Thesis: S.M., Massachusetts Institute of Technology, Department of Architecture, 2019
Cataloged from PDF version of thesis.
Includes bibliographical references (pages 111-116).
In theories of development, public infrastructure serves as one of the myriad mediums through which the state seeks validation. In the modern period, infrastructure has often served as the symbol of state led progress. Infrastructure is thus a project of endorsement and justification of state's intervention. It is superfluous to say that infrastructure is a contested terrain within which the political economy of development unfolds. However, this thesis argues that it is through this iteration of infrastructure's intricate ways of creation and functioning that private capital begins to accumulate in post-colonial India. The project looks at the discourse of industrial development and planning in late and post-colonial India, investigating the manner in which infrastructure appears as a trope not only for state's validation but also for aggregation of the Indian industrialist class.
How are the modernizing technopolitical state and infrastructure entangled? The thesis attempts to answer this question by studying closely the iconic Howrah Bridge, a cast iron structure which opened to the public in 1943 forever transforming the urbanscape of the erstwhile British capital in the east, the city of Calcutta. The Howrah Bridge project allows entrance to the broader realm of public infrastructure and tests the boundary between 'public' and 'private' in development projects. Along with other engineering consultants the Tata group, a burgeoning industrial giant in the early 1900s took a pioneering role in this project by supplying almost singlehandedly the steel required to construct the bridge.
On the one hand, Tata Company's involvement underscores how the corporate house was mediating questions of economic sovereignty parallel to their negotiation with the British colonial market; on the other hand, like other native capitalists of the time, the Tata group was simultaneously deeply implicated in nationalist arguments for sovereignty of the nation-state, involving debates around tariffs, rights recovery and the like. This thesis untangles the relationship between private capital and its implications in the institutional development of national planning in post-colonial India. The thesis highlights the ways in which late colonial strategies negotiated questions of foreign and native enterprise by constructing what would become the largest bridge in India in 1943.
I argue that the construction history of Howrah Bridge offers an alternate, albeit subverted history of infrastructure in which the infrastructural object backgrounds the functioning of capital, thus establishing infrastructure as the fulcrum around which to pivot reading the history of state and capital.
"The Schlossman Research Fellowship and MISTI summer grants have financially supported this work"--Page 8
by Sridipta Ghatak.
S.M.
S.M. Massachusetts Institute of Technology, Department of Architecture

Geography
M.A.
This study is an exploration of land acquisition for Special Economic Zones (SEZs) in India. Land acquisition has become one of the most well known problems confronting the SEZ policy and other policies that encourage private investment in infrastructure. Land acquisition for SEZs has caused widespread popular mobilizations and resistance, which have in turn led to cost overruns, delays, and project failures. This study examines India's land acquisition framework, particularly the evolution of the Land Acquisition Act 1894, in order to understand the factors contributing to acquisition problems when the state uses its power of eminent domain, as well as when private developers attempt to acquire land through consensual market transactions. It uses two SEZs spanning over 14,000 hectares of land near Mumbai--Navi Mumbai SEZ and Mumbai SEZ--as cases through which to examine the land acquisition process.
Temple University--Theses

Regional Development is a potentially powerful approach to help lower the inequality among Indian states. This study uses a robust control model for residuals analysis of infrastructure levels (rate of rural electrification and provision of all-weathered roads) to identify states that are over-performing and under-performing. The results show that a large disparity exists in providing adequate infrastructure among Indian states. While states such as, Kerala and Tamil Nadu are outdoing expectations, Bihar and Uttar Pradesh are under-performing. A closer look at state policies adopted after the economic reforms, helped shed light on possible measures that under-performing states could adopt in order to improve standards of infrastructural development. Since infrastructure is closely related to overall economic development, adopting policies that are conducive to investments can help improve per capita income as well as the output of a state.

The development of technology in the 21st century has led to extensive use of various social media platforms worldwide among consumers as well as businesses, which has led to an increased number of advertisements on social media across borders, where they may face differences regarding how their advertisement is perceived considering cultures, religions, and traditions. These cultural factors make it crucial for companies to recognize local cultural differences to succeed globally. Qualitative data collection with semi-structured interviews with fourteen participants from Sweden, India, and Japan was implemented to determine whether there are discrepancies concerning individual perceptions towards social media advertisements. The interviews were conducted by participants taking part in an artificial and recorded Facebook feed consisting of advertisements connected to four of Hofstede's dimensions, as well as pictures, and posts. The empirical findings suggest that the participants' perceptions are subjective and highly individual, but similarities could be linked to their attitude, brand recognition, imagery, and interest. In addition, when considering the Hofstede's model, it indicates that culture infuses the participants perception of the advertisements connected to all four dimensions examined in terms of femininity, masculinity, individualism, collectivism, restraint, indulgence, and power distance. However, the dimensions had less measurable effect related to national culture among the participants regarding each represented nation. With the results of this study, we hope to contribute with increased insight into how consumers based on their national culture can interpret advertisements on social media.

