PLACEMAKING AS A TOOL OF ACTIVE AND INCLUSIVE STREETS | URBAN PLANNING THESIS-2020

PLACE-MAKING AS A TOOL FOR ACTIVE INCLUSIVE STREETS - A STUDY ON BHUBANESWAR

GYANADA PANDA | 1620106151 DEPARTMENT OF PLANNING COLLEGE OF ENGINEERING AND TECHNOLOGY, BHUBANESWAR

C E R T I F I C AT E This is to certify that the thesis / dissertation titled “PLACE-MAKING AS A TOOL FOR ACTIVE INCLUSIVE STREETS - A STUDY ON BHUBANESWAR” has been submitted by Miss Gyanada Panda, 1620106151 towards partial fulfillment of the requirement for the award of Bachelor’s Degree in Planning, Department of Planning, College Of Engineering and Technology, Techno Campus, Bhubaneswar, Odisha.

This is a bonafied work of the student and has not been submitted to any other university for award of any other degree or diploma.

Head of the Department :

Thesis Guide:

MS. Swapna Sarita Swain Head of the Department, Department Of Planning, CET-Bhubaneswar.

MR. BHABANI SHANKAR SA Assistant Professor, Department Of Planning, CET-Bhubaneswar.

Signature:

Signature:

Thesis Co-Guide: Miss Shibangi Sahoo Faculty, Department Of Planning, CET-Bhubaneswar.

Signature:

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U N D E R TA K I N G I, Miss Gyanada Panda, 1620106151, the author of the thesis / dissertation titled “PLACE-MAKING AS A TOOL FOR ACTIVE INCLUSIVE STREETS - A STUDY ON BHUBANESWAR” hereby declare that this is an independent work of mine, carried out towards the partial fulfillment of the requirement for the award of Bachelor’s Degree in Planning, Department of Planning,College Of Engineering and Technology, Techno Campus, Bhubaneswar, Odisha.

This work has not been submitted to any other institution for the award of any other degree or diploma.

Date: Place: Bhubaneswar, Odisha

GYANADA PANDA Redg.no: 1620106151 Signature:

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DISCLAIMER This document describes work undertaken as a part of a program of Bachelor’s Degree course at the Department of Planning, College Of Engineering and Technology, Techno Campus, Bhubaneswar, Odisha. All views and opinions expressed therein remain the sole responsibility of the author and do not necessarily represent those of the institute or university.

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ACKNOWLEDGMENT The idea of this thesis has been growing gradually within me in the 4 years of my Bachelors in Planning Degree at College Of Engineering and Technology, Bhubaneswar.

A sincere thanks to all the faculty members who helped me in this voyage.

I would like to express my sincere thanks to my guide Miss Shibangi Sahoo for her guidance and motivation during the entire duration of my thesis period.

I would also like to thank Asst. Professors Ms. Swapna Sarita Swain, and all faculty members for their expert opinions on my research studies to help me refine my thesis work.

Last but not the least a sincere, heartfelt thanks to my entire family for being a constant support physically, mentally as well as financially over the entire research period and keeping me ardent for the work I love.

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PLACEMAKING AS A TOOL FOR ACTIVE & INCLUSIVE STREETS - A STUDY ON BHUBANESWAR

CONTENTS A. CERTIFICATE

ii

B. UNDERTAKING

iii

C. DISCLAIMER

iv

D. ACKNOWLEDGMENT

v

E. CONTENTS

vi

F. LIST OF TABLES

viii

G. LIST OF FIGURES

viii

I. LIST OF MAPS

ix

J. ABSTRACT

xi

CHAPTER 1. INTRODUCTION

1

1.1. Background

2

1.2. Evolutionary Evidences

3

1.3. Indian Street Culture

5

1.4. Why Active and Inclusive Street?

7

1.5. Context Of Bhubaneswar

9

CHAPTER 2. AREAS OF RESEARCH

15

2.1. Placemaking and streets

16

2.2. Guiding Principles

24

2.3. Street Design Elements

29

2.4. Case Studies

35

2.5. Best Practices

38

2.6. Aspect Characterisation

42

CHAPTER 3. SETTING THE RESEARCH CRITERION

47

3.1. Aim of the study

48

3.2. Objectives

48

3.3. Scope

48

3.4. Limitations

48

3.5. Expected Outcomes

48

3.6. Research Methodology

49

3.7. Data Collection Method

49

3.8. Questionnaires

50

CHAPTER 4. PROFILING

53

4.1. City profiling

54

4.2. Site Selection

63

4.3. Site Profiling & Issue Mapping

70

GYANADA PANDA, 1620106151, 8TH SEM, DEPARTMENT OF PLANNING, CET - BHUBANESWAR

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PLACEMAKING AS A TOOL FOR ACTIVE & INCLUSIVE STREETS - A STUDY ON BHUBANESWAR

CHAPTER 5. STUDY AREA ANALYSIS

77

5.1. Sociability

78

5.2. Economy

86

5.3. Environment

88

5.4. Physical

90

CHAPTER 6. RECOMMENDATIONS

95

6.1. City Level (General) recommendations

96

6.2. On-site recommendations

118

6.3. Street sections

131

CHAPTER 7. REFERENCES

143

GYANADA PANDA, 1620106151, 8TH SEM, DEPARTMENT OF PLANNING, CET - BHUBANESWAR

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PLACEMAKING AS A TOOL FOR ACTIVE & INCLUSIVE STREETS - A STUDY ON BHUBANESWAR

L I S T O F TA B L E S

Table 1. Questionnaire on Pedestrian Survey Table 2. Questionnaire on Street flow Survey

Table 3. Questionnaire on People flow Survey Table 4. Chart for Street Infrastructure Survey Table 5. Chart for Street Rating Table 6. Jurisdiction wise - Allocation of Green space and parks Table 7. Ongoing schemes and projects to develop city's public spaces Table 8. Site Profiling (Khandagiri-Chandaka Road) Table 9. Issue Mapping (Khandagiri-Chandaka Road) Table 10. Site Profiling (Jagamara New Road) Table 11. Issue Mapping (Jagamara New Road) Table 12. Site Profiling (Janpath Road) Table 13. Issue Mapping (Janpath Road) Table 14. Site Profiling (Madhusudan Marg) Table 15. Issue Mapping (Madhusudan Marg)

LIST OF FIGURES Figure 1. Factors of Active Streetscapes Figure 2. Per capita public space area Figure 3. Benefits of Great Public places Figure 4. Types Of Placemaking Figure 5. Components of Complete Streets Figure 6. Principles of Complete Streets Figure 7(1-8). Principles better sidewalks Figure 8. Difference between sprawled & compact city Figure 9. Bicycle networking Figure 10. Pedestrian access to a median BRT station.

Figure 11. Aspect Characterisation for research Figure 12. Research Methodology Figure 13. Male-Female Population percentage Figure 14. Population Growth of Bhubaneswar Figure 15. Percentage Growth rate of population of Bhubaneswar Figure 16. Percentage Literacy Growth Rate Figure 17. Working / Non-working Population Figure 18 : Land Use of Khandagiri street Figure 19 : Land Use of Jagamara Figure 20 : Land Use of Janpath street GYANADA PANDA, 1620106151, 8TH SEM, DEPARTMENT OF PLANNING, CET - BHUBANESWAR

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PLACEMAKING AS A TOOL FOR ACTIVE & INCLUSIVE STREETS - A STUDY ON BHUBANESWAR

Figure 21 : Land Use of Madhusudan Marg Figure 22: Age distribution of people flow in Khandagiri street Figure 23: Age distribution of people flow in Jagamara street Figure 24: Age distribution of people flow in Janpath street Figure 25: Age distribution of people flow in Madhusudan Marg Figure 26: Gender distribution of people flow Figure 27: Activity distribution of people flow in Figure 28: Economy & Vending distribution Figure 29: Traveling mode of people Figure 30: Sidewalk Zoning Figure 31: Placement of Public Toilets Figure 32: Space Requirement for a child Figure 33: Space Requirement for a senior adult Figure 34: Space Requirement for a disabled Figure 35: Space Requirement by various vendors Figure 36: Space provisions for commercial use extensions Figure 37: Storage provision for vendors Figure 38: Median Cut-throughs Figure 39: Ramps specifications Figure 40: Tactile Pavings

LIST OF MAPS Map 1: India Political Map 2: Odisha Political Map 3: Khordha with BMC Map 4: BMC road map Map 5: BMC zone map Map 6: Population Density Map (Ward wise,BMC) Map 7: Male-Female ratio Map (Ward wise,BMC) Map 8: Land Use Map (BMC) Map 9: Road & street map (BMC) Map 10 : BMC Ward Map with road network Map 11 : Khandagiri Road Map 12 : Jagamara New Road Map 13 : Janpath [Rajmahal-Sishubhawan] Map 14 : Madhusudan Marg Map 15 : Mahatma Gandhi Marg Map 16 : CRP DAV Road GYANADA PANDA, 1620106151, 8TH SEM, DEPARTMENT OF PLANNING, CET - BHUBANESWAR

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PLACEMAKING AS A TOOL FOR ACTIVE & INCLUSIVE STREETS - A STUDY ON BHUBANESWAR

Map 17 : Khandagiri-Chandaka road profiling Map 18 : Jagamara New Road profiling Map 19 : Janpath Road profiling Map 20 : Madhusudan Marg profiling Map 21 : Landuse of Khandagiri with violations and land ownership Map 22 : Landuse of Jagamara and land ownership Map 23 : Landuse of Janpath with violations and land ownership Map 24 : Landuse of Madhusudan Marg and land ownership Map 25 : Commercial map of Khandagiri Map 26 : Commercial map of Jagamara Map 27 : Commercial map of Janpath Map 28 : Commercial map of Madhusudan Marg Map 29 : Environment map of Khandagiri Map 30 : Environment map of Jagamara Map 31 : Environment map of Janpath Map 32 : Environment map of Madhusudan Marg Map 33 : Street Infrastructure map of Khandagiri Map 34 : Street Infrastructure map of Jagamara Map 35 : Street Infrastructure map of Janpath Map 36 : Street Infrastructure map of Madhusudan Marg Map 37 : Public Toilet and help centers proposals Map 38 : Re-routing in Khandagiri Map 39: Vendor Allignment In Khandagiri Map 40: Planting line In Khandagiri Map 41: Cycle lane and parking Proposals in Khandagiri Map 42 : Public Toilet proposals in Jagamara Map 43 : Vending alignment in Jagamara Map 44 : Planting Line In Jagamara Map 45: Public Toilet in Janpath Map 46: Vendor Alignment in Janpath Map 47: Planting Line in Janpath Map 48: Public Toilets in Madhusudan Marg Map 49: Vending Alignment in Madhusudan Marg Map 50: Planting line in Madhusudan Marg

GYANADA PANDA, 1620106151, 8TH SEM, DEPARTMENT OF PLANNING, CET - BHUBANESWAR

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PLACEMAKING AS A TOOL FOR ACTIVE & INCLUSIVE STREETS - A STUDY ON BHUBANESWAR

ABSTRACT Bhubaneswar being a smart city meant along with basic and technologically advanced facilities, it has to provide ample interactive and functional spaces to local public for increased social interaction and better lifestyle. But in a modern, urbanized Bhubaneswar, lack of open spaces or public places, pose a block in developing as a smart city. The solution? Reclaiming city streets. The impression of streets as gathering place and relaxation area has been revolving around since the dawn of ages. Apart from providing mobility, streets act as a connection between the people and the places they are visiting. However, an extravagant vehicular growth made the street spaces largely dull and monotonous, that can barely be considered as public spaces.

This study will try to create a model for Indian streetscapes, where the streets serve a multi-purpose network focusing on its activeness and inclusiveness, evaluating the current usage and conditions on the basis of 4 major aspects-social, economic, physical and environmental. With detailed observational surveys and various analytical and design tools, this research will create a dataset of comparative analysis showcasing the efficiency of various streets and providing suitable guidelines so as to create a better image of streets as public spaces.

GYANADA PANDA, 1620106151, 8TH SEM, DEPARTMENT OF PLANNING, CET - BHUBANESWAR

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1. INTRODUCTION

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PLACEMAKING AS A TOOL FOR ACTIVE & INCLUSIVE STREETS - A STUDY ON BHUBANESWAR

1.1. BACKGROUND Cities have always been elusive but the main goal of city is to give people, the places where they can find tranquility and help them engage with one another yet at the same time providing them with freedom of thoughts and individuality. Public sphere is a domain in which all these can easily be found and exercised.

Public spaces forms a vital place where people can come together, exchange ideas, romanticize with one another, protest for a cause, form a new friend circle,

Image 1. A Street Source: pps.org

learn skills and share knowledge, emotions and music.

It is a dimension of space where various activities takes place at different times because it is the only space in the city where all emotions, feelings, the subjectivity of human being is expressed in numerous variations. People from different climate and culture come together and form public sphere and thus creates places that reflects their collective needs. Therefore, public places are a vital ingredient for cities to be successful as they help build a sense of community, civic identity and culture facilitating social capital, economic development and community revitalization.

Placemaking inspires people to collectively reimagine and reinvent public spaces as the heart of every community. Strengthening the connection between people and the places they share, placemaking refers to a collaborative process by which we can shape our public realm in order to maximize shared value. Placemaking is a multi-faceted approach to planning, design and management of public spaces. More than just promoting

better

urban

design,

Image 2. Placemaking Process Source: pps.org

placemaking

facilitates creative patterns of use, paying attention to the physical, cultural, and social identities that define a place and support its ongoing evolution.

GYANADA PANDA, 1620106151, 8TH SEM, DEPARTMENT OF PLANNING, CET - BHUBANESWAR

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PLACEMAKING AS A TOOL FOR ACTIVE & INCLUSIVE STREETS - A STUDY ON BHUBANESWAR

Streets as public places is about placemaking on one of the most important public spaces each community has. With community based participation at its center, an effective "Streets As Places" process capitalizes on a local community"s assets, inspiration, and potential, and results in streets that contribute to people's health and well-being. Streets occupy approximately 20% of the total land area in a typical city, and they are the most important and ubiquitous form of public space. Streets are the stage upon which the drama of urban life unfolds

"We go back to some streets more often than others‌ Maybe a street unlocks memories, or offers expectations of something pleasant to be seen, or the possibility of meeting someone old, or someone new... Because some streets are more pleasant than others, we go out of our way to be on them."

-Allan B. Jacobs

"Streets: Old Paradigm, New Investment"

every day. And this is not a recent phenomenon— streets have played this role since the beginning of towns and cities. Urban streets play an important role in how this increasing number of people in the cities move about, interact, conduct business etc. Hence, the designing of these streets is of utmost importance. Well-designed and robustly constructed streets can significantly improve the quality of life

of the urban citizenry. Streets in

our cities should be representative of our lifestyle and culture. Their designs need to respond to the multitude of activities and functions that streets perform. Modern streets also carry a number of

Image 3. Avilles Streetscape Source: pps.org

infrastructure services such as water, sewer, storm water, electrical, and telephone lines. The design of underground utilities needs to be coordinated with the surface layout and functioning of a street.

Therefore, it is critical that streets are designed properly and in adequate detail.

1.2. EVOLUTIONARY EVIDENCES In 1961, Jane Jacob in her book "The Life and Death of Great American Cities" mentioned that "Cities have the capabilities of providing something for everybody, only because, and only when, they are created by everybody".

This was based on the fact that cities are for the people.

Many of the early/classical urban thinkers used simple GYANADA PANDA, 1620106151, 8TH SEM, DEPARTMENT OF PLANNING, CET - BHUBANESWAR

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PLACEMAKING AS A TOOL FOR ACTIVE & INCLUSIVE STREETS - A STUDY ON BHUBANESWAR

observation and common sense. Jane Jacob for example, suggested that cities needs to have public spaces, mixed uses, dense concentration, buildings with different age and dimensions and short walkable blocks.

Two decades later in 1980, William H. Whyte in his book "The Social Life of Small Urban Spaces" which was a pre-book to the project: The Street Life Project, tried to understand the lifestyle of people in different urban spaces and why some spaces are successful over other spaces in New York. He suggested how those spaces can be improvised with policies, design and planning.

Both famously accepted urbanist, Jacob and Whyte approach towards urban planning and design was a revolutionary step for the city's development and growth in the post-world war era. Both believed that cities are actually for the people and the city spaces belongs to people. The commonality among both the urbanist is that, they understood the importance of public space in the city. Since the earliest publication of Camillo Sitte's book in 1889 on the "Art of Building Cities" from an intuitive and aesthetic view point to Jan Gehl's book on "Cities for People" in 2010, public spaces and people have been the vortex of cities.

Image 4. An Implementation critique Source: Jan Gehl's "Cities For People"

Indeed the fundamental aim of the public spaces is to ensconce community and to arbitrate social conflict (S.Kostof, 1992)

[1]

. From Greek Agora to Central Park

of New York, the public spaces have always been a canvas for political and social change. Demonstration of this change in design and uses of the public realm is important as it is a part of ever changing landscape.

Colosseum in Rome was once a battlefield, now it is part of the Seven Wonders of the World with having one of the highest tourist attraction. The presence and survival of public space since the time of Harappan civilisation gives us a proof of togetherness and collectiveness embodied in the communities. In 21st century we have largely abandoned the sense of togetherness and GYANADA PANDA, 1620106151, 8TH SEM, DEPARTMENT OF PLANNING, CET - BHUBANESWAR

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PLACEMAKING AS A TOOL FOR ACTIVE & INCLUSIVE STREETS - A STUDY ON BHUBANESWAR

collectiveness, which can

be highlighted in today's

public spaces.

Humans are after all highly sociable species, company

"Within the dense press of the built fabric the greatest luxury of all is empty space".

-Spiro Kostof

of others seems to be a fundamental belief to our existence and belonging. Public spaces have been primary part of cities, for people to come together for a common sociable purpose. Hence, people and place are regarded as the DNA of cities.

In today's contemporary cities, public space is the element of the city where most of the convivial as well as reclusive activities takes place (Shaftoe, 2008)

[2]

.

Since then public spaces have long been on the platter of planners, sociologists, urbanists, architects and designers. All of them have been curiously discussing and debating about public spaces; the right to public spaces; the use of public spaces; the dead spaces; equality and equity in public space; the accessible spaces and so forth.

1.3. INDIAN STREET CULTURE Since dawn the age’s streets have played a significant role in connecting people, cities, spaces and goods and hence facilitating trade and commerce, social interaction and expressively mobility. Apart from providing mobility, the streets acts as a place where people walk, talk, meet family and friends, eat, seat, shop, etc. and hence it is fanatical to everyday human life. However due to high vehicular growth the streets spaces have almost been capitulated to the private vehicles for so long that street are now barely considered as spaces.

India is urbanising at a very rapid pace, and many of our cities are struggling to keep up with this pace. Streets occupy approximately 20 percent of the total land area in a typical city, and they are the most important and ubiquitous form of public space.

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PLACEMAKING AS A TOOL FOR ACTIVE & INCLUSIVE STREETS - A STUDY ON BHUBANESWAR

Across India, the street has been centre-stage in discussions of disputed urban issues such as transport, eviction drives, new economic settings and emerging forms of public life. Moreover, streets in Indian cities have historically hosted a range of socio-political and cultural uses that are integral to urban democracy. As Appadurai’s (1987)

[3]

visual-anthropological account

of the street life (just before the liberalization of Indian

Image 5. Pendra, Chattisgarh Source: Author's

economy) reveals, the imposing billboards advertising commodities constitute a central part of our urban experience in India.

Hawkers constitute a central location in the circulation of commodities. Generally they set up their stalls either in front of buildings, and use the walls facing the sidewalk, and opposite buildings and other shops at the kerbside edge of the sidewalk, forming a corridor in the middle for pedestrian traffic. Streets in Indian cities are delegated market places where not only buyers and sellers congregate. Streets are also places where people spend their idle time. Streets and footpaths host peripatetic entertainers, some of whom play trained animals, particularly bears and monkeys and snakes, yet others perform gymnastics and juggling. Each city develops places where such players congregate.

Streets host processions and pageantry, performances in temporary pandals (some of them display opulence) of various kinds. During these festivals, streets are often taken over by the claims of various communities, communal forces and interest groups often leading to violent communal clashes. Streets are also residential settings. A substantial section of India’s laboring urban poor lives on the streets and footpaths. In Calcutta and Bombay, street dwellers are called “pavement dwellers”.

They include predominantly single male migrants working as transport workers, rickshaw pullers, kulis, hawkers etc. This population, for whom the street is neither a thoroughfare, nor even a spectacle, but GYANADA PANDA, 1620106151, 8TH SEM, DEPARTMENT OF PLANNING, CET - BHUBANESWAR

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PLACEMAKING AS A TOOL FOR ACTIVE & INCLUSIVE STREETS - A STUDY ON BHUBANESWAR

shelter, is a complex part of street ecology. They are ubiquitous at the very late hours of the night and the very early hours of the morning. Their presence when the city sleeps makes the street a human space.

