Urban Design Project

Semester VII

Magarpatta
Road
Janhavi Deshpande
1819
Sir J.J. College of Architecture
Contents
UNDERSTANDING THE SITE
SITE LOCATION
HISTORICAL DEVELOPMENT
SITE OWNERSHIP
SITE PLAN & ELEVATION
ROAD NETWORK
EXISTING VEHICULAR MOVEMENT
TRAFFIC PRONE ZONES
PARKING AVAILABILITY
CROWD MAPPING IN COMMERCIAL ZONE
LITERARY REVIEW
REFERRED BOOKS
RESEARCH PAPERS
STRATEGIES
POLICIES
DESIGN PROPOSALS
DESIGN UNDER THE FLYOVER
BUS STOP
BUFFER OUTSIDE SHOPS
CROSSWALKS
Understanding
the Site
Site Locaion

The study area is in Pune, Maharashtra, located in the suburban. The

focus is on developing the Magarpatta road that connects the com-
mercial and residential parts of this area.

The design revolves around the redevelopment of Magarpatta street

to make it more functional and universal in usage.

Historical Development

Over the years, the site went through many urban changes. The
street used to be surrounded by paddy fields and mogra farms. In
the early 2000s, Magarpatta city developed over these fields. And an
IT hub established in the area. Slowly many other residential societ-
ies came up. Hospitals and schools were built. In 2008-09, two huge
shopping malls were constructed, which led to an increase in foot-
fall on the street. By 2011, there was an increase in commercial com-
plexes in the vicinity. Pedestrian and vehicular traffic rose. There
were constant traffic jams on the road. In 2011, to divert the vehicu-
lar traffic, the Magarpatta bridge was constructed.

The area has been a canvas for many famous architects like Christo-
pher Charles Benninger, Walker Architects, Benoy Architects.
Site Ownership

The area of study contains a variety of land ownerships and usages.

Most of the landholdings are private, divided into single and cooper-
ative landholdings.

Predominantly the land is used for residential purposes. Some lands

are developed according to commercial needs while there many a
mixture of both usages. For example, residential complexes having
street-front shops on the ground floor; or single dwellers using their
ground floor for business; etc.

Site Observations- built forms

• Most of the structures framing the street are mid-rise buildings.

• Commercial buildings have street frontage.
• Businesses include- hotels,stores, banks, clinics, restaurants & cafes.
• Noble Hospital and many small clinics in the vicinity.
Area of Study

Site Plan and schematic Street Elevations

Road Network

The road chosen for study lies between two major national high-
ways- Solapur highway and Nagar Road (NH27).
The Road width varies between 13-20 meters. The Magarpatta
bridge (marked in orange) was built in 2011 to reduce traffic jams at
the junction and to divert vehicular traffic. Though it is for the ease
of daily commuters, it is said to be a failure.
During the morning and night hours, maximum users are trucks and
tempos. Otherwise, the road’s generally packed with cars and bikes.
During Weekends it experiences the maximum vehicular load where
one has to spend time in a traffic jam.

• the divider has been broken down in order to provide u-turn

• vehicles coming from magarpatta city, from pune and traffic moving
towards pune city
• no traffic lights provided for smooth functioning of road

• this is a commercial platform where there are small shops.

• this area sees alot of pedestrian traffic as well as vehicular.
• people park their vehicles on the road which causes slower traffic
movement

• a 6m road meets the main road.

• there’s only this one small 3m wide
road that takes us towards hadapsar
goan
• this road is located under the bridge
• there’s an unauthorised u-turn from
under the bridge which further con-
tributes to traffic jam
• there are residencies, banks, shops
and offices along this road.
• this is where the flyover ends
• three different traffic groups meet at
this point-traffic from bridge, traffic
from the road below the bridge and
the traffic from street connecting the
main road
• people move from every direction to
go to every direction possible
• some people drive on the wrong side
to avoid covering a larger distance for
a u turn.