Published Article
The emergence of Information Technology (IT) is increasingly influencing the socio-economic and physical landscape of cities. It has also resulted in development of predominantly IT based industrial cities. These cities have the opportunities and challenges with respect to the development of their socioeconomic, infrastructural and environmental conditions because of the influence of the IT based industrial activities. This article therefore pertains to the analysis of the perspective impacts of IT industry and allied activities on the development of an emerging IT industrial activity based city. For this purpose, Pune, an emerging IT city in India was considered as a case study. Survey research methodology and a system dynamics modelling approach were employed to measure the influential socio-economic, infrastructural and environmental parameters of the city by considering the city as a system. This research shows that the location of IT industry and associated functions contribute significantly towards the socio-economic development of a city in terms of IT industry export, State Gross Domestic Product (SGDP), per capita SGDP, employment generation, to name some relevant aspects. However, there would be a reduction in satisfaction level of the infrastructure and an increase in environmental stress in the system, which needs strategic attention. Further, the model results and scenarios can facilitate evolving of feasible policy and strategic guidelines for the wholesome development of such cities.

Abstract: Provision of three basic infrastructure services (namely education, health and transport) in Rohtak and Bhiwani Districts (India) is examined using three types of data: 1. 507 households spreading in 8 villages, 2. Informal discussion with villagers and services providers in both districts, and 3. Secondary data for 921 villages and 14 towns and cities. These data were analysed using both statistical and GIS techniques. The analysis reveals that quantitatively there has been considerable expansion of education and health services over a period of fifteen years (1981 to 1996), and the average distance people have to travel to access these services has also declined significantly. But little evidence was found of any logical criterion being followed for the location of new services and the upgrading of existing services. Consequently, there was no improvement in the efficiency level (measured in terms of demand and geographical distance) of existing infrastructure services (both public and private); moreover, the efficiency level of private services was significantly lower than that of public services. It was further observed that the poor and women had relatively poor access to education, health and transport; and income, caste, gender, education level and village location had significant impact on access to and utilisation of basic services. In the study area, public services were functioning sub-optimally and service users were not satisfied with the quality of services; a significant proportion of clients had to rely on private services. Although public services may not be available in all the villages, the main focus should now be on improving the quality of existing services. Therefore, a solid transport network is needed in rural areas so that the availability of frequent and reliable transport services facilitate villagers' access to quality services even if located at distant places. Thus far, the role of the public in service provision has been minimal, which may be one of the reasons for poor quality of public services. Therefore, the active involvement of clients (service users) is essential in the operation, maintenance and monitoring of basic services in order to improve their quality and efficient functioning, and to effectively cater for people's needs in general and deprived sections of the society in particular.

This dissertation addresses specific issues on domestic and foreign trade in India. The three chapters of the dissertation are summarized as follows. In the first chapter, we analyze the existence of regional wage differences across Indian states, and how domestic trade affects those premiums. We follow a two-step estimation process used in the literature on Labor Economics. Our empirical results show that higher level of domestic imports tends to reduce the state premiums, and higher domestic exports increase those premiums, which is consistent with a specific factor Ricardo-Viner model. Thus, promoting domestic trade by with states specializing in certain industries may lead to higher welfare within the country. In addition, we find, state premiums depend negatively on state-level amenities measured by per-capita power availability, and does not depend on the richness of the State measured by per-capita Net State Domestic Product. In the second chapter, we look at the pattern and determinants of inter-state manufacturing trade in India. In the paper, we use information on 12 manufacturing industries categorized under 5 sectors from 2005 to 2013 with two-year intervals in between. We find that a 1\% decrease in income ratio between importing state net state domestic product and exporting state net domestic product has significantly varying effects on trade flows across the different sectors. For coal and minerals, the effect is 36.8%, for chemical it is 105%, for metals it is 31.5% and for cement, it is 36.8%. In all these case a decrease in income ratio increases exports. For machinery, a 1% decrease in income ratio lead to approximately 9.3% reduction in trade. This suggests that machineries which are capital goods are more imported by richer states, whereas the other goods which can be classified as intermediate inputs are more imported by poorer states. We also find that infrastructure promotes trade and on average infrastructure reduces the effect of contiguity by around 28.6% and promotes trade even between non-contiguous states. Therefore, infrastructure in the form of roadways, highways, and railways must be built and maintained to promote facilitate trade in India. In chapter three, we compare the effects of tariffs and non-tariff barriers on Indian exports. We use Indian HS-96 four-digit industry level export data from COMTRADE and tariff data from TRAINS database for the study. The overall result suggests that input tariffs have the largest effect on exports, followed by final tariff and foreign tariffs. A 1% reduction in input tariff leads to around 8.6% increase in exports. A similar reduction in final tariffs and foreign tariffs lead to 3.6% and 2.8% increase, respectively in exports. Thus, we conclude that the supply side effect of exports dominates the demand side effects. From a policy perspective, if countries try to improve trade balance by imposing high tariffs, it may lead to a negative effect on exports through the input tariff effects.