(Appadurai's 1987)

[3]

.

1.4. WHY ACTIVE & INCLUSIVE STREETS ?

The placemaking in street spaces helps in playing a major role making great public streetscapes. It promotes a sense of comfort and defines a sense of community in the surroundings while promoting the public health.

It help creating improved accessibility for every user group. It also helps in building and supporting the local economy as well promoting it in the national and global levels.

The major factors which determine the activeness and inclusiveness of any street are: socio-cultural, economical, physical, and ecological factors. • Social: The placemaking of any street spaces helps in increasing the pedestrian footfall. This, in turn, increases the chances of social interaction which helps in the exchange of traditions and cultures. Active streetscapes helps in increasing the happiness index and the safety index of the place. All these, in turn, helps in the rise of quality of lifestyle of the people.

Image 6. Happy & Lively streetscapes Source: 352creates

• Economical: Active street spaces plays a major role in the economic development of the place as well helps in increasing the local income of neighborhood or the community. These streetscapes help in the growth of business activities through the development of local market and craft cultures. This helps in increasing the employmental opportunities for the local public. Another major part of economic benefit is the cutoffs in the transportation expenditure for the local public due to increase in the pedestrian activity and NMT modes of

Image 7. Facades with open dinings Source: social media

transit.

GYANADA PANDA, 1620106151, 8TH SEM, DEPARTMENT OF PLANNING, CET - BHUBANESWAR

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PLACEMAKING AS A TOOL FOR ACTIVE & INCLUSIVE STREETS - A STUDY ON BHUBANESWAR

• Physical: Active Streetscapes provides for lively and happening street spaces which sometimes helps to create a unique identity of streets as well as the area concerned to those streets. This helps in city imaging and branding, attracting many global events and funds for financing further developmental projects.

For example, the Floating Umbrella streets of Agueda, Portugal has presented its uniqueness and later spread Image 8. Floating Umbrella Streets, Portugal Source: earthporm.com

in the other countries.

• Environmental: Streetscapes with more green spaces or the eco-streetscapes with green landscapes and shaded areas helps to increase the pedestrian and cycling activity in those streets. Due to this, there is a considerable decline in the fossil fuel usage lessening the pollution levels which in turn increases the quality of air in those places.

1. SOCIAL Increase in Pedestrianism Increase in Social Interaction Cultural Exchange Rise in Happiness Index & Safety Index Rise in Lifestyle Quality

2. ECONOMICAL Growth in Business Cutoffs in Transportation Activities expenditure Increase in Employmental Opportunities Development of Local Markets & Craft Culture Figure 1. Factors of Active Streetscapes Source: pps.org (Author's analysis)

Image 9. Eco-streetscapes Source: 352creates

3. PHYSICAL Lively & Happening Streets Unique Identity of streets & areas City Imaging & Branding Attraction of Global Events Attraction of funds for further developments

4. ENVIRONMENTAL Eco-Streetscapes Green spaces (Landscaped & shaded areas) Increase use NMT modes Decline in fossil fuel usage and pollution levels Increase in air quality

GYANADA PANDA, 1620106151, 8TH SEM, DEPARTMENT OF PLANNING, CET - BHUBANESWAR

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PLACEMAKING AS A TOOL FOR ACTIVE & INCLUSIVE STREETS - A STUDY ON BHUBANESWAR

1.5. CONTEXT OF BHUBANESWAR 1.5.1. EXISTING PUBLIC SPACES

[4]

According to World Health Organization (WHO)

,

9 m2

8 m2

3.07 m2

minimum green urban space per capita should be 9m2, which varies from city to city or country to country depending on the gross green, open urban area and gross population living in the city or the nation. For Indian cities, the minimum per capita green urban space, as

World Cities Indian Cities Bhubaneswar Figure 2. Per capita public space area Source: WHO & Author's analysis

per WHO, is 8m2. For Bhubaneswar city, the existing open public space (2020) is calculated as 3.07m2 per capita while the total public and recreational space is 2.6 km2. This amount of space per capita is much less as compared to the required standards and also demands active recreation.

The next place that is more frequented by the public is the city streets. The space in city streets includes everything in the right of way excluding the main carriageway, which can be turned into potential public spaces. Therefore, we need to convert the earlier wasted street spaces into adaptable, accessible and aesthetically appealing public spaces to attract the people as well as to compensate for the inadequacy in the public and recreational space.

1.5.2. PUBLIC SPACE DESIGNS In the Image 10, Putnam triangle, NYC we can see that the space design is as per the requirements of the visiting public. There is provision of street furniture, shade places, shops (commercial activities) etc. along

Image 10. Putnam Triangle, New York Source: Placemaking, New York, PPS

with the ambiance of a public space. In the image 11, is a public space under a flyover where there is shaded sitting areas and pocket parks but lack any kind of major commercial or recreational activities. This can cut the footfall attraction to such places in a long run.

On the other hand, image 12, which presents the view of Ekamrakshetra, Janpath, Bhubaneswar. This place, even though have an unique contour landscaped design

Image 11. J.J. Fyover, Mumbai Source: Flyover Project, Matunga

GYANADA PANDA, 1620106151, 8TH SEM, DEPARTMENT OF PLANNING, CET - BHUBANESWAR

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PLACEMAKING AS A TOOL FOR ACTIVE & INCLUSIVE STREETS - A STUDY ON BHUBANESWAR

does not have any shaded places neither have any provisions of active commercial or recreational activities.

This is the major reason for failure of any public place and would not attract people in a long run.

To make an under performing space into a vital 'place', physical elements must be introduced that would make

Image 12. Ekamrakshetra, Janpath Source: Author's Survey

people welcome and comfortable such as seating and landscaping and also through management changes in the pedestrian circulation pattern and by developing more effective relationships between the surrounding retail and the activities going on in the public spaces.

Hence, the goal is we need to create spaces that has both a strong sense of community and a comfortable image as well as a setting and activities and uses that collectively add up to something more than the sum of its often simple part which are actually for the public benefit, attracting them in a long run and not just for the sake of design.

1.5.3. BARRIER-FREE MULTIFUNCTIONAL ROW

Image 13. Jess Malone, New York Source: Placemaking, New York, PPS

In the image 13, Jess Malone, New York, we see there is multiple usability of the streets that is there is sitting spaces, pedestrian pathways, cycleways etc along the side of the main carriageway with partial

barriers created by planter boxes yet all effective and serves multi functionality. In image 14, that is of J.M Road, Pune, there is also versatility in the use of the right of way (ROW) with partial barriers of green pockets and pop-up parking spots along the side of the main carriageway. In the image 15, the streets of Janpath, Bhubaneswar, we can see there are physical barriers all along the side of the main carriageway segregating the on-streets and off-streets activities making it impracticable for the public access. Also there is a major space wastage creating a negative image of the city streets.

Image 14. J.M. Road, Pune Source: Complete Streets, Pune, ITDP

Image 15. Janpath, Bhubaneswar Source: Author's Survey

GYANADA PANDA, 1620106151, 8TH SEM, DEPARTMENT OF PLANNING, CET - BHUBANESWAR

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PLACEMAKING AS A TOOL FOR ACTIVE & INCLUSIVE STREETS - A STUDY ON BHUBANESWAR

The focus point in here is that an effective and efficient right of way does not necessarily mean to provide separate spaces for each use, rather the spaces should be designed in an interactive manner and complement each other's presence and importance.

1.5.4. ACTIVENESS OF CITY STREETS The image 16, shows a sidewalk with active shop frontages in Berlin City, Germany. This activeness is due

Image 16. Berlin, Germany Source: Smart Density, Elington Bia

to the presence of side-by shops, cafes etc along with the complementary infrastructure such as removable furnitures, street lightings, decorations etc. In the image 17, J.M. Road, Pune, there are shops and commercial places that helps in keeping the activeness of that place intact attracting the footfall in those streets. On the other hand, image 18 shows the streets in Rajmahal, Bhubaneswar which are well equipped with the required

Image 17. J.M. Road, Pune Source: Complete Streets, Pune ITDP

infrastructure to become a perfect public streetscape but cannot attract footfall due to lack of any kind of activity (commercial or recreation).

Any individual will always search for a reason to visit a place. A major reason for public footfall are the activities available in that area, be it commercial or recreational.

For Streetscapes to attract more and more people, need to provide some or other kind of activity along with well

Image 18. Rajmahal, Bhubaneswar Source: Author's Survey

equipped, complementary street infrastructure to keep the liveliness and activeness of that intact.

1.5.5. INCLUSIVE STREETSCAPES The image 19, shows a street in Columbus, Ohio's Scioto Greenways presenting the user friendliness of the street. It has gently sloping walkways to let people of all abilities enjoy the downtown riverfront ambience.

The image 20, shows child friendliness designs in the streets of J.M. Road, Pune. The City of Pune has

accommodated initiatives such as Urban 95 to

Image 19. Columbus, Ohio Source: Design For Everybody, APA

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transform urban areas and make them children and care-giver friendly. In case of Bhubaneswar, there is no such design implementation of inclusive approach on streets although there are proposals for child friendly smart city as a part of the Bernard van Leer Foundation (BvLF) in partnership with Urban 95. But there are no initiatives for other user groups - differently abled, aged

Image 20. J.M. road Source: Complete Streets, Pune, ITDP

people, women etc.

The cities having adopted inclusive approaches to street uses have seen more active streetscapes. The design approaches for inclusive streets should be accessible for its user groups- age and gender groups serving equal services to all.

Image 21. Children Playing in a park, Bhubaneswar Source: BUKC

1.5.6. STREET MANAGEMENT The management of streets is an important aspect of streetscape development. Mismanaged streets rises the question of public safety. Also improper street arrangement gives a dull ambiance to the streetscapes making them inactive and declining the footfall of that place. It also adds up to create a negative image of city streets. • PARKING: In the image 22, we see that the bikes are parked on the pedestrian lane blocking the passage for a free pedestrian pathway.

On-street parking should be clearly designated, managed and restricted in volume, enabling access to nearby properties without disturbing the flow of motor

Image 22. Janpath, Bhubaneswar Source: Author's Survey

vehicles, pedestrians, and cyclists. • VENDING: In the image 23., there are illegal street vendors who are taking up the space for pedestrian pathway as well as intruding the carriageway.

Well-planned spaces for street vending provide citizens with secure and dignified areas for the trade of goods and services. They can help making urban space more

Image 23.Ekamrahata, Bhubaneswar Source: Author's Survey

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vibrant, promote social supervision,and improve public safety.

• ILLEGAL ENCROACHMENT: In the image 24, we see that informal traditional vendors have illegally settled encroaching the pedestrian pathway blocking any pedestrian development along the street. Also the street becomes unsafe for any kind of user, be it pedestrian, vendors or cars etc.

Proper demarcation of street space for users and use

Image 24. Ashok Nagar, Bhubaneswar Source: Author's Survey

of partial barriers (curbs, grass strips) to separate the traffic ensuring public safety and easy flow of traffic.

• SIGNAGES: In the image 25, there is a wrecked and disbanded billboard causing visual pollution and creating negative impact on the visitors thus contributing in decreasing the footfall in the area.

Properly arranged and aligned, well informative signs and maps on the street space not only help the tourists but also help the local public in guiding them through

Image 25. Janpath, Bhubaneswar Source: Author's Survey

the area.

• UNDER-USED STREETS: In the image 26, even if there is provision of sitting space, there is no proper shade or lighting provision which contributes in limiting the usability of the street during both the day as well as night time. Also there is no activity which makes the street unwelcoming and unsafe for public.

Proper provision of infrastructure and complementary activities along the streets increases its usability as well as make the place active inviting more and more

Image 26. Khandagiri, Bhubaneswar Source: Author's Survey

people.

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2.AREAS OF RESEARCH

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2.1. PLACEMAKING & STREETS 2.1.1. PUBLIC PLACES Public places are important part of everyday life. These are places for recreations, places for social interaction and learning, places to get amalgamate with nature, places to detoxify the body, places for sports, places to walk with your pets, places to get away from hectic life for calm and quite place. In other words, public spaces are the living rooms without walls to enjoy, to get together, to rejuvenate. These public spaces play an important role in social and economic interaction.

PLACE

Figure 3. Benefits of Great Public places Source: pps.org (PLACEMAKING- What if we built our cities around places?)

2.1.2. DEFINING STREETS AS PUBLIC PLACES A street

[5]

is the basic unit of urban space through which

people experience a city. It is often misconceived as the two-dimensional surface that vehicles drive on when moving from one place to another. Streets are, in fact, multidimensional spaces consisting of many surfaces and structures. They stretch from one property line to another, including the building edges, land uses, and

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setbacks that define each side. They offer space for movement and access and facilitate a variety of uses and activities. Streets are dynamic spaces that adapt over time to support environmental sustainability, public health, economic activity, and cultural significance.

"Cities have the capability of providing something for everybody, only because, and only when, they are created by everybody."

-Jane Jacobs

Streets are like outdoor rooms shaped by multiple planes: the ground plane at the bottom, the buildings and the roadbed edges as the side planes, and the canopy plane like the ceiling of the room. Each plane is constructed of many individual elements that are often regulated or created by a range of different policies, codes, guidelines, and building practices.

Understanding the various portions of a street as either continuous or interchangeable offers a flexible approach to street design. While sidewalk clear paths, bike lanes, and travel lanes must be continuous and connected in order to function effectively, interchangeable elements such as parking spaces, trees, parklets, and transit stops allow a street to be adapted to serve its context.

2.1.3. PLACEMAKING AND TYPES Placemaking

[6]

inspires people to collectively re-

imagine and reinvent public spaces as the heart of every community. Strengthening the connection between people and places they share, placemaking refers to a collaborative process by which we can share our public realm in order to maximize shared value. More than just promoting better urban design, placemaking facilitates creative patterns of use, paying particular attention to the physical, culture and social identities that a define a place and support its ongoing evolution. Placemaking is

Figure 4. Types Of Placemaking Source: Placemaking Guidebook, LPI

both a process and a philosophy. It is centered around observing, listening to and asking questions to the people who live, work and play in a particular space in order to understand their needs and aspirations for that space and for their community as a whole.

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Working with the community to create a vision around the places they view as important to community life and to their daily experiences is key to building a strategy for implementation. Beginning with short term, experimental improvements can immediately bring benefits to public spaces and the people who use them and inform longer term improvements over time. There are 4 types of placemaking described as follows: • STANDARD PLACEMAKING: This type describes an incremental way to improve the quality and vitality of a place with many separate projects and/or activities that may be pursued by public, non-profit and private sectors on a targeted basis over an extended period of time.

Projects:

Street

and

façade

improvements

to

buildings downtown, residential infill and rehabs, park improvements or other small scale multi-use projects.

Image 27. An active public place Source: WRI

Activities: Events in public spaces such as downtown sidewalks, streets, civic buildings, parks and waterfronts.

• CREATIVE PLACEMAKING: This type brings new life to public spaces by applying arts, culture and creative thinking to all aspects of the built environment in order to stimulate activity and reawaken underutilized spaces. Bringing these arts and cultural activities and experiences to the forefront helps shape community identity through increased social interaction and public

Image 28. Carriageway painting Source: Streets plan collaborative

engagement, while also strengthening the sense of pride and connectivity among community members.

[7]

Projects: Development that is built around and inclusive of the arts, such as museums, performance halls, public art displays or live-work structures for local artists.

Activities: Outdoor town square concerts, sculpture loan programs, public art contests or movies and plays in the park.

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• STRATEGIC PLACEMAKING: This type focuses on creating quality places that talented workers want to live, work, play and learn in, thereby attracting further job creation and economic development opportunities to the community. These projects are typically targeted in downtowns and along key corridors in transect locations with dense urban populations, and result in quality, human scale, pedestrian-oriented environments that

Image 29. Tramway though a public space Source: Michigan MI Place Partnership

boast multiple housing, transportation and recreation options nearby.

[8]

Projects: Mixed-use developments in targeted locations, green pathways to parks and waterfronts, or other entertainment facilities and places for social gatherings around these key centers, nodes and corridors.

Activities: Cyclical events targeted to talented workers along with other arts, cultural, entertainment and recreational amenities that attract a wide range of users. • TACTICAL PLACEMAKING: This is the process of creating quality places using a deliberate, phased approach to change through short-term, low-cost projects that target public spaces. Tactical Placemaking is comprised of two related but separate approaches called Tactical Urbanism and Lighter, Quicker, Cheaper.

Both seek to test new concepts through an action

Image 30. Attractive sitting places along sidewalk Source: pps.org

planning process that transforms underutilized spaces.

These scaled-down and targeted efforts showcase the different possibilities and new uses for public spaces, and encourage experimentation before making any substantial political and economic commitments.

[9]

Projects: Road diets and other Complete Streets projects, or the construction of new forms of neighborhood dwellings such as a passive solar home.

Activities: Chair bombing, pop-up cafes, parking space conversions into parklets, guerrilla gardening and a variety of other activities designed to reinvent public spaces.

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> TACTICAL URBANISM: It is a citizen-led approach to public placemaking using short term, low-cost and scalable interventions to catalyze long-term changes.

These approaches are commonly referred to as "guerrilla urbanism", "pop-up urbanism", "city repair" or "D.I.Y urbanism". It features the following 5 characteristics: - A deliberate, phased approach to instigating change;

Image 31. An intersection in Mumbai (tactical urbanism) Source: WRI

- The offering of local solutions for local planning challenges; - Short-term commitment and realistic expectations; - Low-risks, with a possibly a high reward; - The development of social capital between citizens and the building of organizational capacity between public-private institutions, non-profits and their constituents.

Some of the tactics are: open streets, play streets, guerilla gardening, pop-up retail, pavement plazas & parks, pop-up cafes, depave, chair bombing, food carts, site pre-vitalisation, reclaimed setbacks, etc. > LIGHTER, QUICKER, CHEAPER (LQC)

[6]

: The

complexity of public spaces is such that one cannot expect to do everything right initially. The best spaces experiment with short term improvements that can be tested and refined over many years! These LQC experiments refer to a low-cost, high-impact incremental framework for improving public spaces in short order

Image 32. LQC implementation, Philadelphia, USA Source: PPS

that capitalizes on the creative energy of the community to efficiently generate new uses and revenue for places in transition. LQC experiments range in scale and impact: from small neighborhood amenities and art to large downtown temporary structures and events.

Elements such as seating, outdoor cafes, public art, striping of crosswalks and pedestrian havens, community gardens and murals are examples of improvements that can be accomplished in a short time.

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2.1.4. NEW URBANISM New Urbanism

[10]

is a planning and development

approach based on the principles of how cities and towns had been built for the last several centuries: walkable blocks and streets, housing and shopping in close proximity, and accessible public spaces. In other words: New Urbanism focuses on human-scaled urban design.

Image 33. Placemaking in Columbia Heights, Washington D.C Source: Congress of New Urbanism (CNU)

The principles, articulated in the Charter of the New Urbanism, were developed to offer alternatives to the sprawling, single-use, low-density patterns typical of post-WWII development, which have been shown to inflict negative economic, health, and environmental impacts on communities. These design and development principles can be applied to new development, urban infill and revitalization, and preservation. They can be applied to all scales of development in the full range of places including rural Main Streets, booming suburban areas, urban neighborhoods, dense city centers, and even entire regions.

The concept of New Urbanism prioritizes basically on: - Human scale neighborhoods - Placemaking & public spaces - Designs focused on functions - Reclaiming underutilized and neglected spaces - Sustainable, healthy and happy places

2.1.5. FORM BASED CODING Form Based Codes (FBC)

[11]

is a planning and zoning

tool that is used for regulating development using physical form rather than land use segregation as the organizing principle for the code. It aims at contributing to better quality of life by fostering a high-quality public realm. Form-based codes address the relationship between the form and mass of buildings in relation to one another as well as to the public realm, and the scale and types of streets and blocks. Form Based Codes (FBC) have emerged as a powerful alternative GYANADA PANDA, 1620106151, 8TH SEM, DEPARTMENT OF PLANNING, CET - BHUBANESWAR

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to conventional zoning and building regulations. It focuses on comprehensive development and aims to economic, social and environmental sustainability while ensuring community involvement.

• It features the following 5 characteristics: - Compatibility of users - Community requirement - Integrated urban design perspective - Coordinate built form - Based on development relating to surrounding community.

• The elements of FBC are as follows: - Complete streets - Accessible public spaces - Effective mobility management - Coordinated built form - Environmental & Cultural Inclusiveness

Image 34. Ideal Implementation - Form-Based Codes Source: formbasedcodes.org

- Contextual Landscapes

2.1.6. LAST MILE CONNECTIVITY The "last-mile" or "first and last-mile" connection describes the beginning or end of an individual trip made primarily by public transportation. In many cases, people will walk to transit if it is close enough. However, on either end of a public transit trip, the origin or destination may be difficult or impossible to access by a short walk. This gap from public transit to destination is termed a last mile connection

[12]

. It basically connects

people with services to the end.