• there’s an unauthorised u-turn from under the bridge

• the space under the bridge is utilised as parking, thus not enough space for
u-turn
• usually on the 3m wide road besides the bridge has vehicles parked on it,
which makes it worse for the traffic to move at a better pace
• the road is also used by bus. there’s a bus stop here. once the bus stops, the
vehicles behind have no choice but the stop.
• this area also experiences alot of pedestrian - shops and eateries
Crowd Mapping
Shops, super-stores, eateries, clinics and banks situated on this street
experience a larger crowd daily. During lunchtime and after office
hours, workers from small businesses, banks, Noble hospital crowd
around these small eateries and food carts, making it difficult for the
vehicles to move.
• Shops- clothing, grocery, spa, AirTel
• Shops- grocery store, medical, general store,
gift shop
• Food carts
• Clinics
• Kalika dairy- dairy, bakery, eatery, vegetable
vendors, food carts
• Shops- stationery, medical, clinic
• Shops- eateries, super store, hospital annex,
pet store
• Banks, restaurant
Street parking
There isn’t much space along the road for street parking. Most of the
space in front of shops has a raised platform which shortens the road
width and doesnt allow parking.
There is an unauthorised parking under the flyover for two wheelers.
Apart from this the two wheelers are parked on the lane perpendicular to the
main road.
• Two-wheeler parking in front of shops
• Two-wheeler parking in front of shops
• Sometimes cars are parked on the street
resulting in temporary shortening of road
width.
• Two-wheeler parking on the smaller road
• Two-wheeler parking under flyover
• There is also a rickshaw stand underneath the
flyover
Literature
Review
Books referred

1. Inclusive Urban Design- streets for life

By- Elizabeth Burton & Lynne Mitchell

Familiarity- Maintaining or designing a hierarchy of familiar types of street, from

high streets and side streets to lanes and passageways gives a clear overall im-
age of an area and what each type of street is likely to offer.

Legibility refers to the extent to which streets help older people to under-
stand where they are and to identify which way they need to go. Legible streets
have an easy to understand network of routes and junctions with simple, ex-
plicit signs and visible, unambiguous features.

Distinctiveness relates to the extent to which streets give a clear image of

where they are, what their uses are and where they lead. Distinctive streets
reflect the local character of the area and have a variety of uses, built form,
features, colours and materials that give the streets and buildings their own
identity within the overall character of the neighbourhood.

Accessibility refers to the extent to which streets enable older people to

reach, enter, use and walk around places they need or wish to visit, regardless
of any physical, sensory or mental impairment. Accessible streets have local
services and facilities, are connected to each other, have wide, flat footways and
ground level signal-controlled pedestrian crossings.

Comfort refers to the extent to which streets enable people to visit places of
their choice without physical or mental discomposure and to enjoy being out
of the house. Comfortable streets are calm, welcoming and pedestrian-friendly
with the services and facilities required by older people and people experienc-
ing temporary or permanent incapacity.

Safety refers to the extent to which streets enable people to use, enjoy and
move around the outside environment without fear of tripping or falling,
being run-over or being attacked. Safe streets have buildings facing onto
them, separate bicycle lanes and wide, well-lit, plain, smooth footways.
2.The Compact City a sustainable urban form
By- Mike Jenks, Elizabeth Burton, Katie Williams

There is a widespread consensus that progress towards sustainable develop-

ment is essential. Human activity cannot continue to use resources at the pres-
ent rate without jeopardizing opportunities for future generations. Cities are
the main arena of human activity, but they are also the greatest consumers of
natural resources. However, urban sustainability is not just about environmen-
tal concerns, it is also about economic viability, liveability and social equity.

Connected Centres of Social and Commercial Activities

The creation of the modern Compact City demands the rejection of sin-
gle-function development and the dominance of the car. The issues to be ad-
dressed are:

• how to design cities in which communities thrive and mobility is increased

• how to design for personal mobility without allowing the car to undermine
communal life
• how to design for and accelerate the use of clean transport systems and
re-balance the use of our streets in favour of the pedestrian and the communi-
ty

The Compact City addresses these issues because it grows around centres of
social and commercial activity located at public transport nodes. These provide
the focal points around which neighbourhoods develop. The Compact City is a
network of these neighbourhoods, each with its own parks and public spaces
and accommodating a diversity of overlapping private and public activities
3. Streets and Patterns
By- Stephen Marshall