India has ambitious targets to develop extensive renewable energy infrastructure by 2022. These targets are driven by the country’s pressing environmental and demographic concerns. While the development of such infrastructure can have many benefits, the costs of are often disproportionately borne by some of the most impoverished groups due to land acquisition and displacement. Land acquisition often occurs in rural areas, where the majority of the population are farmers or tribal groups. While there are laws to protect the rights of these groups, the effectiveness of these laws is often undermined by state governments that prioritize investment. Looking at the development of solar, wind, and small hydropower, the various impacts on rural communities are evident. Without adequate compensation for the loss of land and the suffering caused by displacement, these groups can often be left worse off than before. Government support needs to be carried out in a way that encourages maximum deployment, while also enforcing regulations that protect the rights of rural communities.

Slums are informal housing settlements commonly found in urban areas of developing countries which are characterised by poor shelter, low service provision and lacking in security of tenure. Slums are growing and new slums are forming. The international development community has been actively working to improve the living conditions of slum-dwellers and to reduce poverty via slum upgrading methods. There are various slum upgrading delivery models and approaches to tackle the urbanisation of poverty in developing countries. Many adaptive and proactive measures have been implemented through a variety of slum upgrading initiatives and partnerships; however there has been limited investigation of the longer term sustainability of such interventions. This research follows a qualitative methodology to investigate the sustainability of differing slum upgrading interventions. Four case studies have been examined; two in Kenya and two in India, demonstrating a range of physical upgrading approaches. Alternative slum upgrading delivery models have been selected covering housing rehabilitation and in-situ water and sanitation upgrading and demonstrating top-down and bottom-up approaches. The case studies are of varying ages and were implemented via partnerships with differing agents including government, NGO, CBO, private developer and donors. The influence and design of the delivery model upon the upgrading sustainability has been assessed via stakeholder perception during extensive fieldwork. The data gathered has been analysed according to four key themes; status of life for slum-dwellers today, perception of upgrading success, institutional reform from external factors and development aspirations. Data was gathered via semi-structured interviews with slum-dwellers and project stakeholders using a ground-level methodology that enabled the capture of personal and honest accounts. Analysis of the data has found that there are many misconceptions around slums which can affect the sustainability of measures to upgrade informal settlements. The way that international development organisations and westerners view slums is often very particular and not always resonant with the way that slum-dwellers view their living situation. Priorities for development are not always consistent across stakeholders. For sustainability, any slum upgrading activity must be sensitive to the situation of an individual community and culture, and not assume that the residents are unhappy living in desperate poverty, as it has been shown, many choose to reside in a slum. Slums may be dirty, poorly serviced and overcrowded but are also places of great human energy, community spirit, kindness, hard-working, creative and happy places that many consider home.

Using a comparative framework of two contiguous subnational units viz. the Indian states of Karnataka and Kerala, this research project seeks to assess the role of the state in the formulation and implementation of land use policies in urban areas. In the Indian context, the introduction of economic reforms and the subsequent decentralisation measures have led to regional state units competing more intensely amongst themselves for investment. Against this backdrop, the study examines how state-specific strategies and politics shape the nature of land use policies and ultimately their implementation. This analysis includes an examination of the linkages between decision makers and different interest groups as they seek influence in the governmental system. The thesis examines two urban infrastructure projects, namely, Bangalore Mass Rapid Transit System and Kochi Mass Rapid Transit System. The study employs a hybrid conceptual framework of subnational comparison and state spatial rescaling to understand how land acquisition and conversion for the two projects is occurring through newly instituted state organisations, specifically Special Purpose Vehicles. Through macro and micro level explorations of states’ financial, administrative and political strategies, the thesis illustrates that these organisations in interaction with other state level bodies are able to circumvent many local laws and planning procedures to successfully acquire land for the two projects under consideration. The study concludes that due to similar patterns of state spatial rescaling administered across the two sites through the agency of Special Purpose Vehicles, the land acquisition for the two projects remains unaffected by regional differences between Karnataka and Kerala; instead, the two projects exemplify tendencies of convergence in land acquisition.

Over the next few decades, urban populations in Pakistan and India are projected to increase by 350 million. Considered to be a critical driver of economic modernization and sociopolitical progress, urbanization can catalyze numerous benefits. However, the extent to which it proves beneficial is contingent on the manner in which national and sub-national leaders respond to the multitude of challenges associated with urban spatial expansion and population growth. This thesis outlines key policy priorities for Indian and Pakistani leaders and puts forth recommendations that aim to optimize urban expansion for greater prosperity and livability. It employs a comprehensive set of methodologies to examine the true extent and characteristics of urbanization in India and Pakistan. On the basis of existing and projected dynamics of urbanization and identification of key factors that currently impede the leveraging of urbanization, it offers a range of policy proposals that aim to leverage urban growth through optimizing urban planning processes and governance, urban mobility and the spatial distribution of urban populations.