• The characteristics features are as follows: - Safe, connected & continuous streets - Comfort & Lighting - Quality Sidewalks - Cycling Infrastructure

Image 35. Connecting First-Last Mile, Washington D.C Source: pps.org

- Connected Greenway Trail - Availability of cheaper & connected transit modes - Ease of walking/cycling/changes between modes - Time & Cost incurred in the last mile

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2.1.7. COMPLETE STREETS

Streets that are designed to cater to the needs of all users and activities, through equitable allocation of [13]

road space. Complete streets

provide safe and

inclusive environments that support users of all age groups, genders, and physical dispositions. They also guarantee efficient mobility by focusing on moving people, user safety, universal accessibility, vitality and livability, sensitivity to local context, and environmental sustainability.

Active Building Edge(To improve vibrancy& safety)

Cycle Track (Segregated from fast moving traffic) Footpath (With a multiutility zone)

Carriageway (Of an optimal and uniform width)

Transit Facilities (To improve efficiency of the streets )

Parking Bays (Along with on-street parking management)

Buffer Zones (To separate varying speeds)

Transit Stops (Designed for everyone)

Vending Zones (With a vending management plan)

Figure 5. Components of Complete Streets Source: Complete Streets Policy Framework, ITDP and Ministry of Housing & Urban Affairs,GOI

EFFICIENT MOBILITY

LIVABILITY

SAFETY

SENSITIVITY TO LOCAL CONTEXT

Figure 6. Principles of Complete Streets Source: Complete Streets Policy Framework, ITDP and Ministry of Housing & Urban Affairs,GOI

UNIVERSAL ACCESSIBILITY

ENVIRONMENTAL SUSTAINABILITY

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2.2. GUIDING PRINCIPLES 2.2.1. CONNECTING PEOPLE AND STREETS Our impressions of a city are formed mainly by the quality of public spaces. If they are not pleasant and preserved, or if they transmit a sense of insecurity, we will seldom return. Good planning of these spaces should be the rule, not the exception. Among city buildings, there is a network of space that create and strengthen connections. Public spaces fill the urban gaps with life and influence the exchanges and relationships created in between them. It is a two way street: people will be on the street if they feel safe and the street will be a safe

Image 36. Barrierless Connections between people and places Source: Cityfix Brasil (Journal)

environment the more people use it.

1. Diversity of uses: Blending residential, office and commercial areas, such as bars, restaurants, cafes and local commerce, attracts people and makes the environment safer and friendlier. The diversity of uses generates external activities that contribute to the safety of spaces: more people on the streets helps to inhibit crime.

2. Active facades: Connection between the ground level of the buildings, the sidewalk and the street contributes to safety and the attractiveness of urban design.

3. Social dimension and urban vitality: As an aggregator of people, public space has influence over the social dimension. Wide, accessible streets, squares, parks, sidewalks, bike paths and urban furniture stimulate interaction between people and the environment, generate a positive use of space and increase urban vitality.

4. Human scale: High-scale, high-density construction can negatively affect people’s health.

Human-scale constructions have a positive effect on people’s perceptions of public spaces: they feel that they were considered in the planning process

Image 37. Space use and street safety Source: New York City Department of Transportation

of that space.

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5. Lighting: Efficient and people-oriented lighting facilitates the occupancy of public spaces at night, enhancing safety. When installed on the pedestrian and cyclist scale, public lighting creates the necessary conditions to move more safely when there is no natural light.

6. Stimulating the local economy: Quality public spaces not only benefit people by offering leisure and living areas, but they also have the potential to boost the local economy. The safe and attractive conditions foster walking and cycling, leading to easy access of local commerce.

7. Local identity: Public spaces should be planned for the small businesses that characterize the neighborhood.

Small businesses and ventures have significant longterm impacts, as well as add to the personality and identity of the place. When planning a public space it is necessary to take into account the social dynamics and cultural specificities of the area, in order to generate a

Image 38. Wall paintings to preserve local identity Source: WRI

strong relationship between people and place.

8. Complete streets/Shared spaces: Streets designed to ensure the safe circulation of all users—pedestrians, cyclists, drivers and users of public transport. Sidewalks in good condition, infrastructure for bicycles, street furniture and signage for all users are among the elements that can compose a complete street.

9. Green areas: In addition to contributing to air quality and helping to ease temperatures in the summer, vegetation has the power to humanize cities by attracting people to outdoor activities.

10. Social participation: Involving residents in the design, planning and administration of urban public spaces or the neighborhoods in which they live is essential to maintain the quality of these spaces. Public spaces have different uses and meanings in each neighborhood and community. Resident involvement ensures that the nature and use of public space will meet the community’s distinct needs.

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2.2.2. BETTER SIDEWALKS Walking is the oldest, most democratic way to get around.

But as urban areas have become more sprawled, walking has slowly been suffocated by other modes of transport that are less healthy for both people and cities. Wide, congested roads have taken precedence over pedestrian sidewalks, crossings and public spaces. Too often, the pedestrian areas that do exist are poorly constructed and maintained. If done right, better sidewalks can lead to attract people to the city streets.

A higher number of pedestrians helps reduce transport emissions, strengthen individual health, increases the safety index and brings more commerce to the shopfronts. Broadly, walkable and people-centered public spaces and streets enliven neighborhoods and foster positive urban existence.

1. Proper Sizing Elements: • Sidewalk furnishing zone • Sidewalk pedestrian zone • Sidewalk frontage zone Result: Provides enough space for people to use the sidewalk in a variety of ways: to walk, to socialize, to access buildings, etc.

2. Universal Accessibility Elements: • Curb ramps • Tactile surfaces • Low-angle running slope Result: Allows everyone (including wheelchair users, pregnant women, the elderly and others with special mobility needs) access to an urban space.

3. Safe Connections Element: Safe and accessible crosswalks, street corners, stairs, public transport stops and other urban spaces Result: Ensures safe, continuous walking links to other means of transport.

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4. Clear Signages Elements: • Informative maps and signs • Pedestrian traffic signals at intersections Result: Promotes communication between people and the urban space.

5. Attractive Spaces Elements: • Vegetation • Urban furniture Result: Provides an environment where people feel comfortable and encouraged to use the space.

6. Security Elements: • Public lighting at the pedestrian scale • Active frontages Result: Invites people to occupy urban spaces more regularly and improves security.

7. Quality Surfaces Elements: Combination of stable, slip- and flood-resistant materials (a combination of high-quality materialsincluding site-cast or porous concrete, cement tiles and others) based on site needs Result: Confers both comfort and safety while walking.

8. Efficient Drainage Elements: • Cross slope at appropriate angle • Rain gardens Result: Fosters sidewalk resilience.

2.2.3. DESIGNING A SAFER CITY Connected & compact places are safer than those are spread out and non-continuous. Area wide traffic calming such as speed humps, curb extensions, raised

Figure 7(1-8). Principles better sidewalks Source: Cityfix, Brasil

pedestrian crossings help creates low speed zones making it safe for pedestrians and vehicles. Dedicated pedestrian space and complete streets approach are effective tools for protecting walkers. Connected cycle GYANADA PANDA, 1620106151, 8TH SEM, DEPARTMENT OF PLANNING, CET - BHUBANESWAR

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networks and safe access to public transport enhances safe traveling experiences.

1. Avoid urban sprawl: Cities that are connected and compact are generally safer than cities that are spread out over a large area. Cities should aim for smaller block sizes, pedestrian-oriented streets, and dense housing that allows for convenient, walkable access to transport, entertainment and public spaces. Doing so reduces the need for car travel and ensures a safe space for

Figure 8. Difference between sprawled & compact city Source: cities_safer_design, WRI

walking and cycling.

2. Slow down road traffic: Lower automobile speeds, particularly below 25-31 miles per hour (40-50 kilometers per hour) drastically reduce the risk of fatalities. Cities can implement lowspeed zones and “area-wide traffic calming,” including speed humps, curves in the road called chicanes, curb extensions and raised pedestrian crossings.

3. Safe for everyone, not just cars: Ensuring safety is particularly important for main roads, where pedestrians and motorists often mix. A growing movement for “complete streets” means that all types of users have safe crossings and dedicated road space. For example, refuge islands and medians give pedestrians a safe place when crossing the road.

4. Dedicated space for pedestrians: If pedestrians lack quality space, they are exposed to greater risk. Basic sidewalk space is necessary, but pedestrian-only streets and street plazas can also be effective tools for protecting walkers.

5. Safe, connected network for cyclists: More people bike when there is dedicated infrastructure like off-street trails and dedicated bike lanes. These cycling networks should also connect residential areas to business and retail, schools, parks and mass transport.

Figure 9. Bicycle networking Source: cities_safer_design, WRI

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6. High-quality public transport: High quality public transport carries more people, and experiences fewer crashes than private vehicle travel.

Research shows that a bus rapid transit (BRT) system can reduce traffic deaths and severe injuries by 50 percent. It’s not enough to just provide this public transit, though—city planners must also ensure safe access for commuters.

Figure 10. Pedestrian access to a median BRT station.

Source: cities_safer_design, WRI

7. Use data to detect problem areas: Cities can use data analysis to identify key streets where all the above solutions can be integrated.

This means having good traffic crash data that can be mapped and analyzed, seen here using the PTV Visum Safety software to create heat maps of crash locations.

2.3. STREET DESIGN ELEMENTS 2.3.1. FOOTPATHS Good

footpaths

promote

safe

and

comfortable

pedestrian mobility. Together with other elements, such as furniture and landscaping, they constitute the primary public space of a city and are accessible to all users, regardless of age, gender, or special needs. Good footpaths are inviting spaces where people can meet, talk, sit, and eat. Comfort, continuity, and safety are the governing criteria for the design of pedestrian facilities.

Footpaths should be provided on all streets, except on traffic calmed small streets. Footpaths should have

Image 39. Inclusive footpaths Source: ITDP

distinct zones that serve separate purposes: • Pedestrian zone. This zone provides continuous space for walking and should be clear of any obstructions. It should be at least 2 m wide.

• Frontage zone. Provides a buffer between street-side activities and the pedestrian zone. Next to a compound wall, the frontage zone can become a plantation strip.

• Furniture zone. This is a space for landscaping, furniture, lights, bus stops, signs, and private property access ramps.

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Wider footpaths can accommodate street vending and larger seating areas and are recommended in areas with large pedestrian volumes. Where required to enable the access to private properties, vehicle ramps should be provided in the landscaping strip but not in the area of pedestrian through movement. Ending the footpath with abrupt curbs or lowering the entire footpath to the level of the carriageway is unacceptable as property entrances may become waterlogged.

2.3.2. SIDEWALK EXTENSIONS Sidewalk extensions are an extension of the sidewalk, usually at the point of the intersection, visually and physically narrowing the roadway and shortening crossing distances. They make pedestrians waiting to cross the street more visible to drivers, calm traffic speeds, and increase the available curb space for people waiting to cross. Large sidewalk extensions can accommodate street furniture, benches, vendors, transit stops, snow storage, planters, and trees.

Image 40. Sidewalks with seating spaces and landscape elements Source: ITDP

2.3.3. MEDIANS AND PEDESTRIAN REFUGE A good median reduces conflict between opposite directions of traffic and acts as pedestrian refuge but has frequent enough breaks to discourage motor vehicle users from driving in the wrong direction. Medians can help streamline traffic and ensure safety on higherspeed streets where there is a risk of collisions involving right-turning traffic. In addition, they prevent speeding drivers from crossing into the opposing traffic lane.

Medians improve safety for pedestrians by functioning

Image 41. Refuge Islands at an intersection Source: ITDP

as refuge islands, which allow pedestrians to cross one direction of travel at a time. It is much easier to find an adequate gap in half the traffic flow rather than all of it.

Central medians can accommodate other elements such as landscaping, pedestrian and cycling boulevards, and parking. Pedestrian refuges reduce crossing distance and provide waiting areas for people who cannot cross the full width of the street in the pedestrian interval.

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2.3.4. PEDESTRIAN CROSSINGS

Good pedestrian crossings allow pedestrians to cross busy streets safely and conveniently. When paired with traffic calming elements such as speed tables, they can improve safety and create a seamless connection between the two sides of a street.

2.3.5. PLANTING AND LANDSCAPING

Landscaping improves the livability of streets. It plays

Image 41. Pedestrian Crossing at an intersection Source: ITDP

a functional role in providing shade to pedestrians, cyclists, vendors, and public transport passengers. It also enhances the aesthetic qualities of streets. Include landscaping where possible to create a pleasant walking environment, contribute to the character of a neighborhood and encourage active transportation choices.

Landscaping

improves

micro-climatic

conditions, cleans the air, filters water, and increases

Image 41. Shaded sidewalks Source: ITDP

the biodiversity of a city, offering physical and mental health benefits.

2.3.6. STREET FURNITURES

Street furniture provides people places to sit, rest, and interact with each other. Street furniture also includes services-related infrastructure, such as trash cans, street vending, toilets, and signages. Furniture and amenities should be located where they are likely to be used. Furniture is required in larger quantities in commercial hubs, market areas, crossroads, bus stops, railway stations, and public buildings. • Seating: Provide frequent opportunities for people to pause and rest. Seating should have comfortable backs, offering a mix of shaded and unshaded seats suited

Image 42. Seating spaces along sidewalks Source: ITDP

to the local climate. Placement should allow legroom that does not block the clear path. In larger pedestrian areas, provide movable chairs and a variety of seating arrangements to invite conversation and social activity. • Water Fountains: Provide drinking fountains with fresh, potable water to offer sustainable alternatives to bottled water and ensure an essential water source in many communities. Use creative designs to encourage

Image 43. Water fountains along street spaces Source: pps.org

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use, and ensure that fountains are maintained to clean and safe standards. Provide access for children and people in wheelchairs with varied heights.

• Weather Protection: Incorporate awnings and canopies into building facades where possible to add shelter and character to the street, and offer protection from the weather during snow, rain, or extreme heat. Install stand-alone shade structures in larger pedestrian-only areas if shade trees are not present or

Image 44. Stand alone resting/shade structures Source: pps.org

are immature.

• Waste Receptacles: Provide conveniently available receptacles for waste to help maintain a clean and enjoyable

pedestrian

environment.

Place

waste

receptacles near corners, vendors, crossings, and parklets, adjacent to clear paths. Receptacles should be sized in accordance with expected use and local collection and maintenance plans. Solar–powered compactors can increase collecting capacity in high

Image 45. Use me bins along street Source: ITDP

volume areas.

• Signages: Provide consistent pedestrian signage in a clear visual language that can be universally understood.

Provide information to allow users to switch between mobility modes and navigate local street networks.

Illustrate walking and cycling times and distances in way finding signs and maps.

• Pedestrian countdown signals: Install pedestrian signals at intersections to allow pedestrians to cross the street safely. Display crossing time duration with a numerical timer during the clearance interval.

Image 46. Signages along an intersection node Source: pps.org

2.3.7. PEDESTRIAN RAMPS Install pedestrian ramps at every pedestrian crossing and change of level. They should be built of non-slip materials and have a maximum slope of 1:10 (10%), ideally 1:12 (8%). These ramps are critical for people pushing strollers or carts, or using wheelchairs. They should be aligned perpendicularly to the pedestrian crossing.

Image 47. Upgraded pedestrian ramps Source: flickr

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2.3.8. GUIDANCE FOR VISUALLY IMPAIRED

Employ strategies such as accessible pedestrian signals at intersections, tactile paving strips on sidewalks, station edges, and pedestrian ramps to facilitate accessibility for people with vision impairment. These elements provide guidance to assist blind people and the visually impaired in navigating the city.

2.3.9. CURBS

Image 48. Tactile Pavings for visually impaired Source: ITDP

Provide curbs to create a structural edge between the sidewalk and adjacent cycle or travel lanes. Curbs discourage vehicles from entering or blocking pedestrian areas, and many are integrated with a gutter to assist in channeling water. Curbs should not be more than be 15 cm high. They should incorporate ramps at pedestrian crossings to facilitate safe access.

Image 49. Curbs with ramp slopes Source: WIRED

2.3.10. SPACES FOR STREET VENDINGS

Well-planned spaces for street vending provide citizens with secure and dignified areas for the trade of goods and services. Street vending offers convenient access to economical goods and services for a wide range of income groups, especially the poor. Well-planned vending zones can make urban space more vibrant, promote social supervision, and improve public safety.

Street vendors should be accommodated where there is demand for their goods and services—near major intersections, public transport stops, parks, and so on. Supporting infrastructure, such as cooperatively managed water taps, electricity points, trash bins, and

Image 50. Street vendors (street food) Source: ITDP

public toilets, should be provided. Vending areas should be positioned so as to ensure the continuity of cycle tracks and footpaths.

2.3.10. CYCLE TRACKS

Good cycle tracks are continuous and provide for uninterrupted movement. They are physically separated from the main carriageway to ensure both comfort and safety, and are protected from encroachment by parked vehicles, pedestrians, and street vendors. Efficient cycle tracks are safe, convenient, continuous, and direct.

Image 51. Cycleways separated by treeline buffer Source: ITDP

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2.3.11. ON-STREET PARKING On-street parking is clearly designated, managed, charged, and restricted in volume, enabling access to nearby properties without disturbing the flow of motor vehicles, pedestrians, and cyclists.

• Parking areas should be allotted after providing ample space for pedestrians, cyclists, trees, and street vending • Tree pits can be integrated in a parking stretch to provide shade. Otherwise, shaded street elements, such as footpaths, may be encroached by parked

Image 52. Mixed semi-formal parking Source: ITDP

vehicles • Near intersections, parking lanes can be discontinued to reduce conflict and to give additional vehicle queuing space • Dedicated cycle parking should be provided at public transport stops and stations and in commercial districts • Parallel parking for cars is the most efficient parking layout in terms of the number of vehicles relative to the area occupied. The same parking lane can be used as perpendicular parking for two-wheelers.

2.3.12. SERVICE LANES Service lanes improve safety and throughput by segregating property access points and parking from the main carriageway. They also reduce interruptions in cycle tracks and can also serve as pedestrian-priority shared spaces. Access into and out of a service lane should be provided via a ramped crossing over the footpath and cycle track, which continue at their original levels.

Image 53. Shared service lanes Source: ITDP

2.3.13. TRAFFIC CALMING ELEMENTS Well-designed

traffic

calming

elements

ensure

pedestrian and vehicle safety by reducing at least the speed—and potentially also the volume—of motor vehicles. Typical forms of traffic calming include speed humps and raised pedestrian crossings, both of which rely on vertical displacement to reduce vehicle speeds.

Image 54. Rumblers to slow vehicular speed Source: ITDP

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2.3.14. STREET LIGHTING

Well-designed street lighting enables motor vehicle drivers, cyclists, and pedestrians to move safely and comfortably by reducing the risk of traffic accidents and improving personal safety. Well-lit spaces are critical to pedestrian safety, creating lively, inviting spaces at night and preventing crime. Place pedestrian-scaled lighting along all streets, ensuring appropriate illumination levels and spacing to avoid dark spots between light sources.

Image 55. Metal hallide lightings Source: ITDP

Brightness levels should be greater along commercial streets and softer in residential areas. Poles and fixtures should never obstruct walking paths.

2.3.15. ACTIVE BUILDING EDGES Building frontage design plays a critical role in shaping the overall pedestrian experience. The design of the ground floor influences the character of the street and the level of pedestrian engagement. Frequent entrances, appropriate transparency levels, visual variation, and textures all contribute to shaping an

Image 56. Active facades Source: pps.org

enticing street environment.

2.4. CASE STUDIES 2.4.1. STREETS CAN BE PUBLIC SPACES TOO - Kaid Benfield (CITY LAB) [2013] A street shouldn't just be about transportation, but also about civic definition and social and commercial interaction. Streets are our most plentiful and visible parts of the urban commons. The recent and important "complete streets" movement has made a terrific contribution to getting our streets right, by insisting that they be designed so as to accommodate all users,

Image 57. Streets as active public spaces Source: pps.org

from motor vehicles to pedestrians to transit users and bicyclists.

KEY POINTS: • Retrofitting low density suburbs • Reinvesting and rebuilding central city streets • Complete Streets movement • Concept of “Walk Appeal”

[14]

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• Street design elements • Impact of local climate, culture and activities.

• Social and commercial interaction.

• Commitment of young urbanites to walkable environments.

• High quality urban spaces.