Stephen Marshall’s Streets and Patterns covers ten years of research into the
interrelationship between transport, streets, and urban patterns, which has
been the focus of multiple professions including urban planning, architecture,
geography, and transport engineering.
• the urban revolution during the motor era, when urban streets, which his-
torically served not only as through passage but also as public places, have
been replaced by vehicular roads primarily built for the fast movement of
traffic. This vast road-driven transformation, however, has proven dysfunc-
tional, for creating new development that lacks identity and vitality. Its neg-
ative effects also include impaired transport sustainability, neighborhood
amenity, and environment quality.
• The challenges are to accommodate the traditional roles of streets while
retaining the benefits of safety and efficiency of motor transport, and to ad-
dress the confusion and inconsistency in conventional urban design caused
by the lack of precision to describe desired street pattern and hierarchy
• To tackle these challenges, the second part investigates the nature of
street networks. Three elementary aspects of the street structure: street
type (hierarchy), pattern type, and route structure, respectively
• Marshall claims the modern road hierarchy with its almost
exclusive concern about motorized traffic imposes an artificial inverse rela-
tionship between mobility function and access function of roads, thus result-
ing in a dysfunctional disurban creation.
• proposes a hierarchical ranking of streets incorporating non-traffic
considerations in an urban context such as amenity and safety.
Research Papers referred

1. SPEED MANAGEMENT STRATEGIES

BY- HOMANYOUN SADEGHI-BAZARGANI & MOHAMMED SAADETI

• Considerations in choosing a method-

> Road characteristics
> Driver’s attitude to adapt
> Economic & technological capabilities of a country
> Political support

• Strategies -
> Speed cameras- One of the most common speed management strategies was the use of speed cameras

> Engineering schemes- Engineering schemes or measures includes physically changing the layout of the road to reduce the vehicles speed.
Engineering schemes are in two major groups, schemes with vertical deflections and horizontal deflections.

> Intelligent speed adaptation (ISA) Intelligent speed adaptation (ISA) refers to any system that did not allow the vehicle to exceed the safe or le-
gally enforced speed. In a speeding situation, the vehicle speed is automatically reduced (active) or the driver could be alerted (passive) . ISA helps
the drivers to maintain a legal and safe speed along the driving time. Passive methods (such as beeps, buzzers, earcons and visual and auditory
messages) had reported with a positive effect on drivers’ speed limits compliance . However, study results showed that young drivers were not
satisfied by visual and auditory messages

> Speed limits and zones Road speed limits are commonly used speed management method in most countries which are set by the legislative bod-
ies and enforced by police. Speed limits are based on road characteristics and surroundings such as road surface, curvature, width and so on.

> Vehicle activated sign Vehicle activated signs (VAS) are a type of traffic signs mainly as speed limit advisory and hazard warning signs. The signs de-
ployed on roadsides alert the drivers about speed limit and danger situations. Pervious studies have reported a positive and significant effect of
the activated signs on drivers speeding behavior and traffic safety.
Research Papers referred

2. SAFETY EFFECTIVENESS OF PEDESTRIAN CROSSING ENHANCEMENT

STATE STUDY, Oregon, USA

• Crosswalks
> Marked crosswalk- Marked crosswalks for pedestrian crossings are typically found at signalized intersections, unsignalized intersections, school
zones, and mid-block locations (Mead et al., 2013). The most common markings are standard parallel lines, ladder or continental stripes and diago-
nal stripes.
> High visibility crosswalks- Several studies have evaluated the effect of high-visibility markings on driver and pedestrian behaviour with mixed re-
sults. The high-visibility markings are typically either solid, continental, zebra, ladder or dashed.

• Crosswalk enhancements
> Pedestrian-Activated Flashing Yellow Beacons- Pedestrian-activated flashing beacons are devices that are used to increase the visibility of pe-
destrian crossings for motorists
> In-Pavement Lighting- In-pavement lighting is often used to alert motorists to the presence of a crosswalk

• Curb Extensions
Curb extensions are designed to narrow the roadway by extending the curb, thus leading to reduced crossing distance for pedestrians.

• Raised pedestrian crossings

Raised pedestrian crossings can be applied at both intersections and mid-block and are most commonly used in an urban, low-speed context, but
there is limited research on the effects of this treatment.

• Pedestrian overpass/underpass
Pedestrian overpasses and underpasses can provide significant safety benefits for pedestrians; however, due to their cost and users’ perceived
concerns about safety in a more confined space they are not used often
3. INFLUENCE OF URBAN GREEN OPEN SPACE ON RESIDENTS’ PHYSICAL ACTIVITY

Urban green open space is a valuable resource for physical activities of urban inhabitants and has the potential to reduce chronic illness and improve
health.
Findings from survey-
• in community factors: accessibility is significantly positive correlation with residents’ physical activity, and there is no significant correlation be-
tween safety and physical activity;
• in natural factors: space environment and landscape quality are not significantly correlated with residents’ physical activity;
• in built environmental factors: infrastructures, the area of green space, the size of open space, and entertainment facilities are significantly cor-
related to residents’ activity. Basketball courts, volleyball courts, swimming pools, and sports equipment will promote physical activity;
• apart from the attributes of green open space, other factors are significantly correlated to physical activity in the green open space, e.g. having a
companion.
Planning
Strategies
• Traffic Control- It will help to reduce number of accidents in the area. It has set a fear in the residents, especially the elderly folk to
cross the roads or even walk on the side of the road.