Im Jahre 1954 verkündete Indiens erster Premierminister Jawaharlal Nehru, dass Staudämme die “Tempel des modernen Indiens” seien. Ausgehend von der These, dass dieser Aussage eine „developmental imagination“ zugrunde liegt, die bis heute ein auffälliges Merkmal vieler Diskurse zu Großprojekten in Indien ist, und dass die Medien eine wichtige Rolle darin spielen, diese Diskurse zu zeichnen, betrachtet die Dissertation die Frage, wie große Wasserinfrastrukturprojekte in der indischen Medienlandschaft dargestellt werden. Um diese Frage zu beantworten, wird in der Dissertation eine Medienanalyse durchgeführt, bei welcher die Berichterstattung zum Indischen River Linking Projekt (NRLP) und zu zwei Vorhaben, die im Rahmen des NRLP stattfinden (Ken-Betwa und Polavaram), im Fokus stehen. Das 168-Milliarden Dollar teure NRLP Projekt ist das weltweit größte sich im Bau befindliche Wasserprojekt und sieht den Bau vieler Staudämme und Verbindungskanäle vor. Kontrovers debattiert wird das NRLP insbesondere in Bezug auf die hohen ökologischen und sozialen Kosten: Nach einer historischen Einbettung des Themas wird die Medienanalyse anhand einer Auswahl an Zeitungs- und Zeitschriftenartikeln aus dem Zeitraum 2000 bis 2016 durchgeführt. Darüber hinaus beinhaltet die Arbeit ein Kapitel, welches sich auf Feldforschung im Polavaram Staudammgebiet bezieht, um Perspektiven, die ansonsten in Mediendiskursen häufig marginalisiert werden, aufzuzeigen; die der von Umsiedelung betroffenen Communities. Die Dissertation zeigt das Kontinuum der „developmental imaginations“ in Indiens Diskursen zu großen Infrastrukturprojekten auf, weist auf die Machthierarchien hin, die ausschlaggebend dafür sind, wem die Möglichkeit zukommt sich überhaupt an Diskursen zu beteiligen, und hebt politische Narrative hervor, die in dem Kontext eine starke Verbindung zu „Nationbuilding“ oder „Statebuilding“ Diskursen aufweisen.
In 1954 India’s first Prime Minister Jawaharlal Nehru proclaimed dams to be the “temples of modern India”. Based on the theses that this “developmental imagination” so visible in Nehru’s statement continues to be a prominent feature in discourses on large scale infrastructure projects in India until today, and that the media plays an important role in shaping these public discourses, the dissertation considers the question of how large scale water infrastructure schemes are covered within the Indian media landscape. To answer that question, a media analysis is conducted which focuses on the reporting on the Indian National River Linking Project (NRLP) and on two schemes being implemented under the NRLP: The Ken-Betwa and the Polavaram Dam Projects. The 168-billion-dollar NRLP project is the world’s largest water project in the making and includes the construction of several dams. It is designed to connect the majority of Indian rivers to a gigantic water grid. It is controversially debated, especially with regard of ecological and social costs. After a historical embedding of the topic, the media analysis is conducted through a choice of magazines and newspapers in a time period from 2000 until 2016. Furthermore, the dissertation incorporates a chapter based on field work in the Polavaram Dam area in order to shed light on perspectives often marginalised in the media discourses: those of the affected communities. The dissertation reveals the continuum of developmental imaginations in the discourses on India’s large scale infrastructure projects until today, points out how power hierarchies are at work with regard to who is able to participate in the discourses and who is not, and highlights narratives closely linked to ideas of nation- or statebuilding that are used by politicians within the media discourses.

The content of this diploma thesis is a comparison of China and India, not only from an economic point of view, since the mid 1990's. Both countries are compared from the perspective of their specifics (geographical, political, cultural and human resources), macroeconomic indicators and economic sectors of each country. Savings, investments, foreign trade, FDI, infrastructure and membership in international organizations or corporations are all characterized throughout the paper. Prospective future developments, opportunities for foreign investments and cooperation between countries, as well as the present status of China and India in the world, are also briefly characterized in this thesis.

There has been prior research on the internationalization process of retail firms. However, most of the research has investigated the developed countries' markets. There has been little research on the internationalization process of retail firms, especially in the emerging Asian markets. The emerging Asian markets are different from developed markets. Therefore, internationalization challenges and hindrances are dissimilar in this region than in developed countries' markets. Previously, there have been numerous researches on IKEA and other Swedish retail firms on the internationalization process. However, most of the research study has been done on its movement to developed markets. There has been little research done on IKEA's internationalization into emerging Asian markets. There are different challenges faced by firms, when entering into the emerging Asian market and during the business in these markets. However, the emerging Asian markets are different from other continents, especially the Western and developed markets. This research study aims to fill the existing knowledge gap by exploring the challenges that IKEA faces in emerging Asian markets. In addition to this, by the research, we seek to develop our understanding of the challenges faced by Swedish retail firms while entering emerging Asian markets. Furthermore, by exploring the challenges that retail firms face in the emerging Asian markets, we also aim to provide possible solutions on how IKEA and other retail firms can resolve or tackle the issues they face in emerging Asian markets.

The advertisement style is shift from pamphlet & outdoor to news & print media to radio & TV commercials to digital advertisement through social media and search engine advertisement. The advertising is changing according to target audience, advertiser are using different analytics to customize their marketing mix to target customers. In a same way the political advertising is changing very fast. Political parties also make use of advertisements, to influence the decision of people, by making them aware about their achievements and election candidates. In last Lok Sabha election political parties used different advertising technique to influence the people such as they used the 3D hologram rally also they are very active on social media to target the youth population which is highest in number in last election. A literature review covering the details of political advertising history and psychological aspects related to ad-appeals. The survey will include questionnaire on political advertising and brand recall. In this report a survey will be conducted and based on data conclusion will be drawn.