• Street-oriented urbanism • Walkable urban thoroughfares • Encouraging more pedestrianism

2.4.2. RE-IMAGINING THE STREETS AS PUBLIC SPACES: Implications of urban design and human behavior (a case of Ahmedabad) Since a decade, many people are reclaiming their streets

- Subhashish Borah (CEPT University, Ahmedabad)

as public spaces, but however for a street to become an urban public space, primarily it is very imperative to recognise the streets as public spaces. As the streets get recognised, they can be developed depending upon the surrounding land-use to create a built environment which is favorable for people and to enhance the economic and social engagement. Along with providing mobility and accessibility, the public space network

Image 58. Food Streets of Ahmedabad Source: cityshore Ahmedabad

also facilitates and accommodates the interconnecting monarchies of movement space and social space, i.e. the space which is used for pedestrian movement and the space for people where they engage in economic, social and cultural exchange. There is a very strong synergetic relation between the pedestrian’s movement and the economic, social and cultural exchange and which is decidedly harmonious with the perception of streets as a network of public spaces.

As like every city, Ahmedabad has also an extensive network which acts as public spaces. The walled city in Ahmedabad is the utmost illustration where streets are filled with colossal amount of people and less motor vehicle. But with the glorified urbanisation, the number of motor vehicles has been boosted. Hence to meet the demand, the streets got converted as conduits for

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vehicles and even the streets with sidewalks also fail to provide the generosity to the pedestrians and privations the sagacity of a place. Since past a couple of years, people residing in the city of Ahmedabad have started reclaiming the streets as public spaces. The city of Ahmedabad has a very impressive street network in terms of providing accessibility and mobility both, which can turn into a web of public spaces to promote public life and social and economic interactions.

KEY POINTS: • Influence of built environment on the street character • Influence of human perception on urban design and aesthetics of street elements • Re-imaging the existing streets • Impact of human behavior on urban design • Conversion of streets into a network of public space

2.4.3. RAAHGIRI IS A POSITIVE, PUBLIC MOVEMENT FOR CHANGE.

- Amit Bhatt, WRI India, (2019) The first Raahgiri Day was created by a handful of Gurugram residents who came together to advocate for streets for all road users, not only for motorists. They wanted to show proof of the concept that the reason why people don’t walk and cycle in Indian cities (unless they are captive users) is safety and security. It had nothing to do with weather, psychology or any another reason.

Therefore, if cities can provide safe and vibrant streets and spaces to people, then, irrespective of income, sex,

Image 59. Raahgiri event in Gurgaon Source: WRI

age, etc., they would come out and use these streets and spaces.

KEY POINTS: • Advocate for streets for all road users.

• Concept of Raahgiri day.

• Citizen-led movement • Flexible partnerships • Positive visions.

• Reasons for non-walkability • Interactions between public, private and community participants GYANADA PANDA, 1620106151, 8TH SEM, DEPARTMENT OF PLANNING, CET - BHUBANESWAR

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• Inclusiveness of streets • Amplifying reach of national-level government initiatives.

• Apolitical, non-religious platform for constructive change.

2.5. BEST PRACTICES 2.5.1. MELBOURNE, AUSTRALIA

Melbourne is a city reaching for the best in urbanism.

It is dynamically connected to the surrounding neighborhoods, fostering street life and creating a strong sense of place.

Goals: • Strengthen identity of city, enhance user experience and access for shoppers, visitors, workers, cyclists and transit users.

• Create more attractive, democratic and safe public

Image 60. Food Streets of Ahmedabad Source: cityshore Ahmedabad

spaces.

• Provide spaces where people can gather and meet.

• Provide spaces for art and events.

Success Features: • Providing an improved retail environment.

• Providing an efficient, equitable & comfortable public transport experience.

• High quality streetscape designs, which reflects the unique characteristics of the city.

• Newly constructed tram stops brought in a shared zone, changing cyclists, commuters, and pedestrian behaviors.

• In an innovative outreach strategy, comedians were engaged to work with users to understand the new spatial arrangements and changed traffic conditions.

Key Elements: • Increased sidewalks width.

• Improved legibility of streets.

• Dedicated cycle lanes.

• Raised tram platforms to allow universal access.

• Removal of taxi and vehicular access at all times.

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• Service, delivery and emergency vehicle access maintained.

• Transit stops located along public destinations wherever possible.

Lessons Learned: • Community engagement throughout the project ensured information sharing and engagement with the community throughout the design development.

• A full-time community liaison officer kept local retailers and relevant stakeholders informed and dealt with issues as they emerged throughout the construction period.

2.5.2. BAGOTA, COLOMBIA

The Colombian city of Bogotá is one where the divide between rich and poor had long been ingrained in the city’s fabric, with many parts of the city suffering from economic and geographic isolation. Over the last 20 years, the city’s leaders, notably former mayor Enrique Peñalosa, have embarked on a citywide campaign to use public space and transportation systems to bridge the social divide and create opportunity for all of Bogotá’s citizens.

Goals: • Bridging the gap between rich and poor in the city fabric.

• Reduce sufferings from economic and geographic isolation.

• Citywide campaign to use public spaces and transportation system.

• Creation of a comprehensive public space agenda.

Success Features: 1. Development of Trans-Milenio bus rapid transit system: • Fast, efficient and reasonably priced public transportation • 1.4 million riders.

• 388 km route achieved at a fraction cost of underground metro systems.

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2. Ciclovia: • On sundays and holidays, city streets are closed to cars.

• Biking, walking and various recreational activities on streets.

• Awareness about the negative impacts of car traffic.

• Regain street space for pedestrians and cyclists.

3. Pedestrianization of Jimnez Avenue: • Ban on sidewalk parking

Image 61. Ciclovia, Bagota Source: pps.org

• Restricted car use during rush hour.

4. Green space and playing fields: • Decrease in crime and gang activities • Recreation option • Healthy outdoor activities inclusive of women and children.

Lessons Learned: • Comprehensive approach to developing, enhancing, and managing public spaces.

• Leadership at the highest level of city is essential if transformation of public spaces is to occur on a large scale.

• Citizens-led movements and community participation at various levels of plan implementation.

2.5.3. PUNE, MAHARASHTRA Goals: • Create walkable streets for all.

• Create implementable solutions for place making and street designing.

• To encourage walking, cycling and use of public transport.

• People-oriented initiatives for quality life in terms of

Image 62. Shared pedestrian lane, Pune Source: ITDP

transportation.

Success Features: • Complete streets with safe and compact junctions, continuous footpaths and separate cycle tracks.

• Restructured BRTS stations from Kerb-side to median.

• Public space envisaged all along the streets.

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Key Elements: • 27km of streets redesigned as Area Based Development (ABD).

• Wide and continuous footpaths and crossings, separate cycle tracks, bus stops, designated on-street parking, and scaled carriageways.

• Incorporation of existing tree line.

• Benches along footpaths, complementing shops with frontages, art installations, life-sized snake & ladder

Image 63. Streetscape development proposal, Pune Source: ITDP

boards on footpaths • Green space buffers to segregate speeds.

• Better signage, street lighting and sitting.

Lessons Learned: • Stakeholders discussions to address their concerns.

• Pre-event meetings with various stakeholders, shop owners and residents.

• Community engagement in decision making process.

• A dedicated street design cell with urban designers and urban planners to oversee maintenance of streets and work done by design consultants and contractors.

• Institutional reforms to enhance capacity of the government.

2.5.4. CHENNAI, TAMIL NADU Goals: • Reclaiming road space from chaotic traffic and unregulated parking.

• Create wide, continuous and accessible footpaths.

• Prioritizing people over cars.

• Promoting NMT (Non-Motorized Transit)- walking and

Image 64. Shaded pedestrian Lane, Chennai Source: ITDP

cycling.

Key Success: • 80% streets have safe and continuous footpaths.

• 40% increase in share of walking and cycling • Significant elimination of pedestrian and cyclist deaths.

• Streets designed as public spaces with multiple uses.

Key Elements: • Minimum build-to lines with transparent frontage,

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frequent entrances, doors and windows and few blank walls.

• Adoption of building regulation controls to ensure private development contribute positively to public realm.

• Managing intersections prioritizing pedestrians and cyclists, strict prohibition of encroachments on footpaths, regulation of street vending.

• Implementation and maintenance od street furnitures and service utilities.

Lesson Learned: • Rigorous implementation of NMT policy.

• Government collabs with Anna University and ITDP for capacity building, technical training and outreach programs for its engineers on NMT user needs, design principles, planning and implementation.

2.6. ASPECT CHARACTERISATION Cities around the world are competing for the title of 'most livable city'- a recent measure of successacknowledging the value of quality-of-life measures in attracting and retaining residents and businesses. As people experience a city through its public spaces, the livability of a city is highly dependent on its streets.

Shaping how safe, comfortable, efficient and vibrant a city's streets are will affect how livable it is and how connected its citizens feel. Streets can encourage social interaction, and designs that offer natural surveillance and help build stronger, safer communities.

[17]

2.6.1. SOCIABILITY In an era of increasing inequality, cities must ensure that their most valuable public spaces offer safe and equitable use to all, regardless of ability, age, or income, empowering the most vulnerable users with safe and reliable mobility choices. A city serves its citizens better through street design that increases access to jobs and schools, benefits individual health, improves sanitation,

Image 65. Streets spaces with universal access Source: NATCO

and encourages strong communities.

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2.6.2. ECONOMY Great streets attract people and business. Street projects that increase safety, improve public realm quality, and welcome multi-modal use have positive economic effects such as higher retail sales and increased property values. Investments in streets has long-term economic benefits.

[16]

2.6.3. ENVIRONMENT

Image 66. Great Street-spaces increases economy Source: NATCO

In the face of unprecedented climate challenges, street projects provide an opportunity for local actions to improve the environmental sustainability and resilience of a city. Promoting sustainable transportation modes through well-designed streets can lower carbon emissions and improve overall air quality. Incorporating trees and landscaping can improve water management, foster biodiversity, and increase access to the natural environment.

2.6.4. PHYSICAL

Image 67. Ambient Environment for usage Source: NATCO

Every year, millions of people die unnecessarily from preventable causes, such as traffic violence or chronic diseases related to poor air quality and lack of physical activity. Street design must promote safe environments for all users and offer healthy choices that facilitate active transportation, such as walking, cycling and using public transit. Streets should improve access to healthy food options, mitigate noise levels and provide landscaping and trees that improve air and water quality.

Image 68. Well equipped with street infrastructures Source: NATCO

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ASPECT CHAR

Figure 11. Aspect Characterisation for research Source: Author's Analysis

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A C T E R I S AT I O N

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3. SETTING THE RESEARCH CRITERION

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PLACEMAKING AS A TOOL FOR ACTIVE & INCLUSIVE STREETS - A STUDY ON BHUBANESWAR

3.1. AIM OF THE STUDY To develop inclusive public spaces by creating active and walkable city streets considering the tangible and intangible aspects of the spaces.

3.2. OBJECTIVES • To identify of major nodes and junctions in the city in terms of identified aspects and user groups.

• To assess the existing activities in the identified streets and the reason for footfall attraction in those streets.

• To compare and analyse the current and future footfall as per the existing infrastructure and further requirements to fulfill the gaps.

• To recommend specific design and policy approaches for the identified streets as per analysed gaps to ensure a better space that scores well in all the parameters.

3.3. SCOPE • Basic economic profile of street vendings.

• Inclusive & interactive street culture.

• Socio-cultural impacts on streetscape development.

• Walkability & pedestrian approaches.

• Model for safe & user friendly streetscapes.

3.4. LIMITATIONS • Time & resource constraint.

• Not many supporting cases studies.

• Lack of secondary data.

• Different requirements of different streets.

• Design constraints.

3.5. EXPECTED OUTCOMES • A better and efficient model of streetscape.

• Transforming under-used & unused street spaces into active & interactive spaces.

• Addressing all local needs & requirements.

• Defined hierarchy of streets along with their functionality.

• Creation of sustainable, walkable & interactive streetscapes for better lifestyle.

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3.6. RESEARCH METHODOLOGY

Figure 12. Research Methodology Source: Author's Analysis

3.7. DATA COLLECTION METHOD

After identifying the streets, conducting a primary survey with the help of qualitative, quantitative and observational tools, such as mapping, questionnaire, on-site observations, recording and documenting those observations with help of audio/video/photographs and other various tools.

To investigate the universal accessibility, publicness and activeness of the streets, various attributes and parameters were identified within the questionnaire and were included in the primary survey.

Secondary data/resources from various sources such as online libraries, archives, internet, books and journals etc is utilized in order to achieve the aim of the research.

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3.8. QUESTIONNAIRE FOR RESEARCH SURVEYS 3.8.1. PEDESTRIAN SURVEY No.

Age Group

Male/ Female

Mode of Travel

Street Name:

Reason of Visit

Parking Area

Do you feel safe?

(Reason)

Day:

Like/ Dislike

What more do you want?

Table 1. Questionnaire on Pedestrian Survey Source: Author's Analysis

3.8.2. STREET FLOW ROW Width

Street Name:

NMT Flow/hr People

Day:

Parking

Cycle

Type

Time:

Street Vending

Availability

Need

Count

Type

Activity

Table 2. Questionnaire on Street flow Survey Source: Author's Analysis

3.8.3. PEOPLE FLOW

Street Name:

Age Group Child

Youth

Middle

Day:

Gender Old

Male

Female

Time:

Activity Relaxation

Commercial

Recreation

Table 3. Questionnaire on People flow Survey Source: Author's Analysis

3.8.4. STREET INFRASTRUCTURE Street Name:

Bus Stops Cycle Stands Cycle Lane Sidewalk Traffic Calmer Sitting Space Dustbins Street Light Shade Shop Frontage Planting Signages & Maps Landscaped Area Rain Gardens/Grass Strips Water Fountains Ramps & Tactile Paving Pavement CCTVs Encroachment Areas Table 4. Chart for Street Infrastructure Survey Source: Author's Analysis

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3.8.5. STREET RATING Street Name: Good

Fair

Poor

S O C I A B I L I T Y Welcoming Neighborly Inclusiveness Interactiveness U S E S

&

A C T I V I T I E S

Busyness Activity Frequency Diverse Use Activeness C O M F O R T

&

I M A G E

Sittable Safety & Security Attractive Clean & Well Maintained A C C E S S

&

L I N K A G E S

Walkable/Cyclable Connected & Accessible Proximity Signages & Legible Good

Fair

Poor

3

2

1

Table 5. Chart for Street Rating Source: Author's Analysis

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4. PROFILING

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PLACEMAKING AS A TOOL FOR ACTIVE & INCLUSIVE STREETS - A STUDY ON BHUBANESWAR

4.1. CITY PROFILING 4.1.1. INTRODUCTION Bhubaneswar is the capital Odisha, located along the Chennai – Kolkata National Highway (NH-5), it forms the apex of the “Golden Triangle” with Konark and Puri. The city functions as administrative capital with sustained growth in tertiary economic activities. Major economic activities of the city are trade and commerce, tourism-related activities and industrial activities.

Bhubaneswar, a regional hub, is part of a larger metropolitan region with former capital Cuttack, the city has a growing IT and education hub. It is known as “Temple City” and is a popular tourist destination along with nearby Puri and Konark, the latter being a UNESCO

Map 1: India Political Source: Mapsofindia.com

World Heritage Site. The city is also the cultural hub of the Odia people and language.

4.1.2. LOCATIONAL & REGIONAL SETTING Bhubaneswar is one of the key urban centers of India.

The Bhubaneswar Municipal Corporation (BMC) covers an area of 135 square kilometer with a population of 8,43,402 (Census, 2011). Bhubaneswar is located at 85o44"E to 85o55"E & 20o12"N to 20o25"N in eastern

Map 2: Odisha Political Source: Mapsofindia.com

part of the India, at an elevation of 45 meters above mean sea level. The climate of Bhubaneswar is tropical; temperature varies from 12oC to 43oC. Annual rain fall is 1542 mm and highest monthly rainfall is 330mm.

The holy town of Puri is only accessible from Bhubaneswar. The riverine system of Mahanadi and its tributaries has restricted growth of eastern part of Bhubaneswar. The large forest of Chandaka has restricted growth of Bhubaneswar towards west. Being the focal point of religious-tourism,the city handles large volume of inter-city and inter-regional traffic.

Map 3: Khordha with BMC Source: Bhubaneswarone.com

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Map 4: BMC road map Source: Openstreetmap.com

OTHER ROADS RAILWAY TRACKS BMC BOUNDARY MAJOR ROADS

NORTH ZONE

NH-5 NH- 203 OPEN/PUBLIC SPACES NATURAL ELEMENTS (HILLS/FORESTS)

SOUTH-WEST ZONE

SOUTH-EAST ZONE

AIRPORT BUS STANDS WATER BODIES

Map 5: BMC zone map Source: Bhubaneswarone.com

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4.1.3. ADMINISTRATIVE SET-UP Bhubaneswar Municipal Corporation (BMC) is the administrative authority for Bhubaneswar city. Instituted in 1948 and converted to Municipality in 1979 and later into a Municipal Corporation in 1994, BMC is headed by a Mayor who is directly elected. The executive wing is headed by the Commissioner and associate commissioners responsible for establishment and execution of civic services in the city. Bhubaneswar jurisdictional area is divided into 60 wards with 46 revenue villages. The City Corporation has envisaged improving service levels and providing better quality of life for the citizens of Bhubaneswar city under the auspices of JNNURM scheme. The Corporation undertakes establishment and maintenance of basic civic services like water supply, street lighting, sewage and sanitation, maintenance of roads and discharge of development activities in the city.

4.1.4. DEMOGRAPHICS Categorised as a tier-2 city, Bhubaneswar holds a total population of 8,43,402 (Census, 2011) and its urban/ metropolitan population is 8,86,397 (UA) out of which 4,68,577 are male and 4,17,820 constitute female population. The population density for BMC area is 62 persons per hectare. However, if we consider only the developed area, the density figure shoots upto 89

52.86 %

persons / hectare.

POPULATION GROWTH: BHUBANESWAR (CENSUS 1951-2011) 900000

GROWTH RATE: BHUBANESWAR (CENSUS 1961-2011) 200

837737

800000 647302

140

600000

120

500000

100

423465

400000

131.4 115 86

80

300000 16513

38211

1951

1961

40

105491 1971

53

60

227525

200000 0

176

180 160

700000

100000

47.14%

Figure 13. Male-Female Population percentage Source: Census

29

20

1981

1991

BHUBANESWAR

Figure 14. Population Growth of Bhubaneswar Source: Census

2001

2011

0

1961

1971

1981

1991

2001

2011

BHUBANESWAR

Figure 15. Percentage Growth rate of population of Bhubaneswar Source: Census

GYANADA PANDA, 1620106151, 8TH SEM, DEPARTMENT OF PLANNING, CET - BHUBANESWAR

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PLACEMAKING AS A TOOL FOR ACTIVE & INCLUSIVE STREETS - A STUDY ON BHUBANESWAR

4.1.5. ECONOMY Primary activities like agriculture and livestock breeding

LIVELIHOOD DATA: BHUBANSWAR (CENSUS 2011)

are limited to the rural pockets of Bhubaneswar development authority area. Secondary activities like manufacturing industries are also lacking due to lack of adequate incentives. Tertiary Sector activities are the major economic

[17]

activities within the region- primarily

trade and commerce as well as service sector activities.

IT and ITES are the new upcoming economic activities which may give a boost to the economic development of BDPA. Since Bhubaneswar is a state capital, and most of the state level administrative functions are located

BHUBANESWAR 100% 90% 80%

188670

94866

70% 60% 50% 40% 30%

306151

126366

LITERACY RATE: BHUBANESWAR 100

20%

90

89.2

80 70

40

10%

73

60 50

93.7

0%

62 48

Total Workers Male

Total Non-Workers Female

Figure 17. Working / Non-working Population Source: Census

30 20 10 0

1971

1981

1991

2001

2011

Figure 16. Percentage Literacy Growth Rate Source: Census

MALE-FEMALE RATIO MAP

DENSITY MAP Map 6: Population Density Map (Ward wise,BMC) Source: ArcGIS

DENSITY MAP

MALE-FEMALE RATIO MAP Map 7: Male-Female ratio Map (Ward wise,BMC) Source: ArcGIS

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PLACEMAKING AS A TOOL FOR ACTIVE & INCLUSIVE STREETS - A STUDY ON BHUBANESWAR

in Bhubaneswar. Concentration of state or district level administrative functions provides ample opportunity for public service employment as well as pull of semi-public / private offices and institutions to locate in proximity to the state capital functions thus inducing more institutional functions.

In recent times, Bhubaneswar has experienced rapid growth in retail trade and commerce with most of its growth in organized retail segment. The spur in retail functions in Bhubaneswar has been primarily due to rapid growth in local city level demand and change in consumption and preference of its population. In recent years Bhubaneswar has emerged as regional hub of health and educational services catering to the demand of Odisha and also to the neighboring states.

Engineering

colleges,

medical

colleges,

hotel

management institutions, research institutes, technical training institutes and other higher order educational facilities has transformed the city into an educational hub. Several such initiatives are also in pipeline which will strengthen the image further. Growth of real estate activities has also led to boom in building construction and building material manufacturing activities. Real estate development has been rapid along the Nandankanan road,NH-5, Cuttack-Puri Road (Rasulgarh to Ravi Talkies and beyond).