• Pedestrian crossing- Correct type of crossing will help the residents to safely cross road.

• Redevelopment- will effect replacement of the podium where shops are situated. The design will be such that all the residents- old/
young are able to use the space easily.

• Plantation- green patches to be designed beautifully, enhancing the richness of the road. Trees are essential on streets for following
reasons: To provide shade to road users especially, pedestrians and cyclists; To reduce local ambient heat and provide cooler atmo-
sphere; Improve quality of air by absorbing pollutants; To reduce surface water drain off; Make streets aesthetically pleasing.

• Public toilet-It is a must in the area. The shop owners and other works have to go home to freshen up every time.

• Storm Water Management- Usually water logging happens every time it pours down in the area. There are no proper drainage sys-
tem designed. Another creative way would be to channelize this water for designed landscape.

• Bus Stop- there’s no physical bus stop just a dedicated place. Wherever the bus stops, the movement of vehicles behind the bus
stops.

• On Street Parking-it is necessary to have a proper parking in front of the commercial zone. So that people don’t park on the street
and reduce its width for moving traffic

• Street Furniture- this is required to be designed for the elderly and/or for the pregnant ladies to take small breaks to catch up on
breath.

• Universal design- making the elements of street more accessible and safer for every resident.
Design
Policies
1. BUS STOP
> Bus stops are one of the essential component of streets.
> Location and design of bus stop affects the movement pattern of vehicles and
pedestrian and other activities in general within its catchment area.

Design Recommendation
> Ideal minimum dimensions of bus stop are – 10M X 1.5M X 2.2M ht. If passenger demand is high, longer bus shelters would be necessary.
> Multiple bus shelters of recommended size should be constructed at busy location along
mobility corridors.
> Design should be such that it does not obstruct visibility of surroundings and pedestrian
flow on footpath.
> The design should be compact, robust with anti skid, levelled floor space and with
preferably cantilever roof, sufficient shade and light.
> Seating if provided should be compact and minimal.
> Guard rails / railings at the curb edge should not be provided.
> Night illumination is a must on bus stops.
> Bus stops should have emergency phone numbers/ police help line numbers/ PMPML
numbers displayed.
> Ideally a tree should be located near uni pole bus stop providing shade to the passengers.
2. PEDESTRIAN CROSSING
> To ensure pedestrian safety and convenience, crossings should be designed so as to have direct and shorter route to the other side of street.
> Safe pedestrian road crossings shall be provided also on streets with flyovers and underpasses.
Common formats of crossings
• Signalized crossings at junctions with refuge islands.
• Mid block crossings supported by traffic calming measures.

ZEBRA CROSSINGS
> Pedestrian crossings should be provided at every 150m distance depending on the surrounding land use and pedestrian footfall. In no case
should its width be less than 3m. Crossing width can be more as per pedestrian density.
> Zebra crossing is mandatory at all Intersection crossings.
Design Recommendation for Zebra Crossings
> The zebra marking of a pedestrian crossing consists of equally spaced white strips
Generally 0.3 m wide with a gap of 0.3 m in accordance with IRC 67-1977.
> Zebra crossings to be painted with thermoplastic paint of white color. Zebra crossings to be highlighted by reflective cats eye and should be
easily visible with sufficient lighting. They should always be accompanied by stop line.
> Zebra crossings to be from edge to edge or footpath to footpath connecting refuge spaces in between.
> Tactile paving should be embedded in zebra crossings to guide specially abled people.
> Medians, railings or any other obstructions should not be placed on zebra crossings.
> Distance between STOP line and edge of zebra crossing should be 2m (as per the ‘Pedestrian policy of PMC’).
> Traffic signal pole should be located midway between STOP line and edge of zebra crossing.(as per the ‘Pedestrian policy of PMC’).

3. PLANTATION
Trees play an important part in the design, function, and aesthetic success of the street scape. Trees along sides of the street are desirable to frame
the street and enhance pedestrian movement.

