Summer Internship Report Submitted to Indian Institute of Technology, Kharagpur
By SAGAR SINHA 17AR60R20
DEPT. OF ARCHITECTURE & REGIONAL PLANNING INDIAN INSTITUTE OF TECHNOLOGY KHARAGPUR July - 2018
Summer Training Report | 2018
Contents
List of Figures ............................................................................................................................ 3 1
ABOUT THE ORGANIZATION...................................................................................... 4
2
PROJECT INTRODUCTION ........................................................................................... 4
3
TASKS PERFORMED ...................................................................................................... 5
4
TASKS ............................................................................................................................... 5 4.1
Briefing Street Design ................................................................................................. 5
4.1.1
Chicago Complete Street ..................................................................................... 5
4.2
Briefing Phase-1 document ......................................................................................... 8
4.3
Preparation of maps for ROW and land-use ............................................................. 10
4.4
Preparation of maps based on ground verification .................................................... 11
4.5
Issues identified during visit ..................................................................................... 13
4.6
Preparation of detailed drawing and section of critical points .................................. 14
4.6.1
DM Road............................................................................................................ 14
4.6.2
Bypass Road....................................................................................................... 21
4.6.3
Maaman Road Junction...................................................................................... 27
5
CONCLUSION ................................................................................................................ 28
6
BIBLIOGRAPHY ............................................................................................................ 29
7
ANNEXURE.................................................................................................................... 29
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List of Figures Figure 1 Prioritizing the Modal Hierarchy................................................................................. 6 Figure 2 Cross-Section Elements: Based on various requirement ............................................. 6 Figure 3 Map of Bulandshahr road network ............................................................................ 10 Figure 4 Map of Bulandshahr road network (prepared after ground verification) .................. 11 Figure 5 List of road network of Bulandshahr city with ROW and landuse (structure) .......... 12 Figure 6 Accident mapping of Bulandshahr city for the period of 2012-2017 ........................ 13 Figure 7 DM Road, Bulandshahr City ..................................................................................... 14 Figure 8 Existing condition of DM Road (1) ........................................................................... 15 Figure 9 Existing condition of DM Road (2) ........................................................................... 15 Figure 10 Existing view of DM Road (Point 1) ....................................................................... 16 Figure 11 Existing view of DM Road (Point 2) ....................................................................... 16 Figure 12 Existing section of DM Road (Point 1) ................................................................... 17 Figure 13 Existing section of DM Road (Point 2) ................................................................... 17 Figure 14 Visualization of DM Road (Point 2) ....................................................................... 18 Figure 15 Proposed plan and section of DM Road (Proposal 1) ............................................. 19 Figure 16 Proposed section of DM Road (Proposal 2) ............................................................ 20 Figure 17 Plan of proposed DM Road ..................................................................................... 20 Figure 18 Bypass Road, Bulandshahr City .............................................................................. 21 Figure 19 Existing condition of Bypass Road ......................................................................... 22 Figure 20 Existing view of Bypass road .................................................................................. 22 Figure 21 Existing section of Bypass Road (Point 1) .............................................................. 23 Figure 22 Existing section of Bypass Road (Point 2) .............................................................. 23 Figure 23 Visualization of Bypass Road ................................................................................. 24 Figure 24 Proposed section of Bypass Road - Proposal 1(Point 1) ......................................... 24 Figure 25 Proposed section of bypass road - Proposal 2 (Point 1) .......................................... 25 Figure 26 Proposed plan for Bypass Road (Point 1)................................................................ 25 Figure 27 Proposed section of bypass road - Proposal 1 (Point2) ........................................... 26 Figure 28 Proposed section of Bypass Road - Proposal 2 (Point 2) ........................................ 26 Figure 29 Proposed plan for Bypass Road - Point 2 ................................................................ 27 Figure 30 Existing Maaman Road Junction ............................................................................. 27 Figure 31 Proposed Maaman Road Junction ........................................................................... 28
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Summer Training Report | 2018
1
ABOUT THE ORGANIZATION
I did my summer internship of 8 weeks (14th May 2018 to 6th July 2018) in Transportation Research and Injury Prevention Programme (TRIPP) at IIT-Delhi. It is an interdisciplinary programme focusing on the reduction of adverse health effects of road transport. TRIPP attempts to integrate all issues concerned with transportation in order to promote safety, cleaner air, and energy conservation. Faculty members are involved in planning safer urban and inter-city transportation systems, and developing designs for vehicles, safety equipment and infrastructure for the future. I was been guided by one of the most esteemed and well known person, Prof. Geetam Tiwari. She did her Bachelor of Architecture from Indian Institute of Technology, Roorkee in 1980 and worked for a year as Assistant Architect at the Uttar Pradesh State Construction Corporation, Lucknow. She later went to the School of Urban Planning and Policy, University of Illinois at Chicago where she did her master's in transport planning and policy and later Ph.D. in public policy analysis (transport planning). She is expertise in traffic flow analysis, transportation planning and accident analysis. Currently involved in designing the high capacity bus systems for Delhi, analysis of alternative urban layouts, highway capacity analysis, traffic calming, sustainable transportation and road safety.