This region is not only endowed but also surrounded with rich historical and cultural heritage. Huge influx of domestic and international tourists can be observed allround the year which has led to rapid proliferation of tourism enabled service sector. Bhubaneswar acts as a hub for the tourist destinations(spokes) located within the adjoining catchment area within 100 km radius.

4.1.6. LAND USE Over the years, Bhubaneswar witnessed rapid urban development and land use change due to population growth. There are loss of agriculture land, vegetative cover along with increasing levels of air pollution, GYANADA PANDA, 1620106151, 8TH SEM, DEPARTMENT OF PLANNING, CET - BHUBANESWAR

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PLACEMAKING AS A TOOL FOR ACTIVE & INCLUSIVE STREETS - A STUDY ON BHUBANESWAR

Map 8: Land Use Map (BMC) Source: CDP, 2030

suspended

particulate

matter

and

emission

of

greenhouse gases. Owing to rapid urbanisation, changes in land use have translated to a massive decrease of dense vegetation in the city. Also, the current land use planning is inadequate and does not cover all the levels of local, regional as well as State needs.

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4.1.7. URBAN TRANSPORT SCENARIO • Road network: Bhubaneswar is linked with Puri via Cuttack – Puri Road (NH-203) and this NH is cutting across the city in congested human settlements. High level of congestion has been observedon NH-203 due to mixing of local traffic with regional traffic. Intercity interaction happens between Cuttack and Bhubaneswar also through NH-5 and Nandankanan road and Barang Road. Old town area of Bhubaneswar has single carriageway roads, with limited Right of Ways (ROW) which limits road capacity and scope of expansion.

Old town area has higher usage of pedestrian and slow moving vehicles resulting into congestion. Overall Bhubaneswar has grid iron type of road network; it has hierarchical system of collector and local roads. The road network in new developed areas are very well planned, areas which are catering IT parks, education/ health campus developments, and residential townships along NH-5 and Nandankanan road.

• Public Transport systems: In order to ensure a complete transformation of the urban public transport scenario in the city and its hinterland through use of smart technology, service benchmarking and customer satisfaction, Capital Region Urban Transport (CRUT) rolled out its new buses under the brand name of MO BUS. The service was launched on November 6, 2018 to provide reliable and safe transportation connecting

Image 69. MO Bus, CRUT, Bhubaneswar Source: Bhubaneswarme.com

neighbourhoods. Shared auto service is also there to each and every corner of the city. Cab services like OLA and UBER are also easily available. OLA auto and shared cabs are also there. ZOOM car has also spread its wings in the city for rents of self-driving cars. Auto-rickshaw is most preferred among the paratransit modes. Within BMC area, auto-rickshaws have maximum coverage.

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OTHER ROADS RAILWAY TRACKS BMC BOUNDARY MAJOR ROADS NH-5 Map 9: Road & street map (BMC) Source: Openstreetmap.com

Nh-203

4.1.8. PUBLIC SPACES

Bhubaneswar, like other tier-2 cities of India, is all poised to catch up with the rapid process of urbanisation. At this point of transition from an administrative center to a hub of economic activities, the city is stressed to meet the demands of infrastructure and public utilities.

Its environments and Open Spaces are shaped by the technological, economic, social and cultural changes.

For every unit of urban growth, a portion of the physical environment is being transformed. There was a declining trend in the provision of Open Space as a land use, partly due to the reduced availability of and, the significance attached to the public Open Space and community life.

However, recently, in the city development plans, GYANADA PANDA, 1620106151, 8TH SEM, DEPARTMENT OF PLANNING, CET - BHUBANESWAR

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environmental improvement policies are laid down, which include strategies for the provision and development of Open Spaces for the residents.

[18]

Jurisdiction

No. of Parks

Area of Parks (in Hectares)

Proportion percentage (%)

Urban Local Bodies

28

6.1

2.3

Development Authority

59

252.9

97.4

Private Ownership/NGOs

1

0.8

0.3

TOTAL

88

259.7

100

Table 6. Jurisdiction wise - Allocation of Green space and parks Source: Service Level Improvement Plan (SLIP), Bhubaneswar

According to World Health Organization (WHO), minimum green urban space per capita should be 9m2, which varies from city to city or country to country depending on the gross green, open urban area and gross population living in the city or the nation. For Indian cities, the minimum per capita green urban space, as per WHO, is 8m2. For Bhubaneswar city, the existing open public space (2020) is calculated as 3.07m2 per capita while the total public and recreational space is 2.6 km2. This amount of space per capita is much less as compared to the required standards and also demands active recreation.

4.1.9. ONGOING SCHEMES ON CITY PUBLIC SPACES A number of projects are under progress by the Bhubaneswar development authority for developing the city public spaces and streets. The following are some of them: NO.

1

PROJECT

COMPLETE STREETS PROJECT

DESCRIPTION

FEATURES

As part of the Smart City Plan, Bhubaneswar plans to adopt a COMPLETE STREETS approach to create a balance between the movement of pedestrians, cyclists, transit, and vehicles. Like most of the Indian cities, streets in Bhubaneswar have undergone a lot of changes to adjust and adapt itself to cater to the changing demands with respect to the traffic volume, traffic flow, extent, functions and behavioral pattern of the users. This has greatly affected the street network and its hierarchy leading to many traffic related issues.

• Total identified road network-120km • Priority road network-40km • Out of 40km, 1. Janpath Streetscape- 5.5km (BSCL under smart city project) 2. Sachivalaya Marg Streetscape - 9.5 km (Works department) 3. Bidyut Marg Streetscape - 5.5 km • NMT being developed in this 4o km priority network.

• BDA along with BPTS (CRUT) for bus transport with 200 new buses. .....Continued.

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NO.

2

3

4

PROJECT

DESCRIPTION

FEATURES

EKAMRA HERITAGE WALK

Ekamra Heritage Walks of Bhubaneswar is a rediscovery and celebration of the city’s rich architectural treasures, its traditions, rituals and customs. The area we now call Old Town, was in ancient times known as the Ekamra Kshetra, referring to an area adorned with mango trees. Guided walk through, its landscapes, streets and temples will reconnect visitors with the city’s glorious past.

1. Lingaraj Circuit: • The weekend heritage tour/walk starts at 6.30 am on every Sunday morning from the premises of Mukteswar temple and ends at Ekamra Van, the medicinal plant garden on the Western bank of Bindusagar, covering nearly 2 km.

2. Monks, Caves & Kings: • Monks, Caves and Kings, the heritage tour in the Twin Hills of Udayagiri and Khandagiri has been a new addition under the umbrella of Ekamra Walks, starts at 6.30 am every Saturday from the foothills of Udayagiri.

HERITAGE SIGNAGE PROJECT

The Heritage Signage Guidelines for Ekamra Kshetra Heritage Zone has been drafted by BDA with an aim to provide clear, concise information, about the heritage monuments, which is relevant, aesthetically pleasing and consistent for all heritage sites. This will help promoting an unified and attractive appearance for all facilities and eliminate inconsistent, ineffective and unnecessary signs.

• Installation of uniform and consistent signs for directional, locational, interpretation • Location map • Facility and emergency signage • Shop and advertisement signage • Provide an uncluttered environment of the heritage zone • The information on the signage will be in Odia, Hindi and English.

VISIT BHUBANESWAR

Visit Bhubaneswar, is envisioned to be the first-of-it-kind in Odisha, and strives to create a new identity for Bhubaneswar city through several city branding initiatives like developing promotional strategies, guided city tours and walks, pop-up events, creating branding collaterals (city maps, city magazine and other merchandise), Hop-On Hop-Off Bus services etc.

• Promote the city to local, national and international audiences as an emerging and dynamic place to live, visit, work, study, invest and play in the Indian subcontinent.

• This portal shall present a visual walkthrough of the entire city with interesting photographs and videos on the city.

• The portal has five major segments: Explore, Experience, Stay, Taste, This is Bhubaneswar

Table 7. Ongoing schemes and projects to develop city's public spaces Source: Bhubaneswar Development Authority

4.2. SITE SELECTION In this segment, the site selection process is presented in details with maps, images and illustrations along with the aspect studies and issues of each site in details. In the given map10 , the demarcated streets are selected on the basis of aspects set to before carrying out the research to fulfill the set objectives. These streets comes under some major public claimed areas and present their own unique identity. They have different scale, different ROW width, and different importance at the city level. Thus the impact of these streets on the publicness of Bhubaneswar city will vary widely which will eventually produce a captivating outcome for the research study.

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WARD BOUNDARY OTHER ROADS RAILWAY TRACKS BMC BOUNDARY MAJOR ROADS NH

4

6

5

CRP DAV ROAD

1

KHANDAGIRI

2

JAGAMARA (NEW ROAD)

MADHUSUDAN MARG

MAHATMA GANDHI MARG

3

JANPATH (RAJMAHAL-SISHUBHAWAN)

Map 10 : BMC Ward Map with road network Source: Open Street Map

4.2.1. KHANDAGIRI ROAD Aspect Study: • Sociability: The Khandagiri hills and the Udayagiri hills being the major tourist attraction of the area, the Khandagiri-Chandaka road attracts a heavy footfall. A wide variety of people in hundreds and thousands visit this place on a daily basis.

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• Economy: Being a tourist destination spot, the street experience a boom in the street economy. A wide

OA D

ample natural shade.

• Physical: Ample amount of street space is available

-5

IR

comes under the forest land and hillscape. A small part of the street also has a dense tree line which provides

NH

GIR

KHANDAGIRI BARI SQUARE

DA

• Environmental: A major part of the street surrounding

AN

to cultural and local crafts, street food, stationery etc.

KH

variety of street vending activities is carried out relating

NH-5 BYPASS

KHANDAGIRI SQUARE

Map 11 : Khandagiri Road Source: Google Earth

if there was no encroachment by the street vendings and residential plots. There is a major potential for streetscape development to make the ever active (in terms of footfall) provide inclusiveness and attractive features.

Findings: • Even though the street experience high footfall but it is

Image 70 : Khandagiri Street View Source: Author's Survey

uneven due to non-inclusiveness (for women at night) and unsafe condition of the street.

• Unauthorised vendings and unmanaged peripatetic/ mobile vendors add to the street chaos making it unsafe to the users.

• Uneven shaded places and lack of artificial shading infrastructure makes the street unsuitable for the pedestrians.

• Lack of basic street infrastructures such as sitting spaces, signages, trash bins, lightings etc., add up to the unwelcomingness of the street.

4.2.2. JAGAMARA [NEW ROAD] Aspect Study: • Sociability: In the recent times, the Jagamara (new road) has been experiencing a higher number of footfall due to the fact it presents a view of plains/ agriculture fields and aeroplanes take-offs and landings. A large number of youth and children have started coming to this street which pose a positive potential for the street development. It is also being labeled as "most lovable public place" by some people.

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• Economy: Due to a higher footfall attraction the

G

RO

AR

M

M

on the street side. Other vendors such as fruit stalls,

FA R

AD

number of street food vendors acquired their spots

AZ

economy of the area has also boosted up. A large

AD

covered by the crop plains and agricultural fields adding an ambient environment and amazing view to the

ARA NE

• Environmental: Major area surrounding the street are

JAGAM

various times of the day.

W ROA D

vegetable sellers, meat shops etc., are also seen at

streets. Bush plants and flowers planted on the median also provides an aesthetic view.

• Physical: Ample amount of street space provides a major potential for an attractive and inclusive streetscape

Map 12 : Jagamara New Road Source: Google Earth

development.

Findings: • Even though the street experience high footfall but it is uneven due to non-inclusiveness (for women at night) and unsafe condition of the street.

• Unauthorised vendings and unmanaged peripatetic vendors add to the street chaos making it unsafe to the users.

• Lack of shaded places makes the street unsuitable for

Image 71 : Jagamara New Road street view Source: Author's Survey

the pedestrian use.

• Lack of basic street infrastructures such as sitting spaces, signages, trash bins, lightings etc., add up to the unwelcomingness of the street.

4.2.3. JANPATH [RAJMAHAL - SISHUBHAWAN] Aspect Study: • Sociability: Being located in CBD area of the city, this street experiences a lot of public footfall. Also, it is in the proximity to the railway station which also add up to the footfall. The street is visited by a wide range of public from young to elderly, from low income groups to higher income groups.

• Economy: The presence of large retail businesses on the street as well as it also stands as a base for the largest electronic market in the city. Also, the largest

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PLACEMAKING AS A TOOL FOR ACTIVE & INCLUSIVE STREETS - A STUDY ON BHUBANESWAR

market complex is just next side of the street.

RA

JM

• Environmental: A wide open space right next to the

FL YO

R

RO

VE

NP AT H

SISHUBHAWAN SQUARE

shade providing trees.

JA

is also well equipped with green strips, rain gardens and

AL

AD

carriage way on the both sides are available. The street

AH

RAJMAHAL SQUARE

• Physical: Ample amount of space is available well equipped with all the basic street infrastructure required for a potential public space.

UD

YA N

MA

RG

Findings: • Even if the street experiences a higher footfall, but it is concentrated along the commercial side of the

Map 13 : Janpath [Rajmahal-Sishubhawan] Source: Google Earth

carriageway. This makes the other side of carriageway uninhabitable and shady place making unsafe for the residents and other users.

• There is a small number of small street vendors and those are there have encroached the service lane due to lack of dedicated spaces for them.

• Uneven shade distribution and no shade on the commercial side of the street making it unwelcoming for the users at the day time.

Image 72 : Janpath[Rajmahal-Sishubhawan] Street-view Source: Author's Survey

• Lack of activity (except commercial) and improper shade distribution makes the street place inactive and unsuitable for the users decreasing in footfall level which leads to the wastage of pre-existing street infrastructures.

4.2.4. MADHUSUDAN MARG Aspect Study: • Sociability: The street is located at a culturally enriched area. The presence of exhibition field, religious places and educational institutions are the major cause of public attraction. A wide variety of people ranging from children to elderly, low income groups to high income groups constitute the footfall.

• Economy: The street homes a large number of peripatetic/mobile vendors as well as temporary shops along with the retail (permanent) markets.

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the street users.

• Physical: Ample amount of street space is available for

JA NPAT H RO AD

a dense tree line providing an ambient atmosphere to

S A C H IV A L AYA

• Environmental: The entire street stretch is shaded by

MARG

PLACEMAKING AS A TOOL FOR ACTIVE & INCLUSIVE STREETS - A STUDY ON BHUBANESWAR

RAM MANDIR SQUARE MADHU

SUDAN

MARG

the creation of a potential public space.

Findings: • The street experiences an unmanaged heavy footfall and due to lack of proper pedestrian pathways creates

Map 14 : Madhusudan Marg Source: Google Earth

an issues on the road safety of the street users.

• Unauthorised vendors encroaching the pedestrian pathway as well as carriageway space.

• Even though the street has a dense tree line but faces the issue of water logging due to lack of proper stormwater drainage systems and rain gardens, green lanes etc.

• Lack of basic street infrastructures such as sitting spaces, signages, trash bins, lightings etc., add up to

Image 73 : Madhusudan Marg street view Source: Author's Survey

the unwelcomingness of the street.

during the times of rallies and political disruptions. The footfall is generally constituted of members of the rallies

JA NPAT H RO AD

• Sociability: The street has a high footfall attraction

S A C H IV A L AYA

Aspect Study:

MARG

4.2.5. MAHATMA GANDHI MARG MASTER CANTEEN SQUARE MAHA TMA G

ANDH

I MAR

G

which is generally the youth section of society.

• Economic: Very little economic activity on the street but the street is connected to the CBD area on one end.

Map 15 : Mahatma Gandhi Marg Source: Google Earth

• Environmental: Ample amount of natural shade to facilitate potential footways and public spaces around it.

• Physical: Ample amount of street space is available to develop as a potential public streetscape.

Findings: • Due to the amounts of rallies and political marches and strikes, the street poses as a politically challenged space to be developed. Also, the street is located in

Image 74 : Mahatma Gandhi Marg street view Source: Author's Survey

a political VIP area where the normal public restrain themselves from walking in those area.

• Also, there is no scope of economic activity such as

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presence of street vendors etc. so as to make the street hustle free which also poses as a major reason for nonwalkability.

• There is no scope of proposal applicability in the environment part of street as it has enough trees and plantings as well as other environmental requirements.

• Presence of pre-existing physical barriers, lack of footfall and activity makes it unsuitable to be developed as a streetscapes.

4.2.6. CRP DAV ROAD Aspect Study: • Sociability: The street experiences footfall constituting the working class during the rush hours due to the

-5

NH

CRPF SQUARE

presence of public (administrative) and official buildings.

• Economic: Very little economic activity on street as there are only a bunch of street vendors selling fruits and vegetables.

• Environmental: Ample amount of natural shade to facilitating pedestrian usage.

• Physical: Wide street space with sidewalk is available.

POWER HOUSE SQUARE Map 16 : CRP DAV Road Source: Google Earth

Findings: • The street experiences a small amount of footfall only from the working class.

• The street is low on economic activities due to he presence of very less street vendors.

• There is no scope of proposal applicability in the environment part of street as it has enough trees and plantings as well as other environmental requirements.

• The lack of footfall and activities makes it unsuitable for further development as a public streetspace.

Image 75 : CRP DAV Road street view Source: Author's Survey

4.2.6. SITE SELECTION BASIS On the basis of the following criterion, the sites are further selected for final research and analysis purposes: • Fulfillment of all the pre-considered aspects and parameters.

• Streets with political, economical etc., challenges are not considered.

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• Streets highlighting major issues.

• Streets experiencing heavy footfall attraction.

• Streets with potential activity zones (recreational, commercial, economic etc.) are to be considered.

• Streets showing the potential for the applicability of proposals and devoid of major constraints.

• Streets with future potential of becoming the most visited public places.

On the basis of all the above selection criterion, aspects and parameters and considered issues and potentials, the sites or street spaces selected for further research purposes are: 1. Khandagiri-Chandaka Road 2. Jagamara- New Road (Behind Airport Runway) 3. Janpath (Rajmahal square to Sishubawan square) 4. Madhusudan Marg (Behind Ram Mandir towards Sachivalaya Marg)

4.3. SITE PROFILING & ISSUE MAPPING 4.3.1. KHANDAGIRI ROAD The site is located in the South-West zone in ward 49 of Bhubaneswar city. The entire street stretch considered for the study is about 2 km which consists the two roads i.e., Khandagiri-Chandaka road and NH-5 bypass road.

The site is a heritage site under ASI [Archaeological Survey of India] with the presence of the historical twinhills "Khandagiri & Udaygiri Hills" which serves as a tourist attraction. The site experiences both the tourist (major) and local (minor) footfall at all times of the day.

With an estimation of about 1000 people (day time) and 400 people (night time). A boom in the cultural economy and crafts market is seen the site as a wide variety of vendors are seen on the street.

Landmark Twin hills of Khandagiri-Udayagir

ROW width 12m, 23m & 26m

Nodes • Khandagiri Square • Khandagiri Bari Square

Site Accessibility Through NH-5 and NH-5 bypass

Table 8. Site Profiling (Khandagiri-Chandaka Road) Source: Author's Survey

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NH-5 BYPASS

KHANDAGIRI BARI SQUARE

KHANDAGIRI- CHANDAKA ROAD

NH

-5

Other roads Focus Street Buildings (Landuse-wise)

Image 76 : Khandagiri Hill Source: Author's Survey Map 17 : Khandagiri-Chandaka road profiling Source: GIS (Author's)

KHANDAGIRI SQUARE

ISSUE PEDESTRIAN

DESCRIPTION The street has a non-continuous footways in some parts where as in some parts the pedestrian ways are raised. The pedestrian ways are mostly unshaded in the entire stretch.

There is one dedicated parking lot for 4-wheelers which does not fulfill the required capacity

PARKING

compelling for the on-street parking making the roads congested and unsafe for other users. The 2-wheeler parking is mostly on street (carriageway parking) The street space is encroached by the street vendors without any proper alignment and no

VENDING

dedicated spaces are allotted to these vendors. This creates unhygienic, and unattractive image for the street creating a negative impact on the footfall.

ENCROACHMENT

The residential encroachment and vending encroachment on the pedestrian spaces. Unauthorised 4 wheeler parking on the footways forces the people to walk on carriageways.

Lack of proper lighting facilities and encroachment issues on the street raises a question on the

SAFETY

public safety. Lack of age-centric and gender friendly infrastructures restricts usage of the street.

Less women footfall in the evening and night time due to lack of continual activities.

• No proper sitting spaces.

• Less shaded areas.

STREET INFRASTRUCTURE

• Lack of proper lighting facilities • Less amount of signages and no street maps • Lack of public toilets and waste receptacles.

• No defined NMT infrastructures.