Depleting water sources, rapid urbanisation and extreme human intervention in the ecological cycles leading to climate change exert intense pressure on the water infrastructure of several regions across the world. At the same time, design of current water infrastructure itself based on the post-industrial principle of controlling nature using modern technology has given rise to additional problems such as land subsidence, transformation of rivers, depletion of groundwater, human displacement and loss of biodiversity. In industrialising countries such as India, increasing population puts additional pressure on the finite internal water sources. The per capita water availability in India is expected to fall from current 1608 m3 to 1340 m3 by 2025, causing water stress conditions. There is limited scope for exploring additional water sources. Already with more than 5000 large dams and 11.7 million tubewells, India has the highest annual freshwater usage in the world. Against the background of these multiple and interconnected water problems worldwide and in India, the research on water infrastructure design and management suggests the need to bring about a fundamental change in the way we perceive water, and manage and design our water infrastructure. It recommends the need to shift away from the modern approach that views water as a commodity and develops water infrastructure that concentrates on maximum exploitation of natural water sources through command and control over nature. Instead, it proposes a sustainable approach that causes minimum disturbance to the natural hydrological cycle, attempts to manage freshwater demand in the society and concentrates on rainwater harvesting and wastewater recycling. Particularly in the case of India, research recommends the need to revive its traditional knowledge of water management and conserve the structures that diverted, stored and utilised surface-runoff, rainwater and groundwater in a sustainable manner. The current research on traditional water structures in India extensively focusses on their technical and managerial aspects. In comparison, less research focusses on their spatial aspect and form that integrate them with the settlement fabric. Furthermore, many research approaches take a mere overview of diverse water structures across India. However, very few approaches discuss in depth the socio-cultural setup within which they flourished, the reasons for their decline, and their significance in the present context. To overcome these research gaps, this research undertakes a socio-cultural perspective on understanding the value of Traditional Water Infrastructure (TWI) in creating water consciousness and reimagining water infrastructure creatively. Taking the case of Pune, India, it first examines how cultural beliefs and ideas have shaped its TWI. Then, through the case examples of traditional water cisterns, stepped water tanks, underground aqueducts and artificial lakes in Pune, it sheds light on the spatial and architectural principles of TWI. It further examines the reason for their decline during the British Colonial and Post-Colonial Periods and highlights their role in solving current water-related problems. The research presents data obtained through the review of secondary literature and archival records carried during February and September 2017. Similarly, it presents data from field observations, photographic documentation and measured drawings done during February-March 2018 and November-December 2018. The findings reveal that the limited availability of water due to the intermittent nature of rivers and the monsoon pattern created a conscious water culture in the traditional communities that encouraged people to use water prudently. The values, beliefs and ideas emerging from such culture have shaped the TWI of Pune. The traditional water structures were location-specific and built through people’s participation and the patronage of rulers. They were not only mere utilitarian structures but also places for public gathering, interaction and performing daily rituals. However, in spite of its critical role in sustainable water management, TWI experienced a gradual decline during the British-Colonial and Post-Colonial Periods. The British interference in the socio-cultural life patterns of people and a lack of patronage for constructing and maintaining water structures compelled the people to give up TWI gradually and rely on the modern infrastructure of dams and canals. Even after independence, the endeavour of Indian nationalists to portray India as a modern and progressive nation made them focus on the expansion of centralised water infrastructure and neglect TWI. At the same time, rapid demographic and spatial growth of Pune increased its water demand. Therefore, for finding quick-fix solutions to increased water demand, the technology of extracting groundwater by tubewells became popular. Thus, irrespective of the unsustainability of modern water infrastructure, its convenience of obtaining water easily without much effort instigated many people to give up TWI. In light of the above findings, the research infers that the resurfacing of traditional knowledge about water management is essential for bringing back water consciousness in the society. Similarly, learning from TWI would aid us to reimagine and design our future water infrastructure in a sustainable manner. In conclusion, the research recommends four ways in which TWI could assist in solving water-related problems and improving the quality of our environment. Firstly, repairing the existing TWI and designing similar smaller water storage structures in future would make water sources diverse. Accessing diverse water sources rather than a single centralised water source would make water supply more resilient to failures due to natural calamities. Secondly, TWI within urban and peri-urban areas could function as urban sponges storing rainwater and preventing excessive surface runoff. Thirdly, protecting TWI and small water bodies would maintain the biodiversity in nature, as they are the natural habitats for some rare species of flora and fauna. Additionally, the presence of TWI within urban areas would help in dropping their surface temperatures significantly through evaporative cooling, thereby reducing the heat-island effect. Lastly, water structures enabling people to see and experience natural water could function as vibrant public places, pause points and visual landmarks within the settlement fabric. With these conclusions and recommendations, the research suggests that in future, we cannot solve water-related problems by attempting to gain command and control over nature and the use of technology alone. Instead, it is necessary to accept that most of the problems are human-created, and they could be solved only with the correction in human action and human perception of water. Keywords: traditional water infrastructure, culture, Pune, India