2
PROJECT INTRODUCTION
I was working on the project named: “SDG Oriented Planning and Design for Neglected Cities and Community Participation- Case of Bulandshahr City, UP�. The district of Bulandshahr comes under the Meerut division of Uttar Pradesh. It is the administrative headquarters of the Bulandshahr district in the Indian state of Uttar Pradesh. It is in a very close proximity to New Delhi, which is around 90 kms by road and 101 kms by train. Bulandshahr has a very strong regional connectivity and is linked to various important cities like Delhi, Kanpur, Lucknow, Aligarh, Agra etc. via roads and highways. The existing area of the Bulandshahr city is 32 square kilometers (as per the municipal authority) and the population density is 7188 inhabitants per square kilometer making a total of around 2.33 lakhs (Census of India, 2011).
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TASKS PERFORMED
The list of tasks performed by me in the organization is as follows:
Briefing street design guideline and comparing it.
Going through phase-1 documentation.
Preparation of maps for ROW and land-use using Google Earth and Google maps.
Ground verification of the maps prepared.
Preparation of new maps for ROW and land-use based on ground verification.
Identifying the existing traffic and functions of the roads documented.
Preparing detailed drawings and sections for the roads that are identified as critical.
Preparing street guidelines according to the identified problems at critical points and junctions.
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TASKS
4.1
Briefing Street Design
4.1.1 Chicago Complete Street (Chicago Complete Streets, 2013) Chicago development of transport states “The safety and convenience of all users of the transportation system including pedestrians, bicyclists, transit users, freight, and motor vehicle drivers shall be accommodated and balanced in all types of transportation and development projects and through all phases of a project so that even the most vulnerable – children, elderly, and persons with disabilities – can travel safely within the public right-of-way.” (Chicago Complete Streets, 2013) “All transportation projects and programs, from scoping to maintenance, will favour pedestrians first, then transit riders, cyclists, and automobiles.” (Chicago Complete Streets, 2013) Chicago complete street has four key themes:
Typology
Design Values
Procedure
Model Hierarchy
The purpose and need as stated in the Chicago complete street design guidelines are:-
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To create complete, safe and sustainable streets in the City of Chicago.
To provide simple, on-point design guidance that empowers CDOT staff.
To provide a clear process and direction.
While the aim was to create a city which emphasizes on the policy of “Pedestrian first”.
Figure 1 Prioritizing the Modal Hierarchy The modal hierarchy was taken in consideration differently for the different landuses. Priority changes as per the need of the area changes. This can be classified broadly in four categories and are as following:
Default:
Pedestrian > Transit > Bicycle > Automobile
Major Transit corridore:
Transit > Pedestrian > Bicycle > Automobile
Bicycle priority street:
Bicycle > Pedestrian > Transit > Automobile
Industrial corridore:
Automobile > Pedestrian > Bicycle > Transit
Figure 2 Cross-Section Elements: Based on various requirement Key Principles:
Design intersection to be self-evident to all users
Make the intersection as small as possible
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Align lanes so that number of approach and departure lanes are equal
Square off skewed intersections
Manage driver speed, especially turning speed
Limit opportunities for drivers to make sudden movements
Minimize crossing distances
Locate crossings along desire lines
Locate crossings and waiting areas within sight triangles
Organize bus stops to minimize transfer distances
Merge cyclists with slow speeds and low volumes, separate cyclists from fast speeds and high volumes
Prioritize cyclists over turning drivers
Ensure sufficient queue space for cyclists
Prioritize signals for pedestrians, cyclists and transit
Convert non-driving or cycling space to sidewalk or island
Landscape or use sustainable materials for all spaces not used for walking, cycling or driving
A few points that were especially emphasized in the guidelines include the following:
A key element of median design is the nose – the portion that extends past the crosswalk. The nose protects people waiting on the median and slows turning drivers.