Table 9. Issue Mapping (Khandagiri-Chandaka Road) Source: Author's Survey

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PLACEMAKING AS A TOOL FOR ACTIVE & INCLUSIVE STREETS - A STUDY ON BHUBANESWAR

4.3.2. JAGAMARA NEW ROAD

The site is located in the South-West zone in ward no. 50 of Bhubaneswar city. The entire street stretch considered for the study is about 1.7 km. The site presents the amazing back view of Biju Pattnaik International Airport, Bhubaneswar. The site experiences a local footfall at all times of the day, with an estimation of about 500 people (day time) and 1000 people (night time). A wide range of street food vendors are found at the evening time while

JA

GA

MA

RA

NE

W

RO

AD

fruit and vegetable sellers are found in the daytime.

Image 77 : Back View of Airport Source: Author's Survey

Other roads Focus Street Buildings (Landuse-wise)

Map 18 : Jagamara New Road profiling Source: GIS (Author's)

ROW width

Nodes

Site Accessibility

Back side Airport

27.5 m

----

Baramunda-Jagamara Road, Farm Road & Azad Marg

Table 10. Site Profiling (Jagamara New Road) Source: Author's Survey

ISSUE PEDESTRIAN

Landmark

DESCRIPTION The street has a continuous raised footways and unshaded along the entire stretch.

There is no dedicated parking lots for 4-wheelers compelling for the on-street parking making

PARKING

the roads congested and unsafe for other users. The 2-wheeler parking is also on street (carriageway parking).

The pedestrian space is encroached by the street vendors without any proper alignment and

VENDING

no defined/dedicated spaces are allotted to these vendors. This creates unhygienic, and unattractive image for the street creating a negative impact on the footfall.

ENCROACHMENT

Vending encroachment on the pedestrian spaces. Unauthorised 4 wheeler parking on carriageways. .....Continued.

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ISSUE

DESCRIPTION Lack of proper lighting facilities and encroachment issues on the street raises a question on

SAFETY

the public safety. Lack of age-centric and gender friendly infrastructures restricts usage of the street. Less women footfall in the evening and night time due to lack of continual activities.

• No sitting spaces (People sit on the boundary wall of the airport) • No shaded areas.

STREET INFRASTRUCTURE

• Lack of proper lighting facilities • Less amount of signages and no street maps • No public toilets and waste receptacles.

• No defined NMT infrastructures.

Table 11. Issue Mapping (Jagamara New Road) Source: Author's Survey

4.3.3. JANPATH [RAJMAHAL - SISHUBHAWAN]

The site is located in the South-East zone in ward no.40 of in the CBD area of Bhubaneswar city. The entire street stretch considered for the study is about 0.8 km.

The site has an aesthetically attractive and landscaped public space "Ekamrakshetra". The site experiences a local footfall at all times of the day, with an estimation of about 500 people (day time) and 1000 people (night time). A wide range of street food vendors are found at the evening time while fruit and vegetable sellers are found in the daytime.

Landmark

ROW width

Nodes

Site Accessibility

Ekamrakshetra

60m

Rajmahal square & Sishubhawan square

Janpath road, Udyaan Marg

RA

Table 12. Site Profiling (Janpath Road) Source: Author's Survey

AH

AL

FL YO

VE

R

JA

NP AT H

RO

AD

RAJMAHAL SQUARE

JM

Other roads Focus Street Buildings (Landuse-wise)

SISHUBHAWAN SQUARE

U

D

YA

N

M

A

R

G

Map 19 : Janpath Road profiling Source: GIS (Author's)

Image 78 : Ekamrakshetra Source: Author's Survey

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ISSUE PEDESTRIAN PARKING

DESCRIPTION The street has a continuous and wide footway space but unshaded along the entire stretch.

There is no dedicated parking lots for 4-wheelers although there are a number of parking bays on the street. The 2-wheeler parking is also on street (service lane) blocking it.

The pedestrian space in service lane is encroached by the street vendors without any proper

VENDING

alignment and no defined/dedicated spaces are allotted to these vendors. This creates unhygienic, and unattractive image for the street creating a negative impact on the footfall.

Also one side of the carriageway is bereft of any kind of activity making the place sketchy.

ENCROACHMENT SAFETY

Vending encroachment and unauthorised 2-wheeler parking on the service lanes blocking the pedestrian access to building frontages.

Lack of any kind of any public activity on the residential side of the carriageway makes the place unappealing for public footfall and this makes the place is sketchy.

• Abundant amount of infrastructures but less usage.

STREET INFRASTRUCTURE

• Lack of shaded areas.

• No street maps • No public toilets • Improper allignment (lack of shade) of cycle track.

Table 13. Issue Mapping (Janpath Road) Source: Author's Survey

4.3.4. MADHUSUDAN MARG The site is located in the South-East zone in ward no.35 of in the CBD area of Bhubaneswar city. The entire street stretch considered for the study is about 0.9 km.

The site is aesthetically attractive with painted walls and an exhibition field. The site experiences a local footfall at all times of the day, with an estimation of about 700 people (day time) and 1200 people (night time). A wide range of street food vendors are found at the evening time while fruit and vegetable sellers are found in the daytime.

Image 79 : Ram Mandir Source: Author's Survey

Other roads Focus Street Buildings (Landuse-wise)

Map 20 : Madhusudan Marg profiling Source: GIS (Author's)

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Landmark

ROW width

Nodes

Site Accessibility

Ram Mandir

27m

Ram Mandir Square & Housing Board Square

Janpath road, Sachivalaya Marg

Table 14. Site Profiling (Madhusudan Marg) Source: Author's Survey

ISSUE PEDESTRIAN

DESCRIPTION The street doesn't have a dedicated pedestrian space and obstructed by trees and vending encroachment leading the people to use the carriageway space for walking purposes.

There is no dedicated parking lots for 4-wheelers although there are a number of parking bays

PARKING

on the street in front of the exhibition field. The 2-wheeler parking is also on street (acquiring the pedestrian space) blocking it.

The pedestrian space is encroached by the street vendors without any proper alignment and

VENDING

no defined/dedicated spaces are allotted to these vendors. This creates unhygienic, and unattractive image for the street creating a negative impact on the footfall.

ENCROACHMENT SAFETY

Vending encroachment and unauthorised 2-wheeler and 4-wheeler parking on the carriageway as well as pedestrian space blocking the pedestrian passage.

Lack of proper street alignment and proper lighting facilities is a major concern of the street.

• Lack of basic street infrastructures • Lack of shaded areas.

STREET INFRASTRUCTURE

• No sitting spaces (People sit on the tree pits) • Lack of proper lighting facilities • Less amount of signages and no street maps • No public toilets and waste receptacles.

• No defined NMT infrastructures.

Table 15. Issue Mapping (Janpath Road) Source: Author's Survey

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5 . S T U D Y A R E A A N A LY S I S

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5.1. SOCIABILITY 5.1.1. LAND USE STATISTICS

FOCUS STREET NH OTHER CONNECTING ROADS BYELAW VIOLATIONS OPEN LAND Map 21 : Landuse of Khandagiri with violations and land ownership Source: ArcGIS (primary)

Private Land

Government Land

Forest Land

1. KHANDAGIRI: In the above land use map of Khandagiri street, majority of the land is forest land which is hill or the heritage site which is 60% of the total land use. A small part of land is abandoned and is usually used for non-authorized

OPEN SPACE/ HILL - 60% RESIDENTIAL - 10% COMMERCIAL - 15% PUBLIC/SEMI PUBLIC-2% EDUCATIONAL - 3% RELIGIOUS/ TOURIST-5%

parking purposes. A major part of the street to the south of heritage site is encroached by the residential development as well as unmanaged street vendors and shops. A major part of the street near the heritage site is encroached by illegal carriageway parking posing a significant traffic threat to all the street users. Also the downhill contour of the place contribute to the traffic accidents if not managed properly. The figure 18. here shows the various land use types with their percentages.

Figure 18 : Land Use of Khandagiri street Source: ArcGIS (primary)

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2. JAGAMARA NEW ROAD: In the land use map of jagamara street below, majority of the land is plain land or agricultural crop land which is 60% of the total land use. There is no open land and the carriageway is usually used for non-authorized parking purposes. A major part of the street (pedestrian space)is encroached by the unmanaged street vendors and temporary shops. A major part of the street is encroached by illegal carriageway parking posing a significant traffic threat to all the street users. The figure 19. here shows the various land use types with their percentages.

FOCUS STREET OTHER CONNECTING ROADS OPEN SPACE/ PLAINS-60% WATER - 2% RESIDENTIAL - 13% COMMERCIAL - 25%

Private Land

Government Land

Map 22 : Landuse of Jagamara and land ownership Source: ArcGIS (primary)

Figure 19 : Land Use of Jagamara Source: ArcGIS (primary)

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3. JANPATH [RAJMAHAL - SISHUBHAWAN]: In the land use map of janpath street below, majority of the land is commercially developed which is 70% of the total land use. There is an open public space called "Ekamrakshetra" and there are carriageway parking bays for parking purposes. A major part of the street space

is pedestrian space. The service lane

is encroached by the unmanaged street vendors and temporary shops along with 2-wheeler parking. The figure 20. here shows the various land use types with their percentages.

FOCUS STREET MAJOR ROADS OTHER CONNECTING ROADS BYELAW VIOLATIONS OPEN LAND Government Land OPEN SPACE - 5% RESIDENTIAL-25% COMMERCIAL-70%

Map 23 : Landuse of Janpath with violations and land ownership Source: ArcGIS (primary)

Figure 20 : Land Use of Janpath street Source: ArcGIS (primary)

3. MADHUSUDAN MARG: In the land use map of Madhusudan Marg, majority of the land is culturally developed with an open public/ recreational space of 35% of the total land use. There are carriageway parking bays for parking purposes in front of the exhibition field. A major part of the street

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Private Land

Map 24 : Landuse of Madhusudan Marg and land ownership Source: ArcGIS (primary)

space is encroached by the street vendors and vehicular parking. The figure 20. here shows the various land use types with their percentages.

OPEN SPACE - 35% RESIDENTIAL - 10% COMMERCIAL - 25% PUBLIC/SEMI PUBLIC-15% EDUCATIONAL - 10% RELIGIOUS/ TOURIST-5%

Government Land

FOCUS STREET MAJOR ROADS OTHER CONNECTING ROADS BYELAW VIOLATIONS OPEN LAND

Figure 21 : Land Use of Madhusudan Marg Source: ArcGIS (primary)

5.1.2. AGE DISTRIBUTION ON STREET

1. KHANDAGIRI:

Higher footfall is between 4pm-6pm in the evening. The street is highest visited by youth but other ages also have their significant input in the public footfall.

33% 20% 16%

26% 50% 40%

DAY

AFTER-NOON

20% 15% 22%

13% 15% 24%

EVENING

Image 80: Different age groups of people in Khandagiri Source: Author's Survey

Figure 22: Age distribution of people flow in Khandagiri street Source: Author's Observation

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2. JAGAMARA: Higher footfall is between 9am-10am in the morning as well as 4pm-6pm in the evening. The street is highest visited by youth but other ages also have their significant input in the public footfall.

20% 5% 29%

20% 35% 27% Image 81: Different age groups of people in Jagamara Source: Author's Survey

50% 50% 29%

DAY

AFTER-NOON

10% 10% 15%

EVENING

Figure 23: Age distribution of people flow in Jagamara street Source: Author's Observation

3. JANPATH: Higher footfall is between 4pm-8pm in the evening. The street is highest visited by the youth as well as middle aged groups but other ages also have their significant input in the public footfall.

DAY

29% 10% 15%

29% 40% 33.3%

29% 40% 26%

14% 10% 26.7%

AFTER-NOON

Image 82: Different age groups of people in Janpath Source: Author's Survey

EVENING

Figure 24: Age distribution of people flow in Janpath street Source: Author's Observation

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4. MADUSHUDAN MARG: Higher footfall is between 4pm-7pm in the evening. The street is highest visited by the youth as well as middle aged groups but other ages also have their significant input in the public footfall.

14% 20% 20%

43% 53.4% 30% Image 83: Different age groups of people in Madhusudan Marg Source: Author's Survey

15% 13.3% 40%

DAY

29% 13.3% 10%

EVENING

AFTER-NOON

Figure 25: Age distribution of people flow in Madhusudan Marg Source: Author's Observation

5.1.3. GENDER DISTRIBUTION ON STREET

60% 50% 75%

80% 70% 57%

57% 80% 66%

40% 50% 25%

20% 25% 43%

43% 20% 33%

(a)

DAY

(b)

AFTER-NOON

(c)

57% 80% 60%

43% 20% 40%

EVENING

(d)

Figure 26: Gender distribution of people flow in (a) Khandagiri Street (b) Jagamara Street (c) Janpath (d) Madhusudan Marg Source: Author's Observation

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5.1.4. ACTIVITY DISTRIBUTION ON STREET 1. KHANDAGIRI:

50%

• Tourism (recreation) here is a potential boost to • Presence of Jaydev Vatika (public park) provides recreation acting as a potential for commercial development in its vicinity.

• Also people usually roam around near bus stand

RELAXATION

commercial activity.

30% 20%

(a)

during evening hours.

10%

2. JAGAMARA :

30% 60%

the basis that relaxation is major activity of the footfall enjoying the take offs and landings of flights.

• Has a potential for commercial development in this area.

COMMERCIAL

• It can be considered as the most loved public place on

3. JANPATH :

a small period.

3. MADHUSUDAN MARG : • Presence of the Exhibition ground & Ekamra Haata boosts commercial and recreational activities.

RECREATION

infrastructure available, yet lack in the relaxation and • “Ekamrakshetra” is only active in the evening time for

2% 90% 8%

• Present in the CBD area with all suitable street recreational purposes.

(b)

(c)

30% 60% 10%

• Low on relaxation activities due to lack of infrastructure.

• Also the presence of Ram Mandir attracts a majority of footfall.

(d) Figure 27: Activity distribution of people flow in (a) Khandagiri Street (b) Jagamara Street (c) Janpath (d) Madhusudan Marg Source: Author's Observation

Image 84: Different types of activities on street Source: Author's Survey

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5.1.5. COMMUNITY SERVICES • 2 Public Toilets but not enough.

• No nearby Public Toilets

• Not enough dustbins for proper waste

• 2-3 Dustbins for waste disposal on streets.

disposal on streets.

• No help centers for public especially

• No help centers for public especially

children & old people.

children & old people.

• No provisions from differently abled.

• No provisions from differently abled.

1. KHANDAGIRI • No public Toilets

2. JAGAMARA • No nearby Public Toilets

• Dustbins at regular intervals for waste

• 1-2 dustbins for waste disposal on streets.

disposal on streets.

• No help centers for public especially

• No help centers for public especially

children & old people.

children & old people.

• No provisions from differently abled.

• No provisions from differently abled.

3. JANPATH

4. MADHUSUDAN MARG

5.1.6. PUBLIC SAFETY • 40% of female feel unsafe after 7pm

• 40% of female feel unsafe after 7pm

evening.

evening.

• High traffic congestion near tourist area

• Heavy Traffic during the rush hour.

due to illegal streat parking.

• Although ROW width is more but carriageway

• Heavy Traffic during the rush hour.

parking makes its unsafe for all the road users.

• Most of the shops are without frontage

• Most of the shops are without frontage

making pedestrian unfriendly.

making pedestrian unfriendly.

1. KHANDAGIRI

2. JAGAMARA

• High traffic congestion on the nodes.

• High traffic congestion due to illegal

• Heavy Traffic during the rush hour.

carriageway parking.

• Most of the shops are without frontage

• Heavy Traffic during the rush hour.

making pedestrian unfriendly.

• Shops are without frontage making

• The opposite side of commercial is devoid

pedestrian unfriendly.

of any kind of activity hence lack footfall and

• No segregation of street space may lead to

feels unsafe.

road accidents.

3. JANPATH

4. MADHUSUDAN MARG

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5.2. ECONOMY

5.2.1. STREET VENDING SPOTS 1. KHANDAGIRI:

• Total no. of on-street shops - 60 • Only 56% of shops have storage facility.

• No legal lighting facility.

• No water and sanitation facilities.

• No proper waste disposal provisions.

Image 85: Street Vending in Jagamara Source: Author's Survey

BUILD-UP COMMERCIAL STREET VENDINGS FOCUS STREET NH OTHER CONNECTING ROADS

Map 25 : Commercial map of Khandagiri Source: ArcGIS (primary)

2. JAGAMARA: • Total no. of on-street shops - 23 • Only 21% of shops have storage facility.

• No legal lighting facility.

Map 26 : Commercial map of Jagamara Source: ArcGIS (primary)

• No water and sanitation facilities.

• No proper waste disposal provisions.

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3. JANPATH [RAJMAHAL - SISHUBHAWAN] : • Total no. of on-street shops - 56 • 80% of shops have storage facility.

• Legal lighting facility.

• Private water and sanitation facilities.

• No proper waste disposal provisions.

Image 86: Street Vending in Madhusudan Marg Source: Author's Survey

4. MADHUSUDAN MARG: • Total no. of on-street shops - 100.

• Only 40% of shops have storage facility.

• No legal lighting facility.

• No water and sanitation facilities.

Map 27 : Commercial map of Janpath Source: ArcGIS (primary)

• No proper waste disposal provisions.

Map 28 : Commercial map of Madhusudan Marg Source: ArcGIS (primary)

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5.2.2. ECONOMY AND VENDING TYPE

30% 70%

30% 70%

80% 20%

RETAIL ECONOMY

86.6% 13.4%

70% 30%

LOCAL ECONOMY

75% 25%

71.4% 28.6%

STATIONARY VENDORS (a) (b) Figure 28: Economy & Vending distribution in (a) Khandagiri Street (b) Jagamara Street (c) Janpath (d) Madhusudan Marg Source: Author's Observation

65% 35%

MOBILE VENDORS (c)

(d)

5.3. ENVIRONMENT

1. KHANDAGIRI: • 1 private landscaped area (Interpretation Centre).

• The parking site near bus stand is under process of

BUILD-UP FOCUS STREET NH CONNECTING ROADS NATURAL / OPEN SPACE LANDSCAPED AREA TREE LINE SHORT TREES LINE

landscaping.

• Dense tree line near the tourist site provide ample natural shade.

• A bush line near the bus stand sitting space.

• No presence of rain gardens.

• Grass medians are present in some parts of the street.

• Presence of a park- Jaydev Vatika.

Map 29 : Environment map of Khandagiri Source: ArcGIS (primary)

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2. JAGAMARA NEW ROAD: • No landscaped areas.

• The major part of the street is surrounded by plains (open, green areas).

• Dense tree line only in a small part of street.

• A bush / small trees line is also present in a small part of the street.

• No presence of rain gardens.

• Grass medians are present in some part of street.

• A small canal also crosses the street.

BUILD-UP FOCUS STREET CONNECTING ROADS NATURAL / OPEN SPACE LANDSCAPED AREA TREE LINE SHORT TREES LINE

Image 87: Street tree line in Jagamara Source: Author's Survey

BUILD-UP FOCUS STREET CONNECTING ROADS NATURAL / OPEN SPACE LANDSCAPED AREA TREE LINE SHORT TREES LINE Map 31 : Environment map of Janpath Source: ArcGIS (primary)

Map 30 : Environment map of Jagamara Source: ArcGIS (primary)

3. JANPATH:

Image 88: Street tree line in Janpath Source: Author's Survey

• Entire street is landscaped.

• Dense tree line on opposite of commercial area to providing natural shade.

• A bush line on the side of commercial side.

• Grass medians, grass strips and rain gardens are present in some parts of the street.

• Presence of Ekamrakshetra (public space).

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Capital High school ground

EXHIBITION GROUND BUILD-UP FOCUS STREET CONNECTING ROADS NATURAL / OPEN SPACE LANDSCAPED AREA TREE LINE SHORT TREES LINE Map 32 : Environment map of Madhusudan Marg Source: ArcGIS (primary)

4. MADHUSUDAN MARG: • Street has space to be landscaped.

• Dense tree line on both sides of carriageway.

• Presence of Exhibition ground as an open space.

• No Rain Gardens.

Image 89: Street tree line in Janpath Source: Author's Survey

5.4. PHYSICAL 1. KHANDAGIRI:

FOOTPATH BUS ROUTE ILLEGAL STREET PARKING PARKING LOTS BUS STAND SIGNAGES SPEED BREAKERS SITTING FURNITURE BUS STOP Map 33 : Street Infrastructure map of Khandagiri Source: ArcGIS (primary)

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2. JAGAMARA:

3. JANPATH:

FOOTPATH BUS ROUTE ILLEGAL STREET PARKING PARKING LOTS BUS STAND SIGNAGES SPEED BREAKERS SITTING FURNITURE BUS STOP

Map 34 : Street Infrastructure map of Jagamara Source: ArcGIS (primary)

Map 35 : Street Infrastructure map of Janpath Source: ArcGIS (primary)

Map 36 : Street Infrastructure map of Madhusudan marg Source: ArcGIS (primary)

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5.4.1. ACCESSIBILITY 1. KHANDAGIRI:

5.4.2. TRAVEL MODE

• No designated bus stops.