abstract: In many social-ecological systems, shared resources play a critical role in supporting the livelihoods of rural populations. Physical infrastructure enables resource access and reduces the variability of resource supply. In order for the infrastructure to remain functional, institutions must incentivize individuals to engage in provision and maintenance. The objective of my dissertation is to understand key formal and informal institutions that affect provision of shared infrastructure and the policy tools that may improve infrastructure provision. I examine these questions in the context of irrigation systems in India because infrastructure maintenance is a persistent challenge and system function is critical for global food production. My first study investigates how the presence of private infrastructure, such as groundwater pumps, affects the provision of shared infrastructure, such as shared tanks or surface reservoirs. I examine whether formal institutions, such as water pricing instruments, may prevent under-provision of the shared tanks. My findings suggest that in the absence of rules that coordinate tank maintenance, the presence of private pumps will have a detrimental effect on system productivity and equality. On the other hand, the combination of a fixed groundwater fee and a location-based maintenance fee for tank users can improve system productivity and equality. The second study examines the effect of power asymmetries between farmers, caused by informal institutions such as caste, on the persistence of political institutions that govern infrastructure provision. I examined the effect of policy tools, such as non-farm wage employment and informational interventions, on the persistence of two types of political institutions: self-governed and nested. Results suggest that critical regime shifts in political institutions can be generated by either intervening in formal institutions, such as non-farm wage employment, or informal institutions, such as knowledge transmission or learning mechanisms. The third study investigates how bureaucratic and political corruption affect public good provision. I examine how institutional and environmental factors affect the likelihood of corruption and infrastructure provision. I demonstrate that cracking down on corruption is only beneficial when infrastructure provision is poor. I also show that bureaucratic wages play an important role in curbing extralegal transactions and improving infrastructure provision.
Dissertation/Thesis
Doctoral Dissertation Sustainability 2019

Yes
Purpose: The purpose of this paper is to identify the factors influencing the citizens of India to prevent cybercrimes in the proposed Smart Cities of India. Design/methodology/approach: A conceptual model has been developed for identifying factors preventing cybercrimes. The conceptual model was validated empirically with a sample size of 315 participants from India. Data were analyzed using structural equation modeling with SPSS and AMOS softwares. Findings: The study reveals that the “awareness of cybercrimes” significantly influences the actual usage of technology to prevent cybercrimes in Smart Cities of India. The study reveals that government initiative (GI) and legal awareness are less influential in spreading of the awareness of cybercrimes (AOC) to the citizens of the proposed smart cities. Research limitations/implications: The conceptual model utilizes two constructs from the technology adoption model, namely, perceived usefulness and ease of use. The study employs other factors such as social media, word of mouth, GIs, legal awareness and organizations constituting entities spreading awareness from different related literature works. Thereby, a comprehensive theoretical conceptual model has been proposed which helps to identify the factors that may help in preventing cybercrimes. Practical implications: This study provides an insight to the policy maker to understand several factors influencing the AOC of the citizens of the proposed Smart Cities of India for the prevention of cybercrimes. Originality/value: There are few existing studies analyzing the effect of AOC to mitigate cybercrimes. Thus, this study offers a novel contribution.

Delhi airport is an important infrastructural installation around which urban spaces and production sites are organized. This thesis studies labor, production sites, and urban spaces in the vicinity of Delhi airport at two levels. At one level, I study workers and labor processes within the terminal buildings. I also study labor in multiple sites that lie beyond the airport but exist in close relation to it both geographically as well as in terms of their production functions. These sites include a workshop located in the town of Kapashera on the border between Delhi and the state of Haryana, an urban village called Mehram Nagar that provides taxi services to the airport, and Nangal Dewat, a village displaced as a result of the airport’s expansion. My aim is to demonstrate how the production of goods and services in these sites is integral to the functioning of the airport. The thesis approaches Delhi airport as a central research object, through which it analyzes labor processes, informal settlements and urban villages, and modes of formal and informal governance. In this sense, I understand the airport as an infrastructural facility that produces relations between labor, capital, and government. Conceptually, the thesis operates at the interface of infrastructure studies, political economy, and theories of government and political subjectivity. I ask how spatial and temporal relations between the workings of Delhi airport and production sites in surrounding areas give rise to different forms of labor. My empirical investigations show how the transformation of informal settlements and urban villages in the airport’s vicinity conditions their role as a source of labor supply for the airport and associated industries. I also demonstrate that this transformation produces political subjects with contentious relationships to government and airport authorities. Because the airport’s operations generate profound changes in production relations, the governance of proximate spaces and labor sites is central to its functioning. I study the governing authority of the airport, Delhi International Airport Limited (DIAL), in its relation to labor and urban spaces over which it exerts influence in matters such as eviction, the control of parking spaces and roads, and the fate of urban villages.