Protected bike lanes can be located in the median, especially in coordination with a BRT system.
Intersections should be as compact as possible.-People walking and cycling can easily navigate them, and vehicle speed is kept to a minimum by traffic calming devices such as traffic circles, curb extensions, and raised intersections.
Complex intersection can be reconfigured as a series of compact ones, such as converting an X-intersection into two T-intersections or squaring off Y-junctions.
Slip lanes (pork chop islands) are mitigation measures for overly wide and angled intersections. Its use is not encouraged.
Corner design may require longer ramps and deceleration lanes. Intersections adjacent to highway ramps are not meant to process high automobile speeds at the expense of other users.
Marked crosswalks should not be longer than three lanes.
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Designers should seek opportunities to install medians or refuge islands on two-way streets and anywhere else (turn lanes) where they would assist a crossing.
Relying only on LOS for motor vehicle outcomes - streets designed for rush hour volumes end up with excess speed and width off-peak and at night. LOS should be consistent with modal hierarchy. In a typical project, Pedestrian will enjoy highest LOS and vehicle with lowest.
Typically LOS is concerned only with through movement, whether driving or walking. Other considerations, which either affect LOS or are affected by it. Thus, a list of operational policies were framed out based on it and are classified as: 1. Pedestrian facilities • •
4.2
• • •
edge - building, setback, fence, open space walkway - window shopping, seating, vending, cross-flows at corners and building entrances sidewalk furniture - café seating, trees, plantings, bicycle racks, bus stops corner - queuing, accessibility interference - driveways, alleys, parking, deliveries
2. • • • • • • •
Transit facilities headways stops - amenities, spacing interference - turns, deliveries, parking bicycle facilities separation, from pedestrian realm and roadway guidance and prioritization, especially at conflict points interference - turns, deliveries, parking
3. • • • •
Automobile facilities volume fluctuation - peak hour and off-peak, weekday and weekend, seasonal loading and parking - coordinated with volume fluctuation peak-hour operational issues -transportation demand management, signal synchronization interference - pedestrian crossings, bicycle operations Briefing Phase-1 document (SDG Oriented Planning and Design For Neglected Cities and Community ParticipationBulandshahr,UP, 2018)
The district of Bulandshahr comes under the Meerut division of Uttar Pradesh. It is the administrative headquarters of the Bulandshahr district in the Indian state of Uttar Pradesh. It is in a very close proximity to New Delhi, which is around 90 kms by road and 101 kms by train.
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Summer Training Report | 2018 Bulandshahr has a very strong regional connectivity and is linked to various important cities like Delhi, Kanpur, Lucknow, Aligarh, Agra etc. via roads and highways. The existing area of the Bulandshahr city is 32 square kilometers (as per the municipal authority) and the population density is 7188 inhabitants per square kilometer making a total of around 2.33 lakhs. (Census of India, 2011) It has two major administrative structure:
Nagar Palika Parishad Bulandhshahr (NPPB)
Bulandshahr Khurja Development Authority (BKDA)
The major modal share of work trips are based on walking or bicycle comprises of about 70%, followed by 14% of 2-wheelers and 11% on intercity buses coming from nearby villages. High number of non-motorized vehicle uses were found victim of road accidents comprising more than 80% of the total accident victims(fatal and non-fatal), while the impacting vehicle were mainly heavy goods vehicle(23%) and buses(18%) while 21% of the cases were unknown. Major issues raised during the stakeholder meeting and findings from the observations include: •
Lack of control on e-rickshaws and the high demand for e-rickshaws.
•
Lack of formalized vending zones.
•
No designated parking spaces on the streets for customers coming to shops.
•
Illegal parking of tempos near the bus stops.
•
Fear of demolition among the locals.