• One bus stand.

• Bus Route- 29 frequent every 20 mins.

(a)

• No cycle stands nor cycle lanes.

• Improper and uneven footpaths.

•Footpath encroachment by street vending near the

50%

20%

10%

5%

15%

2W

3W

4W

PTS

FOOT

illegal parking.

70%

10%

10%

7%

5%

• Raised footpath all throughout.

3. JANPATH:

2W

3W

4W

PTS

FOOT

parkings.

25%

10%

50%

10%

5%

• Curb separation of footpaths.

2W

3W

4W

PTS

FOOT

• Footpath space on both side of the carriageway but

15%

20%

15%

10%

40%

encroached by parkings and vendors.

2W

3W

4W

PTS

FOOT

tourist areas.

• Raised footpath near bus stand.

2. JAGAMARA NEW ROAD: • No designated bus stops.

• Bus Route-26 frequent every 20 mins.

(b)

• No cycle stands nor cycle lanes.

• Footpaths without poles.

• Footpath encroachment by street vendors as well as

• 4 bus stops near the nodes with CRUT bus frequent every 10 mins.

• 4 cycle stands with designated cycle lanes.

(c)

• Designated footpath ways with ample pedestrian infrastructure.

• Footpath encroachment near shops by illegal 2 wheeler

• Pedestrian poles are present on the footpaths on both the sides of road.

4. MADHUSUDAN MARG: • 4 bus stops near the nodes.

(d)

• CRUT bus frequent every 10 minutes along the nodes.

• 4 cycle stands with designated cycle lanes at the nodes but no cycle lane in the focus street.

• Footpath space encroachment by 2 wheeler parkings.

• No separation of footpaths.

• No pedestrian poles are present on the footpaths.

Figure 29: Traveling mode of people in (a) Khandagiri Street (b) Jagamara Street (c) Janpath (d) Madhusudan Marg Source: Author's Observation

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6 . R E C O M M E N D AT I O N S

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6.1. GENERAL RECOMMENDATIONS 6.1.1. SOCIABILITY 1. HUMAN SCALE DESIGNS • Design facades and edges of buildings or spaces that define the pedestrian network to be engaging and interesting.

• Support varied building heights, architectural details, signage, entrance spacing, transparency levels, and landscaping to break down the scale and rhythm of the block and make walking distances feel shorter.

Image 90: Human Scale designs Source: PPS.org

• Include a variety of shading and lighting devices on building facades to provide a comfortable walk.

• Iconic streets invite the opportunity for unique street furniture, wayfinding, landscaping, paving, signage, and lighting. Historic areas, promenades, and wellknown corridors can strengthen the character of a neighborhood through the design of the street.

• Steep elevation changes can limit street network connectivity and complicate access to critical services and key destinations. Combine steps and ramps with rest areas and landscaping.

2. ACTIVE FACADES • Facades and storefronts should be designed to respond to the pedestrian’s eye level, with a focus on how each building meets the sidewalk.

• The lower 5 m of a building is the portion directly visible and most intensely experienced by the pedestrian.

• Provide or encourage lighting, signage, awnings, and other elements that are scaled to the pedestrian realm and add to the texture of the street.

• Provide frequent building entrances to foster active spaces.

• Provide an open or glazed frontage that engages pedestrians, encourages pausing, provides passive surveillance, and links public and private space.

• Sidewalk cafés or street food stalls foster street life and have the potential to increase business along a corridor.

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Where provided, these must maintain accessible clear paths.

• Urban arterials or high-volume downtown streets directly abutting the pedestrian realm should be buffered in some manner. Planting, street furniture, and, occasionally, vehicle parking or loading bays can provide a valuable buffer between the pedestrian and vehicle realm.

3. SAFE & SECURED CONNECTIONS

Image 91: Active Building Facades with Footfall Source: NATCO

• Pedestrian spaces must be safe for all users at different times of the day. They should be well-lit, provide accessible slopes and gradients, be free of obstructions, and offer eyes on the street for natural surveillance and crime prevention.

• Provide visible, clear, short, and direct crossings at intersections.

• Install curb extensions and refuge islands to shorten crossing distance and provide protected areas for pedestrians waiting to cross.

• Crossings should always be marked, and when possible raised, for increased safety.

• Sidewalks and pedestrian crossings must offer a continuous clear path.

• Provide multiple routes to move between key destinations. If one path is closed for maintenance, others should still be available.

• Create pedestrian links in order to shorten walking routes when possible. Paths and streets that end in cul-de-sacs should be extended to connect to nearby streets.

4. SIDEWALK ZONINGS • Frontage Zone: The frontage zone defines the section of the sidewalk that functions as an extension of the building, whether through entryways and doors or sidewalk cafés and sandwich boards. The frontage zone consists of both the facade of the building fronting the street and the space immediately adjacent to the building.

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• Clear Path: The pedestrian clear path defines the primary, dedicated, and accessible pathway that runs parallel to the street. The clear path ensures that pedestrians have a safe and adequate place to walk and should be 1.8–2.4 m wide in residential settings and 2.4–4.5 m wide in downtown or commercial areas with heavy pedestrian volumes.

• Street Furniture Zone: The street furniture zone is defined as the section of the sidewalk between the curb and the clear path, in which street furniture and amenities such as lighting, benches, newspaper kiosks, transit facilities, utility poles, tree pits, and cycle parking are provided. The street furniture zone may also contain green infrastructure elements such as rain gardens, trees, or flow-through planters.

• Buffer Zone: The enhancement or buffer zone is defined as the space immediately next to the sidewalk, and may consist of a variety of different elements.

These include curb extensions, parklets, stormwater management features, parking, cycle racks, cycle share stations, and curbside cycle tracks.

Frontage Zone

Clear Path

Street Furniture Zone

Buffer Zone

Figure 30: Sidewalk Zoning Source: NATCO

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5. PUBLIC TOILETS • 1 Toilet block should be provided at every 1.5km on mobility and feeder corridors. Public toilets should be provided near transit stations and off street parking areas.

• Public toilets need to be considered in the road design such that it is easily accessible and aesthetically integrated with the surroundings.

• Public toilets should not obstruct footpaths, cycle lanes and carriageways. If placed on the edge of the street, min. 2m wide clear walkway should be available.

• Public toilets should be placed within Multi-Utility zones wherever provided.

• Care should be taken that public toilets are connected to the sewerage lines and are kept clean.

• Since public toilets are recommended at regular walkable intervals, the capacity can be reduced to minimize the overall dimensions of the block.

• Public toilets can have an adjoining landscape portion where in plants which grow on urea can be planted.

• The design and access for Public toilets should be friendly for old people and specially abled persons.

6. AGE CENTRIC DESIGNS

Figure 31: Placement of Public Toilets Source: ITDP

For Children: • Low through-traffic speeds.

• Pedestrian signals timed for a slow walking speed to match the slow walking speed of the children.

• Very low turning speeds.

• Highly visible pedestrian crossings.

• Placement of clear signages to indicate the drivers that children are present on streets.

• Child-friendly seating spaces, proper maps and signage, drinking water facilities and safety railing.

• Signals should be made more secure through CCTV. • Strict use of traffic calming elements.

•The planters height should be low, so that the small children playing or walking behind the planters are visible to the oncoming traffic.

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Figure 32: Space Requirement for a child Source: NATCO

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For Senior Adults: • Pedestrian signal phase is a little longer.

• Installing of pedestrian ramps for easier accessibility • Clear and legible road markings.

• Providing refuge islands for every two to three traffic lanes • Providing curb extensions to reduce crossing distances and improve visibility at the pedestrian crossing.

• Prevent parking within 6 m of pedestrian crossings to increase visibility.

7. WOMEN CENTRIC DESIGNS

Figure 33: Space Requirement for a senior adult Source: NATCO

• Active street edges with pedestrian friendly ground floor uses are recommended along with low compound walls.

• Street vendors also provide ‘eyes on the street’ by creating an informal surveillance system.

• Median block length bounded by publicly accessible roads on all sides.

• City roads with ROW greater than 12m with universally accessible, shaded footpaths with minimum 3.5m width and city roads with ROW less than 12m, with design speeds less than 30kmph.

• Street network with uniform and consistent lighting for pedestrian and cycling infrastructure: - 25 lux in shopping areas - 30-40 lux in non-shopping areas

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8. UNIVERSAL ACCESSIBILITY For people with impaired mobility: • Integrate the needs of people who have impaired vision or hearing, people in wheelchairs, and those who walk with canes or gait trainers.

• Sidewalks must be wide enough to allow two people in wheelchairs to pass one another, with clear paths on low-volume streets being wider than 2 m and never less than 1.8 m.

• Clear paths should be unobstructed, level, and with a smooth surface.

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crossings, preferably 8%.

• Provide cut-through paths in medians, pedestrian refuge islands, and corner islands.

• Thresholds and changes in level should be avoided.

• Ground and floor surface should be hard and even.

• For ambulant disabled people to move securely, ground and floor surfaces should be even and slip resistant.

• Obstacles, projections or other protrusions should be avoided in pedestrian areas.

• Handrails should be provided on stairs and ramps.

For people with visual impairment: • Contrasting color and warning blocks should be used to aid the identification of doors, stairs, ramps, passageways, etc.

• Surfaces can be variated to indicated pathways, change of directions, etc.

• Orientation cues should be specially illuminated.

• Hand rails can be used as a location aid.

• To minimize the risk of falls and injures, hazards such as posts, single steps and projections from walls should be avoided.

Spaces allowances for wheelchair: • The minimum clear floor or ground area required to accommodate a single, stationary wheel chair and occupant is 0.8m x 1.2m as shown in the figure.

• A minimum clear floor ground area of 1200mm x 1200mm would allow access for both forward and side approach.

• The minimum clear floor ground area for a wheel chair to turn is 1.5m whereas it may be ideal to provide 1.8m.

Figure 34: Space Requirement for a disabled Source: NATCO

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6.1.2. ECONOMY 1. VARIATIONS Sidewalk Cafés: • Narrow seating areas can be provided in as little as 1 m widths, larger seating areas require deeper strips of 2-4 m.

• The area reserved should not interfere with the pedestrian clear path, allowing a minimum width of 2.43 m according to pedestrian volumes.

• Movable chairs and small tables provide more flexibility and can be easily removed to ensure wheelchair accessibility.

• Use furniture and planters to clearly demarcate the strip and make it more detectable for visually impaired users.

Design sidewalk cafés to be universally accessible.

Storefront Spillovers and Stalls: • Facades should only exceed the length of the storefront, unless covering blank walls or fences, and be at most 1.5–2 m wide.

• Maintain the sidewalks clear path and universal accessibility to the business, and develop local guidance to clarify whether displays must be disassembled daily or seasonally.

Street Vendors and Kiosks: • These should fit in single file spaces as narrow as 1 m wide or fill 3-m wide stretches of a street in a busy commercial or market-like context.

2. SITING GUIDANCE Location:

Figure 35: Space Requirement by various vendors Source: NATCO

• Street networks, context, size, and character should be analyzed to identify and map areas appropriate to accommodate commercial activity.

• Commercial activity should be allowed only in sidewalks that are at least 4 m wide and should not obstruct the clear path at any time.

• Adjacent to building edges as extensions of ground floor uses, In sidewalk furniture zones, in sidewalk extensions or parking spaces.

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Clearance Distances: When located in the furniture zone of a sidewalk, vendors and stalls should be placed at least: • 0.5 m from curb edges • 2 m from street furniture such as benches and fire hydrants.

• 1.5 m from trees and planters.

• 2.5 m from transit stops, boarding zones, and loading zones.

Image 92: Organizing Street Vendors, Singapore Source: NATCO

• 3 m from pedestrian crossings • 6 m from building entrances.

Demarcation: Use markers embedded in the paving, paint or chalk lines, bollards, or a change in material to visually indicate areas allowable for commercial activity.

Communication of Siting Guidance: Ensure local guidance and regulations for commercial activities on the street are visually communicated, easily available in printed and online formats, and are provided in multiple languages for the widest reach possible.

3. DEDICATED SPACES Commercial Use Extension: • Ground floor extensions play a critical role in activating streetscapes, making them visually interesting and engaging,and adding valuable additional area for local businesses.

• From stands that display commercial goods such as clothes, books, flowers, or fruit to outdoor dining spaces that range from individual to multiple group tables, these outdoor uses should be planned and designed for.

• Widths of 1–4 m can be accommodated when clear walking paths are maintained.

• Local permitting systems help regulate dimensions, clear paths, and hours of operation.

Vendors on sidewalks: • When sidewalks are wide enough, vendors and market stalls can be situated in the street furniture zone, providing a buffer between pedestrians and moving or parked vehicles.

Figure 36: Space provisions for commercial use extensions Source: NATCO

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• Allow at least 1 m of space for vendor customers in addition to a 1.8 m minimum clear path.

• When blank building facades, setbacks, vacant lots, or parking lots line the edge of the sidewalk, local vending activity can assist in activating the street and making it more lively and engaging.

Vendors on enhancement zones: • Typically 2–2.5 m, the space of curbside parking can be designated for vending activity.

• Vendors can be interchanged with seating, parked cars, loading zones, and other uses to help provide an active edge to the sidewalks while maintaining clear paths.

• Provide vertical protection in the form of bollards, planters, or delineators to ensure safety of pedestrians.

4. STORAGE

Figure 36: Space provisions for sidewalks and enhancement zone use Source: NATCO

• Providing storage for street vendors enhances comfort and work conditions and allows them to store unsold goods in a safe place adjacent to their work area.

• Fixed stands for street vendors in specific areas such as plazas and esplanades can also enhance the character of the space.

Figure 37: Storage provision for vendors Source: ITDP

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5. SEATING • Provide seating opportunities in areas with high concentrations of vendors while ensuring walking paths remain clear.

• During temporary pedestrianization of streets, the use of movable chairs, tables, and benches can be very efficient and cost effective.

6. UTILITIES

Image 93: Temporary sitting spaces Source: PPS.org

Power: • Providing power for vendors is very important when selling food or when vendors need electrical equipment and appliances to stay warm during the winter months.

• Using electrical devices, especially in confined spaces, is safer than gas, wood, or other fuels.

Water & Waste: • Access to fresh water is fundamental for food vendors to ensure minimal health and hygiene standards.

• Provide areas with high concentrations of vendors with proper waste receptacles and efficient waste collection to maintain clean and attractive areas, and prevent unhealthy conditions.

• Provide separate receptacles for compostable materials such as food and other organic waste, as well as recyclable items.

Lighting: •Ensure dedicated vending areas are well-lit, providing a safe environment for customers and vendors while doing business.

• Lighting the area encourages people to spend time and animates spaces that might otherwise be uninviting, increasing eyes on the street.

7. HOURS OF OPERATION: Cities may define hours of operation for on-street vending at specific locations or during specific days. Temporary pedestrianization of streets during weekends or at lunchtime can increase street activity in areas with low to moderate pedestrian volumes, or accommodate a greater number of vendors in otherwise crowded areas.

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6.1.3. ENVIRONMENT

1. STREET TREES AND PLANTING • Streets trees should not obstruct the pedestrian flow or vehicular flow. Clear walkable footpath should be available depending on the road width.

• Trees should typically be upright and branched above 2.4m to provide adequate walking clearances under branches.

• Trees should be planted in Multi-utility zones as per IRC recommendations.

• In case of narrow streets and in absence of Multi-utility zone, trees should be planted in parking zone/ shoulder as it is advisable that trees utilize parking space instead

Image 94: Street trees & landscaping Source: asla.org

of compromising walking space.

• It is mandatory to have tree pits which provide for tree growth, which can be individual, elongated or connected, can be surfaced with porous pavers or grates that allow water to readily flow to the root zone.

• Thorny plants should not be planted in the median.

• Plantation at the edge of footpath (even within private premises) should not be a type which would overgrown and spread on to the footpath blocking pedestrian path.

• Trees should be only planted in following areas: - Along the edge of the carriageway ideally within an unpaved area (verge) between footpath and carriageway.

- MUZ wherever provided - Verge between footpath and cycle tracks - Within parking belts.

- Within frontage zones on commercial streets 2. PLANTING SPECIES • Form, mature size, color and texture to reflect the urban design goals of a street • The mature tree canopy w.r.t. how it may affect street and pedestrian lighting or views of signages and building fronts • The potential for root systems to affect sidewalks, curbs, and utilities.

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• Impacts and constraints created by local climate: - Drought tolerance - Compaction tolerance - Heat tolerance - Wind tolerance - Longevity - Pollution tolerance - Pest and disease susceptibility - Potential as an allergen - Sun and shade tolerance - Predicted maintenance - Mosquito breeding • Trees with columnar form are appropriate for narrower planting spaces such as small streets, alleys, and narrow medians.

• Trees with over arching canopies and medium density foliage are appropriate on wider streets, such as mixed use streets, throughways, and boulevards.

• Medium-sized trees with light to medium density foliage are appropriate on neighborhood residential and commercial streets.

Factors for selection of species: • Road width • Available space for planting • Adjacent land use and type of surrounding activity • Ease and cost of maintenance 3. CURBSIDE STRIPS WITHIN SIDEWALKS: Distribute green infrastructure along the sidewalk as continuous or noncontinuous strips, while maintaining a clear path for pedestrians. These strips can consist of various green elements such as tree pits, swales, rain gardens, and permeable paving.

4. CURB EXTENSIONS: • Use curb extensions to place smaller areas of green infrastructure.

• Place rain gardens and tree pits at intersection gateways, on bus bulbs, or between on-street parking spaces.

Image 95: Curb side green strips Source: US dept.of transportation

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5. SIDE OR CENTRAL MEDIAN: Provide green infrastructure within the side or central medians, depending on the grading of the street and the underground conditions. Medians help manage water runoff from adjacent impermeable surfaces.

6. SWALE: Swales carry water like pipes and are designed as shallow, open, planted channels to convey runoff and remove pollutants. They are an alternative to a piped drainage system where space and grade is available. Water moves horizontally along the surface or in subsurface layers. Swales slow water flow and trap sediments to improve the water quality.

7. RAIN GARDENS: Rain gardens have a special soil filter media that can remove pollutants from road runoff.

Configure plant and soil filtration systems as garden beds or street tree pits such that they are designed to treat stormwater runoff. Rain gardens are also called bioretention systems, flat bioswales, flow-through planters, or pervious strips. Some are designed to allow water to infiltrate underlying soils while others are

Image 96: Rain Gardens & swales along streets Source: portlandoregon.gov

designed to collect the treated water and convey the clean water downstream.

8. PERMEABLE PAVING • Permeable paving allows rainfall to move through the pavement to the soil beneath and provide water to landscape areas nearby.

• Alternate surfaces with permeable pavement to reduce stormwater runoff and recharge the water table.

• These may be in the form of block pavers with infiltration gaps between pavers, or porous material

Image 97: Permeable pavers Source: ITDP

with infiltration gaps within the material.

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6.1.4. PHYSICAL 1. SIDEWALKS Layout: • Width of footpaths is to be determined based on the street hierarchy and ROW, land use and pedestrian traffic and as per the universal accessibility design.

• Footpath should provide clear and unobstructed minimum walking zone of 2m horizontally with 2.4m vertical clearance.

• In order to achieve min. 2m clear width of unobstructed walking zone, all such elements like trees, street lights

Image 98: Active Sidewalks Source: Cityfix, Brasil

and street furniture etc should be accommodated within MUZ (Multi utility zone) wherever provided.

• Footpath should have guiding blocks and curbs ramps for better accessibility to all.

• In case of obstructions that cannot be removed, footpath width should be suitably increased in that portion to ensure minimum clear width of walking zone.

• Appropriate markings on road, cats eyes, signages should be provided for road safety.

• Frontage zone should be considered at least 1m for shopping areas and 0.5m for non-shopping areas with buildings or fence. The edge zone should be considered as 0.2m.

• Actual clear walkway is the width available between frontage zone and edge zone.

Surface: • Footpath should be above carriageway and separated by curb. It should have uniform height of maximum 150 mm above road level.

• It should have gradual slope towards street storm water drain to avoid water accumulation.

• Suitable ramps should be provided at entry/exit of footpath.

• Where raised footpath is not possible, railing or curb stone type separators should be provided to created walkway segregated from carriageway.

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entrances and at the junctions where side Street meets the main street.

• Design of footpath should be such that it provides convenience to pedestrian as well as provides for vehicular access to adjoining properties.

• A gentle ramp needs to be provided in parking bay or at road side edge of the footpath to give access to property entrances without altering the surface levels of the walkway. It is to be seen that such vehicular access ramps does not hamper clear walkway for pedestrian.

Ramps can be provided at road side edges of footpath only when the clear walkway width is 2.5m or more. This makes it easy for the pedestrian since the levels are not disturbed at every property access gate.

• Ramps, steps at the property entrance and compound wall of property should be within the property premises without any encroachment on footpath. Footpath width shall not be reduced to provide ramps.