Indian cities are currently facing various transportation issues like congestion, pollution, urban inequity, high fatality rate due to accidents etc. because of an increase in the ownership of private motor vehicles and their usage. This has prompted many policy makers to search for alternate modal options that are more sustainable than motorized modes. Non Motorized Transport (NMT), which includes mainly walking and cycling in an urban context, do not produce many of the issues associated with motorized modes like congestion, pollution, fatal accidents etc. But, promotion of NMT requires a clear-cut planning strategy, with a lucid understanding of various strategies and their effect on the NMT usage. Present study tries to answer certain pertinent questions, particularly with respect to walking and cycling, which can arise while preparing a plan for promoting NMT in Indian cities. The following are the questions that the author seeks to answer in the present study. 1) Which are the areas inside a city that a planner shall target for promotion of NMT?2) Where shall a planner locate the infrastructures for NMT in these areas?3) What may be the possible impacts of providing these NMT facilities?4) What may be the possible effect of built environment factors on the choice of NMT? Providing NMT infrastructures requires knowledge of location characteristics such as the trip distance of NMT. Present study tries to elicit the existing distance characteristics of walking and cycling in terms of an acceptable trip distance. The household travel data of Bangalore city, for the year 2009, are used in the study. First, a description and a statistical analysis of the walking and cycling trip distances across the subcategories of socio-demographic and regional factors is done. Secondly, the acceptable distance is computed from the cumulative trip length distribution based on the results of the statistical analysis. The socio-demographic and regional factors used in the study include purpose, age, gender, educational level, occupational status, and motor vehicle ownership. The major results include a significant difference between the mean trip distances on foot for the subcategories of variables such as gender (z value, 4.94), whether the respondent owned a private vehicle (z value, -21.2), and whether the trip was made inside the Central Business District (CBD) (z value, -3.93). One of the major implications of this study pertains to requirement of a footpath around main activity centers like bus stations, at least up to a distance of 1385 meters (maximum value for walking as the main mode) and around the bus stops, at least up to a distance of 750 meters (maximum value for walking as the access mode). Next, the present study analyzes the influence of built environment factors –density and diversity -on the mode choice and trip distance of the residents in the Bangalore city. The built environment factors are analyzed, for their marginal effects in the presence of various socio-demographic and alternative attributes, for the two segments -respondents owning at least a personal vehicle and respondents not owning any personal vehicle. The density used is the total density, which was the sum of population density in a zone and employment density in a zone. The diversity index, which was an explainer of the land-use mixture, was set such that, when a zone with small area had employment opportunities comparable with its population, the diversity index would be high. When tested on a holdout sample other than the ones used in the estimation of the mode choice model, for the vehicle-owning group, the model estimated produced a validation accuracy of 93% and 91% respectively for two-wheelers and walking. For the vehicle non-owning group, the prediction success rate was highest for walking (97%), and lowest for public transit (84%). For the vehicle non-owning group, an increase in the density increased the trip distance (parameter values of 0.016 for total density at origin and 0.002 for total density at destination) and decreased the NMT usage (parameter values of -0.036 and 0.038 respectively for cycling and walking for total density at origin, and -0.092 and 0.073 respectively for cycling and walking for total density at destination), but for the vehicle-owning group, the inverse was true. The results for the vehicle non-owning group highlighted the requirement of a policy framework to control the employment and housing location of them in order to reduce their trip distance. In the mode choice model for the personal vehicle-owning group, the similarity between the parameters of the built environment factors across the two-wheeler and NMT reflected the need for adopting policies that would change the attitude of people towards NMT. Also, the trip distance model determined that females preferred a shorter working distance, with a parameter value -0.109 for the vehicle-owning group and -0.04 for the vehicle non-owning group, when compared with males. Lastly, the study develops a methodological framework to determine the sustainability impact on providing NMT infrastructures using a Composite Sustainability Index (CSI). More specifically, the study develops a methodological framework to determine the variation in the CSI on providing NMT -walking and cycling – infrastructure. The methodology establishes a link between the proposed NMT infrastructures and the CSI using two explanatory indicators: 1) number of motorized vehicles and 2) vehicle-kilometers travelled by the motorized modes. The main components of the framework include the estimation of a mode choice model for a study area, calculation of the explanatory indicators for the scenarios before and after providing NMT infrastructures, and determination of the sustainability impact. The proposed framework, along with the acceptable distance determined in the earlier step, is then used to determine the sustainability impact on providing NMT facilities, for a future scenario, inside the CBD of Bangalore and around the bus stops carrying trips to the CBD. Three case studies are presented with the first one considering only intra zonal (CBD) trips, the second one considering only inter zonal trips having CBD as destination, and the third one considering both above mentioned the trips. The results of all the three case studies found an increase in the CSI (0.002 for the first case study, 0.076 for the second case study, and 0.100 for the third case study) for the peak-hour trips inside the CBD, on providing NMT infrastructures. This increase showed an improvement in the sustainability. Further, for the case study 1, which consisted of high percentage of short distance trips, the major beneficiaries of the NMT infrastructures were the low-income group. There was a reduction in public transport trips, of which the main contributors were the low-income group, from 142706.2 to 96410.2.