•
Bhur Bazar Chouraha and Deputy Ganj Chouraha are congested and problematic.
•
Stakeholders from the wholesale markets demanded bays for loading/unloading of goods at the same level as of footpaths.
•
Fatal crashes on highways are more.
Widening the street is not the solution for better mobility inside the city. We should take into consideration the street elements and safety elements that could provide better mobility for all types of road users based on the function of the street.
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(Urban Street Design Guidelines, Pune, 2016) 4.3
Preparation of maps for ROW and land-use
Figure 3 Map of Bulandshahr road network
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Summer Training Report | 2018 Bulandshahr city has a variety of road network going through the city as well as bypassing it. The right of way of each road network varies throughout the city. Based on the Google Earth and Google Map, the major road network was formulated and was mainly classified into five categories:
National Highway
State Highway
Primary Roads
Secondary Roads
Tertiary Roads
All the roads meet at a common junction known as Kala Aam Chauraha due to its historical significance. The Delhi-Anoopshahr state highway passes in between the city, and witness the highest amount of traffic. A new bypass is been constructed to overcome the load of the traffic on the stretch. 4.4
Preparation of maps based on ground verification
Figure 4 Map of Bulandshahr road network (prepared after ground verification) Bulandshahr has a major road network of around 30 kms. The right of way of these roads varies from 6 meters (congested commercial streets) to 45 meters (road by-passing the city). A new map was prepared after ground verification of the previous map and it has been classified based on the
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Summer Training Report | 2018 variety of ROW which will be convenient while making decision related to guidelines or proposing any new interventions on the ground. The streets marked in the map can’t function alone, there is a need to follow the immediate landuse of those streets. Without considering the landuse any changes or proposal, if applied, will not be wrong. The major landuse that we found along the roads was commercial shops, marriage halls and mixed use buildings (commercial and residential).
Figure 5 List of road network of Bulandshahr city with ROW and landuse (structure) The survey resulted in identification of 119 stretch throughout the city. Out of this about 66% of the street has commercial stretch while 14% of the stretch has public-semipublic usage. Due to high amount of commercial stretch, the problem of on-street parking and hawkers were found. There is an urgent need of parking facility for smoother vehicular flow.
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Figure 6 Accident mapping of Bulandshahr city for the period of 2012-2017 The accident data shows that more than 85% of the victim uses non-motorized vehicle mode or two-wheelers, while more than 40% of the accident are caused by the heavy goods vehicle or buses and 13% by cars while 21% remain unknown. As most work trips are uses non-motorized mode of transport (48% by foot, 23% by bicycle), there is need to provide footpath and bicycle lane. This not only promote the use of sustainable mode of travel but also enhance the livability of the residents. 4.5
Issues identified during visit
There were a few basic issues that was identified during the survey:
Traffic Congestion
On-street parking
No designated space for hawkers/ informal vendors
Movement of freight vehicle during day-time
Lack of footpath
Unmaintained roads
Movement of vehicle on wrong direction
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Summer Training Report | 2018 4.6
Preparation of detailed drawing and section of critical points
There were a few critical points that were identified in the first phase, where these guideline will be followed. The list of those critical points are:
Kala Aam Junction
Three critical points on Delhi Road
Two critical points on DM Road
Two critical points Bypass Road
One critical point on Maaman Road
Maaman Road Junction
The proposal for the Kala Aam Junction was already provided in the first phase of documentation.
4.6.1 DM Road DM road has land-use varying from commercial on both sides to public-semipublic and residential on either side of the road, existing along with the commercial stretch. The below diagram indicates the points that has been taken for street design proposal.
Figure 7 DM Road, Bulandshahr City
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Summer Training Report | 2018 4.6.1.1
Characteristics of DM Road
Existing character of the stretch includes:
Commercial shop opening directly on the roads(encroachment)
Presence of street hawkers
On-street parking
Informal market on roadside
Unpaved roads
Drainage on both side
Figure 8 Existing condition of DM Road (1)
Figure 9 Existing condition of DM Road (2)
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Figure 10 Existing view of DM Road (Point 1)
Figure 11 Existing view of DM Road (Point 2)
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Figure 12 Existing section of DM Road (Point 1)
Figure 13 Existing section of DM Road (Point 2)
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Summer Training Report | 2018 4.6.1.2
Proposals
As the two points have almost same ROW, so the proposal is provided for single point only.
