A guide to street design in urban India : Better Streets, Better Cities 2012

7/30/2019 A guide to street design in urban India : Better Streets, Better Cities 2012

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better streets

better cities

a manual for street design in urban India

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Shreya Gadepalli, Christopher Kost, Matthias Nohn, Bimal Patelwith Halak Bhatt, Pranjali Deshpande, Parul Dixit and Advait Jani

a manual for street design in urban India

better streets

better cities



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Copyright 2010

This work is licensed under a Creative Commons

License. Feel ree to copy, distribute, transmit the

work, as long as you attribute it.

Institute or Transportation

and Development Policy

Promoting sustainable and

equitable transportation worldwide

301 Paritosh (near Darpana Arts Academy)

Usmanpura, Ahmedabad 380013

India

9 E 19th St, 7th oor

New York, NY 10003

USA

www.itdp.org

Environmental Planning Collaborative (EPC)

A not-or-proft research and advocacy company established

in 1996 to pioneer policy development in urban planning

700 Paritosh

(near Darpana Academy o Perorming Arts)

Usmanpura

Ahmedabad 380013

India

Acknowledgements

We are indebted to those who have contributed to

the Street Design Manual, particularly Brijesh Bhatha

(HCP), Shirley Ballaney (EPC), Archana Kothari (EPC),and Nitin Warrier (ITDP), who assisted during the

initial conceptualisation phase.

We received extensive advice on the design o

underground utilities rom Kunal Patel (HCP),

Ramendra Patel (HCP), J. V. Rao (JMC), G. K. Sardar

(Ahmedabad Municipal Corporation [AMC]), Kunal

Shah (Torrent Power), K. Patidar (BSNL), Naimesh

Shah (Ravi Builders), Abhijit Lokre (CEPT University),

and Tarun Lad (AMC). Pankaj Patel (Geographis)

explained how surveys are conducted and provided

sample sketches. Angela Kost contributed photos.

Several riends and colleagues, including Tom

Bertulis (ITDP), Michael Kodransky (ITDP), Gabrielle

Hermann (ITDP Europe), Anuj Malhotra (GoodEarth

Consultants), Carloselipe Pardo (ITDP), and Xavier

Trevio (ITDP), provided helpul advice during the

writing o the manual. Michael King (Nelson Nygaard

Consulting Associates), Michael Ronkin, Luc Nadal

(ITDP), and Sabrina Kleinenhammans reviewed the

manual.

Finally, we wish to thank Enrique Pealosa or his

ongoing advocacy or liveable streets.
http://www.itdp.org/http://www.itdp.org/


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Structure o the manual

2 Street design elements

discusses sixteen elements that

make up a street: ootpaths, the

carriageway, cycle tracks, service

lanes, bus lanes, landscaping,utilities, and so on. For each element,

we present design principles that

govern the element in relation

to others, provide photos o good

and bad practices, and illustrate

design options under varying

circumstances.

3 Street templates

is a collection o street templates

or typical road widths. For each

width, we present a range o

design solutions. The templates are

based on the standards laid out in

Chapter 2.

4 Intersection templates

shows how the standard templates

presented in Chapter 3 come

together at intersections.

5 Design process

explains our street design process,

rom the development o a vision

through the completion o a fnal

design, using the example o an

urban intersection.

1 Introduction

lays out our vision or better street

design. It explains why streets need

to be designed or all users, not just

or motor vehicles.


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Symbol & colour key

Utility box

Street urniture

Trash bin

Ramp

Bollards

Vending

Bus stop

Drinking water

Street lights

Footpath

Cycle track

Carriageway

Parking

Shared lane

Bus rapid transit

Landscaping


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1 Introduction 1

2 Street design elements 7

Footpaths 8

Cycle tracks 10

Carriageway 12

Bus rapid transit 14

On-street parking 20

Service lanes 22

Medians and pedestrian reuges 24

Landscaping 26

Street urniture and amenities 28

Spaces or street vending 30

Bus stops 32

Street lighting 34

Storm water drainage 36

Other underground utilities 40

Trafc calming elements 42

Pedestrian crossings 44

3 Street templates 47

6 m 57

7.5 m 59

9 m 63

12 m 66

18 m 70

24 m 79

30 m 86

36 m 94

42 m 105

4 Intersection templates 117

12 m + 12 m 122

12 m + 12 m (roundabout) 123

18 m + 18 m 124

24 m + 24 m 125

24 m + 24 m 126

24 m + 24 m 127

30 m + 36 m 128

30 m + 36 m 129

36 m + 42 m 130

5Design process 133

Sketching a vision 136

Topographic survey 138

Pedestrian and activity surveys 140

Parking survey 142

Right-o-way overlay 144

Trafc survey 146

Choosing a standard section 150

ContentsPreparing the intersection design 152

Intersection design: option A 154

Intersection design: option B 156

Intersection design: option C 158

Public transport and intermediate modes 160

Street arm with a minor intersection 162

Conclusion 164

Further reading 167


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Streets rank amongst the most valuable assets

in any city. They not only ensure residents

mobility, allowing them to travel rom one place

to another, but also are a place or people to meet,

interact, do business, and have un. Streets make

a city liveable. They oster social and economic

bonds, bringing people together. Decisions about

how to allocate and design street space have atremendous impact on quality o lie.