2. PEDESTRIAN CROSSINGS • At grade pedestrian crossings are to be provided at all intersections as large number of pedestrians cross the street at intersections.

• To ensure pedestrian safety and convenience, crossings should be designed so as to have direct and shorter route to the other side of street.

• Signalized crossings at junctions with refuge islands.

• Mid block crossings supported by traffic calming measures.

• Zebra crossings is mandatory at all intersection crossings.

Image 99: Pedestrian Crossings and refuge islands Source: Pinterest

• The crossings should be clearly visible with sufficient lighting and be accompanied by stop line.

• The crossings should be from edge to edge or footpath to footpath connecting refuge spaces in between.

• Tactile Pavings should be embedded in zebra crossings to guide specially abled people.

• Medians, railings or any other obstructions should not be placed on zebra crossings.

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3. PEDESTRIAN REFUGE ISLANDS • Pedestrian refuge islands should be at least 1.8 m deep but have a preferred depth of 2.4 m.

• The width of the cut-through should equal the width of the pedestrian crossing or be at least as wide as the clear path. When the cut-through is wider than 3 m, install bollards to impede vehicles from parking or maneuvering in the pedestrian refuge.

• A pedestrian refuge island is ideally 10–12 m long, providing enough protection at each end of the waiting space. Longer islands can be used to deter motorists from using the space for U-turns.

• Pedestrian refuge islands should be clearly visible to drivers, be well lit, and provide reflectors for improved nighttime visibility.

• Pedestrian refuge islands should include curbs, bollards, or other features to protect people waiting to cross.

4. MEDIAN CUT THROUGHS • Cut through raised medians to provide level crossing.

Cut-throughs should be provided where there is a significant pedestrian desire line, in front of transit stops and key destinations, or when the distance to the closest safe pedestrian crossing is more than 80–100 m.

• For streets with more than one lane per direction or speeds above 30 km/h, crossings should be signalized or traffic calmed.

• If not signalized, the crossing should be raised or traffic calmed.

Figure 38: Median Cut-throughs Source: NATCO

• Medians should be at least 1.8 m deep but have a preferred depth of 2.4 m.

• The width of the cut-through should be equal to the width of the pedestrian crossing, or at least as wide as the clear path.

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5. RAMPS •Slope: The slope should be constructed of nonslip materials and be of a maximum slope of 1:10 (10%)—ideally 1:12 (8%). The ramp width should be as wide as the clear path: minimum 1.8 m wide, 2.4 m recommended.

• Top Landing: The top landing is located at the top of the ramp and allows ramp access across side flares.

The landing should be as wide as the clear path or minimum 1.8 m wide.

• Side Flares: Side flares are intended to prevent tripping hazards. Side flare slopes cannot exceed 1:10. Grade breaks at the top and the bottom must be perpendicular to the direction of the ramp.

• They should be aligned perpendicularly to the pedestrian crossing.

• Pedestrian ramps can be oriented parallel to sidewalks, where space is limited and it is difficult to fit a top landing.

• A level landing of a minimum 1.8 m length accommodates the maneuvering of a wheelchair.

Figure 39: Ramps specifications Source: NATCO

6. TACTILE PAVINGS • Provide tactile paving or detectable warning strips at curb ramps and other transitions between pedestrian, vehicular, or shared areas.

• Detectable surfaces should provide a distinctive texture intended to have a uniform meaning in alerting people to the approach of conflict zones.

Figure 40: Tactile Pavings Source: NATCO

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7. STREET FURNITURES • Should be of durable material, easy and cheap to maintain, safe to use, easily available, in case of repairs and replacement and aesthetically pleasing.

• Should be placed such that it does not obstruct the pedestrian or vehicular flow.

• The location, type and quantity should be decided depending on the adjacent land-use of the roads and user activity and space availability.

• Should be convenient to use and have universal accessibility.

• Should be suitably placed to allow access for street cleaning.

• To be provided at all locations having high public activity and pedestrian flow.

• Should be placed within MUZ wherever provided.

Seating Spaces: • Benches or seating should be provided at the building/ frontage edge of the footpath and ideally with provision of shade.

• Where seating is oriented parallel to the curb, it should face toward buildings when located in the furnishings zone, or away from buildings when located in the frontage zone.

Image 100: Pedestrian sitting spaces Source: PPS.org

• Where sidewalk width permits, seating in the furnishing zone should be perpendicular to the curb.

• Seating should be designed to encourage sitting and to discourage lying down.

Waste Receptacles: • Size of trash bins or waste receptacles should be such that it does not occupy more than 2m2 of space of any street.

• Trash bins should be located at intervals of not more than 200m, on the edge zone or within the verge between carriageway and footpath.

• Trash bins should be covered and segregate the wet and recyclable wastes.

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• Trash bins should be placed near all transit stations, parking areas and junctions.

Street Lightings: • Lighting installation should generally be placed within: - Verge - MUZ - Central Medians - Curbside of roads • Street light poles should not obstruct the pedestrian or vehicular traffic flow and visibility..

• Placement of street lighting should be coordinated with other elements like trees, signages, advertisement

Image 101: Street Lighting Source: ITDP

hoardings.

• Footpath and street light fixtures should share the pole wherever feasible.

• LED should be preferred for street lighting du to lowest energy consumptions.

• The height and spacing of light poles and illumination characteristics should comply with adjacent land-use.

• Solar lighting systems should be encouraged subject to economic and security considerations.

• Street lights should have throw of light downwards and sideways down towards the street. They should have an out reach arm protruding towards the street.

Signages: • Signages should be predominantly placed such that it does not create any hindrance but is clearly visible to road users.

• Signages should not be installed within footpath walking zone but only at the edge of footpath such that vertical clearance below lowest point of signage would be minimum 2.4m.

• It should be placed on the left side of the road and perpendicular to the line of the approaching traffic.

• Minimize sign board clutter by locating multiple, related signboards on the single pole.

• Signages should follow uniformity as regards design

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and pattern for various types of signage so that those are easily identifiable and readable by the users.

• Placement should be such that it is not in conflict with services and trees on roads. MUZ, if provided, is a good location for placing signages.

• Signages should be of larger size and font so that it is visible and readable even when vehicle is moving at speed.

Drinking Water Fountains: • At frequent intervals • Maintenance of clean & hygienic standards.

• Creative designs to encourage usage.

• Access to children & people in wheel chairs with varied heights.

• Fresh & potable water as a sustainable alternative to bottled water.

Weather Protection/Shade: • Incorporate awnings & canopies into building facades wherever possible to add shelter and character to the street.

• Install stand alone shade structures with seating provisions.

8. CURBS

Image 102: Artificial shading places Source: PPS.org

• Segregate moving traffic from pedestrian area • Integrated with gutters to channelize run-off water • Incorporate ramps • Should not be more than 15cm high 9. TRAFFIC CALMING ELEMENTS • Traffic calming slows down vehicles through one of the following mechanisms: vertical displacement, horizontal displacement, real or perceived narrowing of the carriageway, material/ colour changes that signal conflict points, or the complete closure of a street.

• Traffic calming can take different forms depending on the context, and is most effective where two or more mechanisms are combined. Typical forms of traffic calming include speed humps and raised pedestrian

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crossings both of which rely on vertical displacement to reduce vehicle speeds.

Criteria for selecting appropriate elements are: • No restriction of pedestrian and cycle connectivity • Traffic and pedestrian volumes • Frequency and types of accidents • Road and carriageway width or intersection size • Traffic mode to be calmed. For example, a street might be closed to cars but left open for cyclists and pedestrians

Image 103: Rumblers Source: ITDP

• Severe speed bumps are uncomfortable for cyclists, rickshaws,etc 10. CYCLE TRACKS Width: • Clear unobstructed cycling zone at least of width 2m for one way movement with vertical clearance of 2.4m.

• Cycle track should have adequate clearance from the bollards plantation, parking area for car door opening and street furniture.

• Cycle track should be at level + 100 mm from

Image 104: Cycling Tracks Source: sutpindia.com

carriageway. At grade cycle tracks segregated from carriageway with curbstones can also be considered to suit site conditions.

• Gentle ramps or raised driveway should be provided for motorized vehicles at entry points of properties or access to buildings whereas cycle tracks should continue at same level.

• Asphalt or concrete is recommended surface material for cycle tracks. Paver blocks should not be provided.

• Colored surface treatment is recommended to improve the visibility of the bicycle operating area.

• Proper gradient should be maintained with provision of storm water drains to avoid water logging.

Continuity of cycle track: • Cycle track or providing a dedicated space for cyclists is an absolute need of time. Improving the quality of cycle infrastructure is imperative for providing respect,

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encouragement and safety to cyclists so that more and more people begin to use cycles.

• Intersections are places where the cyclists may need to change the direction. Cycle tracks should not abruptly end especially near intersections.

11. ON STREET PARKING • Intersections and other critical locations should be kept free from parking and other encroachments up to min 50m from junctions on all arms.

• Suitable curbside lengths should be kept clear of parked vehicles near bus stops.

• Parking should not be allowed on footpaths and cycle tracks or other corridors meant exclusively for

Image 105: On-street parking Source: ITDP

pedestrians and cyclists and vehicles thus parked should be penalized.

• In central areas, street parking may be permitted on one side of the road one day and on another side on another day depending on the site location. Some streets in the city could be declared as ‘No parking’ streets in consultation with traffic police.

• The provision of on-street parking depends on the land use context, ROW and type of street.

• Where full time on street parking is provided, curb extensions should be designed at crossing for pedestrian safety and visibility.

• The area allotted for parking should have a clean and leveled surface, free from water logging with proper water drain facilities.

• Strong enforcement for prohibition of parking on footpaths, cycle tracks and near bus stops.

• Strong enforcement to avoid double parking or halting vehicles on busy, narrow street.

• Use of bollards at the ends of the parking strips is recommended to prohibit undisciplined parking and encroachment.

• It is recommended to distinguish the parking lane by use of colored surfaces treatment, line marking by

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thermoplastic paint or use of line of contrasting colored blocks. Signage should also be provided accordingly.

• No parking zone should have curb painting and shoulder line marking in yellow. Signage with directional arrow should be located at beginning and end of no parking zone.

• Use of permeable grass pavers is recommended in parking areas.

• A narrow verge is recommended along the edge of the footpath to ensure that vehicle overhangs do not intrude on the footpath. Provide 0.5m horizontal clearance in the edge zone where there is parallel on-street parking.

• Parking area should be well lit and have necessary signage.

• Parking belts of local narrow street should have plantation which also acts as TCM.

6.2. ON-SITE RECOMMENDATIONS 6.2.1. KHANDAGIRI-CHANDAKA ROAD 1. SOCIABILITY Public Toilets: • Creation of more toilet chambers.

• Maintenance of clean & hygienic standards with proper availability of water.

• Repairing of existing toilets.

• Inclusive and safe for women.

• Low user charges.

Public Help Centers: • Availability of wheel chairs for elderly • Information about Public transport accessibility, service availability • Missing case information centers • Tourism promotion (flyers, maps etc.)

Local Culture: • Paintings depicting local culture on walls, pedestrian ways, carriageways, seatings, etc.

• Tree decorations and lightings.

• Establishing local handicrafts centers or selling stalls.

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PUBLIC TOILETS Existing: 2 Proposal: 2

Other roads

PUBLIC HELP CENTERS Proposal: 1

Buildings (Landuse-wise)

Map 37 : Public Toilet and help centers proposals Source: ArcGIS (primary)

Focus Street Private Land Government Land Forest Land

Installation of Surveillance Cameras: • On store fronts, poles etc with various angles covering wide range view.

• Constant monitoring through traffic and police control rooms.

Removal of On-Street Parking from Tourist area: • Reduction in congestion.

• Increase in ROW width.

• Space enhancement and placing of vending spots to make the street lively.

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Re-routing Of 4-Wheelers to NH-5 Bypass: • To reduce the congestion near the heritage/tourist area, the 4-wheelers now using the street are to be rerouted to NH-5 bypass through NH-5 and local road.

• The area restricted for 4-wheelrs entry is managed by hydraulic pedestrian poles or bollards, which are temporarily removable for accessibility of emergency services (ambulances, police patrol,fire services, etc) near the tourist area.

• These are to strictly controlled and managed by the authorities or the people stationed at the public help center.

Encroachment Management On-street: • Residential: Tax on the encroached land by the municipal authority.

• Vendor: Zoning and streetscaping with vending management plan.

Map 38 : Re-routing in Khandagiri Source: ArcGIS (primary)

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2. ECONOMY Siting Guidance: • To accommodate street vendors in relevant locations while avoiding conflicts with other users and commercial activities.

Dedicated Spaces: • Allotment of vending spots or zones.

• Shop front zoning and proper alignment of vendors.

• Maintaining hygienic standards.

• Integrating existing shops and buildings • To safely and comfortably conduct their business.

• Avoid encroaching into pedestrian flows in crowded or narrow sidewalks • Ensuring a clutter-free pedestrian clear path.

A simple elevated concrete platform Marked strips on sidewalk side (zoning) Other roads Focus Street Buildings (Landuse-wise) Private Land Government Land Forest Land

Map 39: Vendor Allignment In Khandagiri Source: ArcGIS (primary)

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3. ENVIRONMENT Planting Style: • Spreaded canopy providing enough shade.

• No overlapping of canopy.

• Equidistant planting plan.

• Provision of seating space under large trees.

• Integrating street furnitures.

LARGE TREES LOW HEIGHT TREES

Map 40: Planting line In Khandagiri Source: ArcGIS (primary)

Other roads Focus Street Buildings (Landuse-wise) Private Land Government Land Forest Land

LARGE TREES

LOW HEIGHT TREES

SHRUBS

BUSHES

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4. PHYSICAL Parking Lots: • Demarcated parking bays.

• Proper spacing and buffers.

• Lighting Facility • Clear passageway • Automated ticketing systems • Security and surveillance

Proposed cycle track Proposed On-street parking Existing Parking Lot Proposed Parking Lot Map 41: Cycle lane and parking Proposals in Khandagiri Source: ArcGIS (primary)

Other roads Focus Street Buildings (Landuse-wise) Private Land Government Land Forest Land

6.2.2. JAGAMARA NEW ROAD 1. SOCIABILITY Public Toilets: • Creation of more toilet chambers.

• Maintenance of clean & hygienic standards with proper availability of water.

• Repairing of existing toilets.

• Inclusive and safe for women.

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• Low user charges.

Local Culture: • Paintings depicting local culture on walls, pedestrian ways, carriageways, seatings, etc.

• Tree decorations and lightings.

• Establishing local handicrafts centers or selling stalls.

2. ECONOMY Siting Guidance: • To accommodate street vendors in relevant locations while avoiding conflicts with other users and commercial activities.

Dedicated Spaces: • Allotment of vending spots or zones.

PUBLIC TOILETS Proposal: 2

• Shop front zoning and proper alignment of vendors.

• Maintaining hygienic standards.

• Integrating existing shops and buildings • To safely and comfortably conduct their business.

• Avoid encroaching into pedestrian flows in crowded

Other roads

or narrow sidewalks

Focus Street

• Ensuring a clutter-free pedestrian clear path.

Buildings (Landuse-wise) Private Land Government Land Map 42 : Public Toilet proposals in Jagamara Source: ArcGIS (primary)

Vendors with fixed stands or stalls or shops.

Peripatetic & mobile vendors.

Map 43 : Vending alignment in Jagamara Source: ArcGIS (primary)

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3. ENVIRONMENT Planting Style: Other roads Focus Street Buildings (Landuse-wise) Private Land Government Land

LARGE TREES LOW HEIGHT TREES Map 44 : Planting Line In Jagamara Source: ArcGIS (primary)

6.2.3. JANPATH [RAJMAHAL - SISHUBHAWAN] 1. SOCIABILITY Public Toilets: • Creation of more toilet chambers.

• Maintenance of clean & hygienic standards with proper availability of water.

• Repairing of existing toilets.

• Inclusive and safe for women.

Other roads Focus Street Buildings (Landuse-wise) Government Land PUBLIC TOILETS Proposal: 2

Map 45: Public Toilet in Janpath Source: ArcGIS (primary)

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2. ECONOMY Siting Guidance: • To accommodate street vendors in relevant locations while avoiding conflicts with other users and commercial activities.

Dedicated Spaces: • Allotment of vending spots or zones.

• Shop front zoning and proper alignment of vendors.

• Maintaining hygienic standards.

• Integrating existing shops and buildings • To safely and comfortably conduct their business.

• Avoid encroaching into pedestrian flows in crowded or narrow sidewalks • Ensuring a clutter-free pedestrian clear path.

Other roads Focus Street Buildings (Landuse-wise) Government Land Vendors with fixed stands or stalls or shops.

Peripatetic & mobile vendors.

Map 46: Vendor Alignment in Janpath Source: ArcGIS (primary)

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3. ENVIRONMENT Planting Style:

LARGE TREES LOW HEIGHT TREES Other roads Focus Street Buildings (Landuse-wise) Government Land

Map 47: Planting Line in Janpath Source: ArcGIS (primary)

6.2.4. MADHUSUDAN MARG 1. SOCIABILITY Public Toilets: • Creation of more toilet chambers.

• Maintenance of clean & hygienic standards with proper availability of water.

• Repairing of existing toilets.

• Inclusive and safe for women.

• Low user charges.

Local Culture: • Paintings depicting local culture on walls, pedestrian ways, carriageways, seatings, etc.

• Tree decorations and lightings.

• Establishing local handicrafts centers or selling stalls.

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2. ECONOMY

PUBLIC TOILETS Proposal: 1 Other roads

Dedicated Spaces:

Focus Street

• Allotment of vending spots or zones.

Buildings (Landuse-wise)

• Shop front zoning and proper alignment of vendors.

Private Land Government Land

• Maintaining hygienic standards.

• Integrating existing shops and buildings • To safely and comfortably conduct their business.

Map 48: Public Toilets in Madhusudan Marg Source: ArcGIS (primary)

• Avoid encroaching into pedestrian flows in crowded or narrow sidewalks • Ensuring a clutter-free pedestrian clear path.

• Creation of Enhancement zones for the peripatetic and temporary shops

Vendors with fixed stands or stalls or shops.

Peripatetic & mobile vendors.

Temporary shops

Map 49: Vending Alignment in Madhusudan Marg Source: ArcGIS (primary)

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3. ENVIRONMENT Planting Style: LARGE TREES LOW HEIGHT TREES

Other roads Map 50: Planting line in Madhusudan Marg Source: ArcGIS (primary)

Focus Street Buildings (Landuse-wise) Private Land Government Land

Permeable Pavings: • Reduce storm water runoff and recharge the water table.

• Block pavers with infiltration gaps between pavers, or porous material with infiltration gaps within the material.

Image 106: Permeable Pavers Source: ITDP

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6.3. STREET SECTIONS 1. KHANDAGIRI

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2. JAGAMARA NEW ROAD

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3. JANPATH [RAJMAHAL - SISHUBHAWAN]

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4. MADHUSUDAN MARG

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REFERENCES :

1. S.kostof,1992-The city assembled (Boston:Little,brown,1992,p.124).

2. H.Shatfoe,2008-convival urban spaces :Creating effective public places 1st edition,UK and USA: Earthscan.

3. A. Appadurai(1987)-Street culture, Indian Mag. 4. Urban green spaces: A brief for action -World Health Organization [WHO].

5. Global Street design Guide-Global Designing Cities Initiative, NATCO. 6. Placemaking- What if we our cities around places- Projects for public places.

7. National Endowment of Arts [NEA], US.Conference of Mayors and American Architectural Foundation.

8. Version 4.0, Placemaking Curriculum, MSU Land Policy Institute (LPI), MI place initiative.

9. Tactical Urbanism Folks at the Street plans Collaborative and PPS. 10. What is New Urbanism?-CNU [Congress For the New Urbanism].

11. Form Based codes (Guide Book)- A step by step methodology for adopting Form Based codes in Indian Cities- Ministry of Housing and Urban Affairs, GOI and WRI India- ROSS centers.

12. Paula Manoela Dos Santos and Paula Transcheit. Building better cities for Pedestrian Means connecting the last Mile- WRI Brazil 13. Complete streets Policy Framework, ITDP and Ministry of Housing and Urban Affair,GOI. 14. Steve Mouza, Walk Appeal, The Original Green, 2012 15.Jane Jacobs, The Death and Life of Great American Cities (New York: Vintage Books, 1961) 16.CABE, Paved with Gold: The Real Value of street design Briefing, (London Commission for Architecture and the Built Environment, 2007).

17. Service Level Benchmark, Ministry of Urban Development, GOI. 18. Bharati Mohapatra, Ph.D thesis, Chapter-4, Open Space in Bhubaneswar, Shodganga 19. Infant, Toddler, Caregiver-friendly, neighborhood ( Design Guidelines), Ministry of Housing and Urban Affairs, Urban 95.

20. Women and Transport in Indian Cities, a policy brief- ITDP, SAFETIPIN.

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