Figure 14 Visualization of DM Road (Point 2) Proposal 1:
Priority is given to the pedestrians as well as the bicyclist and are dedicated lanes are provided for both.
A dedicated lane has been provided to avoid conflict between the two.
Bicycle lane of 3000mm (width) is proposed on one side of the carriage way, based on USDG-Pune for movement on either direction comfortably.
The width of the footpath is 1950mm on the both side as per the IRC guidelines for pedestrian facilities (2012). The proposed space allow wheelchair user and a walker to use the footpath simultaneously.
A uniform carriage way of 7000mm without median is provided for movement of all motorized vehicles.
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Figure 15 Proposed plan and section of DM Road (Proposal 1) Proposal 2:
A dedicated space is proposed for the hawkers along with halting bays and bus stops to avoid congestion on the carriageway.
Priority is given to the pedestrians, hawkers as well as parking of motorised vehicle and non-motorised vehicles
Alternateparking and hawker zone is provided for smooth flow of motorized and nonmotorized.
These are permitted on either side of the road alternatively to compensate the space and keep a check on speed of vehicles.
The width of the footpath is 2400mm on the both side as per the IRC guidelines for pedestrian facilities (2012). The proposed space allow wheelchair user and a walker to use the footpath simultaneously.
The halting bay of 2100mm is proposed to avoid congestion on the carriageway.
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Figure 16 Proposed section of DM Road (Proposal 2)
Figure 17 Plan of proposed DM Road
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4.6.2 Bypass Road Bypass road has land-use varying from whole sale commercial marts to residential on either sides of the road. The below diagram indicates the points that has been taken for street design proposal in this stretch.
Figure 18 Bypass Road, Bulandshahr City 4.6.2.1
Characteristics of Bypass Road
Existing character of the stretch include:
Informal market on roadside
Street furniture is not properly located
Irregular parking of vehicles
No median in between (high speed lanes)
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Figure 19 Existing condition of Bypass Road
Figure 20 Existing view of Bypass road
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Figure 21 Existing section of Bypass Road (Point 1)
Figure 22 Existing section of Bypass Road (Point 2)
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Summer Training Report | 2018 4.6.2.2
Proposals
Figure 23 Visualization of Bypass Road Proposal:
Dedicated lane to pedestrians as well as bicyclist on either side of carriage way.
Provision of painted e-rickshaw lane.
Median provided in between for uninterrupted flow of either sides.
Figure 24 Proposed section of Bypass Road - Proposal 1(Point 1)
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Figure 25 Proposed section of bypass road - Proposal 2 (Point 1)
Figure 26 Proposed plan for Bypass Road (Point 1)
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Figure 27 Proposed section of bypass road - Proposal 1 (Point2)
Figure 28 Proposed section of Bypass Road - Proposal 2 (Point 2)
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Figure 29 Proposed plan for Bypass Road - Point 2
4.6.3 Maaman Road Junction
Figure 30 Existing Maaman Road Junction
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Figure 31 Proposed Maaman Road Junction
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CONCLUSION
The project “SDG Oriented Planning and Design for Neglected Cities and Community Participation- Case of Bulandshahr City, UP” was really insightful and helped me to develop a deeper and accurate understanding of smaller cities like Bulandshahr. How the community play an important role in deciding even a small change. The proposal, hence made was in consideration of people behavior, need and their nature of work. The changes might be harsh at some point of time of intervention, but eventually it will ease up the situation that the city is going through. In a nutshell, the intervention were brought giving importance to these major points:
Uniform ROW
Minimum pedestrian space to be provided uniformly
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Reducing the conflicts between pedestrian and vehicles
Providing a safe environment to promote non-motorized vehicles
Provision of parking and hawker zone, wherever possible
These proposal will be further worked upon and is expected to be implemented by the year 2019.
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BIBLIOGRAPHY
(2011). Census of India. Government of India. (2013). Chicago Complete Streets. (2018). SDG Oriented Planning and Design For Neglected Cities and Community ParticipationBulandshahr,UP. TRIPP, IIT-Delhi. (2016). Urban Street Design Guidelines, Pune. Pune Municipal Corporation.
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ANNEXURE
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