Design Recommendation
> Trees should not obstruct the pedestrian flow or vehicular flow. Clear walkable footpath should be available depending on the road width.
> Street trees should typically be upright and branched above 2.4m to provide adequate walking clearance under branches.
> It is recommended to plant trees in Multi-utility zone as recommended by IRC codes.
> It is mandatory to have tree pits which provide space for tree growth. Tree pits can be individual, elongated or connected. They may be sur-
faced with porous pavers, or grates that allow water to readily flow to the root zone.
> Plantation at edge of footpath (even within private premises) should not be of a type which would overgrow and spread on to the footpath
blocking pedestrian path.
4. STREET FURNITURE
Purpose of street furniture is to cater to the comfort need of the road users especially
pedestrian and cyclist. Well designed and properly placed furniture inculcates sense of discipline among road
users, acts as traffic calming measure and adds aesthetic value to the street.
Following are the commonly used street furniture:
• Seating/benches
• Trash bins
• Bollards and railing
• Signage/ info kiosks
Street Furniture brings in life on the streets and improves its aesthetics and usability.

Design Recommendation
> 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.
> Should be placed along all the streets. The location, type and quantity should be decided depending on the adjacent land-use of the roads and
user activity and space availability.
> Street furniture should be convenient to use and have universal accessibility.
> Street furniture is to be provided at all such locations having high public activity and
pedestrian flow like commercial plazas public buildings, recreational areas, transit
stations, parks and gardens, educational institutes, market areas, shopping malls etc.
5. TRAFFIC CONTROL
Measures that can be taken=
A. Speed breakers-
> Speed Breakers are induced elements on the streets whose sole purpose is to reduce vehicle speeds.
> They are ideally introduced where the surrounding land use expects low speed or where many accidents take place due to over speeding.

Design Recommendation for speed breakers

> Speed bumps, speed humps and speed tables are the three types of speed breakers which need to be introduced on urban streets.
> They should be supplemented by proper markings, cats eyes and signages making them clearly visible at night time.
> Hump type speed breakers should be painted in alternate white and black color pattern.
> Bump type moulded speed breaker can have yellow and black color.
> Speed bumps should be installed from edge of the road without leaving any gap at the road side (especially on local streets with no footpath)
as vehicles use such gaps to avoid the speed bump. This leads to unsafe conditions for pedestrians and vehicles alike.

B.Traffic Signal-
At major intersections, traffic signals grant right of way to various road users to move along or cross a street. This reduces chaos on roads and
improves road safety.

Design Recommendation for traffic signals

> Length of signal cycle should be 120s or less according IRC guidelines.
> Pedestrian signals should be installed at all pedestrian crossings at a signal-controlled intersection. It should be ensured that pedestrian signals
are properly aligned with the zebra crossings.
> Location of signal poles- The prevailing IRC:93-1985 prescribes secondary signals, which are located on the far side of the intersection. This en-
courage vehicles to encroach on the zebra crossing provided for
pedestrians, as the driver can still see the signal even after going beyond the primary signal
Design
Proposals
 Open space outside
shops

Under flyover recre-

ational design

Crosswalks

Bus stop design

Space under the flyover

The space under the flyover has been divided into 7.

Vendors going around with a food cart now have been given a
dedicated place. A seating is provided for the people who come
to eat around here. Public toilet is made available. The parking that
was already present is made more organised. The U-turn is
designed in a much safer and organised manner.

Public toilet four-wheeler

Food Cart parking U-turn
Area two-wheeler Rickshaw
Crosswalk parking Stand

bus stop street parking under flyover

Bus Stop

The existing bus stop is just a dedicated spot where the bus stops.
The new bus stop is designed in a very simple manner keeping in
mind the basic necessaties of waiting commuters.
Design for open space outside shops

The space is designed for universal use. A ramp is provided for

the elderly and specially abled to use. Two benches have been
provided for the people to use when tired while shopping.
Temporary street parking has been made available to the people.

Benches
temp. parking
ramp
SHOP SHOP SHOP
Crosswalks

Adding crosswalks wherever necessary along with traffic light for

safe to coss roads.
 Signages

Appropriate signages makes it a legible street which not only

helps the elderly but everyone in understanding the street

Trash Cans

Trash cans have been added which were previously missing from
the site
Plantation

Trees have been added to make the street seem comfortable and
to reduce direct exposure to the sun.
Thank
You
Janhavi Deshpande
1819
Sir J.J. College of Architecture