Indian cities are currently facing various transportation issues like congestion, pollution, urban inequity, high fatality rate due to accidents etc. because of an increase in the ownership of private motor vehicles and their usage. This has prompted many policy makers to search for alternate modal options that are more sustainable than motorized modes. Non Motorized Transport (NMT), which includes mainly walking and cycling in an urban context, do not produce many of the issues associated with motorized modes like congestion, pollution, fatal accidents etc. But, promotion of NMT requires a clear-cut planning strategy, with a lucid understanding of various strategies and their effect on the NMT usage. Present study tries to answer certain pertinent questions, particularly with respect to walking and cycling, which can arise while preparing a plan for promoting NMT in Indian cities. The following are the questions that the author seeks to answer in the present study. 1) Which are the areas inside a city that a planner shall target for promotion of NMT?2) Where shall a planner locate the infrastructures for NMT in these areas?3) What may be the possible impacts of providing these NMT facilities?4) What may be the possible effect of built environment factors on the choice of NMT? Providing NMT infrastructures requires knowledge of location characteristics such as the trip distance of NMT. Present study tries to elicit the existing distance characteristics of walking and cycling in terms of an acceptable trip distance. The household travel data of Bangalore city, for the year 2009, are used in the study. First, a description and a statistical analysis of the walking and cycling trip distances across the subcategories of socio-demographic and regional factors is done. Secondly, the acceptable distance is computed from the cumulative trip length distribution based on the results of the statistical analysis. The socio-demographic and regional factors used in the study include purpose, age, gender, educational level, occupational status, and motor vehicle ownership. The major results include a significant difference between the mean trip distances on foot for the subcategories of variables such as gender (z value, 4.94), whether the respondent owned a private vehicle (z value, -21.2), and whether the trip was made inside the Central Business District (CBD) (z value, -3.93). One of the major implications of this study pertains to requirement of a footpath around main activity centers like bus stations, at least up to a distance of 1385 meters (maximum value for walking as the main mode) and around the bus stops, at least up to a distance of 750 meters (maximum value for walking as the access mode). Next, the present study analyzes the influence of built environment factors –density and diversity -on the mode choice and trip distance of the residents in the Bangalore city. The built environment factors are analyzed, for their marginal effects in the presence of various socio-demographic and alternative attributes, for the two segments -respondents owning at least a personal vehicle and respondents not owning any personal vehicle. The density used is the total density, which was the sum of population density in a zone and employment density in a zone. The diversity index, which was an explainer of the land-use mixture, was set such that, when a zone with small area had employment opportunities comparable with its population, the diversity index would be high. When tested on a holdout sample other than the ones used in the estimation of the mode choice model, for the vehicle-owning group, the model estimated produced a validation accuracy of 93% and 91% respectively for two-wheelers and walking. For the vehicle non-owning group, the prediction success rate was highest for walking (97%), and lowest for public transit (84%). For the vehicle non-owning group, an increase in the density increased the trip distance (parameter values of 0.016 for total density at origin and 0.002 for total density at destination) and decreased the NMT usage (parameter values of -0.036 and 0.038 respectively for cycling and walking for total density at origin, and -0.092 and 0.073 respectively for cycling and walking for total density at destination), but for the vehicle-owning group, the inverse was true. The results for the vehicle non-owning group highlighted the requirement of a policy framework to control the employment and housing location of them in order to reduce their trip distance. In the mode choice model for the personal vehicle-owning group, the similarity between the parameters of the built environment factors across the two-wheeler and NMT reflected the need for adopting policies that would change the attitude of people towards NMT. Also, the trip distance model determined that females preferred a shorter working distance, with a parameter value -0.109 for the vehicle-owning group and -0.04 for the vehicle non-owning group, when compared with males. Lastly, the study develops a methodological framework to determine the sustainability impact on providing NMT infrastructures using a Composite Sustainability Index (CSI). More specifically, the study develops a methodological framework to determine the variation in the CSI on providing NMT -walking and cycling – infrastructure. The methodology establishes a link between the proposed NMT infrastructures and the CSI using two explanatory indicators: 1) number of motorized vehicles and 2) vehicle-kilometers travelled by the motorized modes. The main components of the framework include the estimation of a mode choice model for a study area, calculation of the explanatory indicators for the scenarios before and after providing NMT infrastructures, and determination of the sustainability impact. The proposed framework, along with the acceptable distance determined in the earlier step, is then used to determine the sustainability impact on providing NMT facilities, for a future scenario, inside the CBD of Bangalore and around the bus stops carrying trips to the CBD. Three case studies are presented with the first one considering only intra zonal (CBD) trips, the second one considering only inter zonal trips having CBD as destination, and the third one considering both above mentioned the trips. The results of all the three case studies found an increase in the CSI (0.002 for the first case study, 0.076 for the second case study, and 0.100 for the third case study) for the peak-hour trips inside the CBD, on providing NMT infrastructures. This increase showed an improvement in the sustainability. Further, for the case study 1, which consisted of high percentage of short distance trips, the major beneficiaries of the NMT infrastructures were the low-income group. There was a reduction in public transport trips, of which the main contributors were the low-income group, from 142706.2 to 96410.2.