Indian cities struggle to reconcile the competing

needs o mobility and liveability. As private

motor vehicle ownership grows and governments

attempt to accommodate the additional vehicles,

it is becoming more and more difcult to retain

adequate space or the social and economic

activities that traditionally have taken place

in our streets. Over time, streets have come to

unction less as social gathering spaces and

market areas, and more as conduits or an ever-increasing quantity o trafc.

Introduction

1


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One o the key problems o Indian streets is that they

are designed rom the centreline outwards, without

taking the needs o all users into account. The

median is marked and a carriageway constructed,

and the undefned outer area is let or other

purposes. Ater parking eats away a signifcant

share o this area, pedestrians, trees, utilities, street

vending, and social activities jostle or whatever

space remains. It is no wonder that in most cases

the letover space is not sufcient to saely and

comortably accommodate these essential unctions

o the street.

Designs ocus on improving private motor vehicle

mobility by allocating more space to itoten at the

expense o other unctions o the street. However,

the reality that they create is dierent: pedestrian

ootpaths may vanish but the pedestrians do not,

and the lack o proper pedestrian inrastructure

orces people to walk on the carriageway itsel. The

same is true or cyclists, street vendors, and public

transport. Eventually, everyone ends up sharing

what is constructed as a motor vehicle carriageway,

leading to a reduction in the amount o space that

is usable by vehicles. The resulting arrangementis inconvenient, uncomortable, and unsae or

everyone, including motor vehicle users. So, why

not provide adequate space or all users in the frst

place?

All streets that aim to maximize mobility also

need separate slow zones. The slow space is or

liveabilityor people to walk, talk, and interact, or

doing business, or children to play. The provision

o an adequate slow zone makes it possible or

the mobility zone o a street to provide or sae,

relatively uninterrupted mobility at moderate

speeds. The result is a saer and more pleasant street

environment or everyone.

It should be noted that the motor vehicle capacity

o urban streets is determined primarily by how

quickly vehicles can clear intersections. Though

constructing wide carriageways may allow or aster

mid-block speeds, it does not enhance throughput,

or intersections are the true bottlenecks. Widening

the carriageway at the intersection, through the

addition o queuing space, is a more eective way o

increasing throughput.

Figure 1.1 I a street does not provide separate space or

pedestrians, people will walk in the carriageway.

Figure 1.2 A street with adequate space or walking and

other activities is saer or pedestrians and allows or

smoother motor vehicle movement.

Streets need room or all users

1 Introduction


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The frst question that oten emerges when one

talks about accommodating pedestrians, cyclists,

and street vendors is, Will that not reduce trafc

movement? Yet vehicle movement and mobility

are not one and the same. Mobility is about

getting people to where they want to go, efciently,

conveniently, and saely. Mobility can be provided

through high quality, high capacity public transport,which does not necessarily mean moving large

numbers o vehicles.

Even i a road widening or yover reduces congestion,

the improvement is usually short-lived. The reason is

simple: expanding the available road space initially

increases speed and comort and thereby encourages

more people to travel in private motor vehicles. More

and more users take to the route until the wider road

returns to its original level o congestionbut with

signifcantly more vehicles stuck in trafc.

A city government in turn may eel pressure to

widen the road once again, but it is not possible to

solve trafc jams by building larger and larger roads

indefnitely. In act, no city in the world has solved its

mobility crisis by simply building more roads. On the

contrary, some o the cities with the most elaborate

road networks also have the worst congestion.

The only viable long-term solution or ensuring

mobility is to build high quality acilities or public

transport and non-motorised transport. These modes

can carry large numbers o passengers without an

exponential increase in road space requirements. For

most Indian cities, the most viable option is bus rapid

transit (BRT). A single BRT lane with articulated buses

can carry 10,000 passengers per hour per direction.

The same lane can carry little over 1,000 cars per

hour1,200 to 1,500 persons at typical occupancy

ratesassuming that the lane receives one hal o

the signal time at intersections.

There are solutions to trafc congestion too. The

key to reducing congestion is lowering the number

o vehicles on streets rather than increasing street

widths to accommodate an ever-growing number o

vehicles. This can be done through various means,including parking ees, congestion charges, and other

travel demand management tools as well as through

trafc calming. At a larger scale, compact, walkable

urban design is the key to reducing congestion by

keeping trip lengths short.Figure 1.4 A dedicated bus lane can carry many times asmany passengers as a mixed trac lane.

Making streets more efcient,not simply widening them, cansolve our mobility problems

Figure 1.3 Wider roads, expressways, and fyovers bring

temporary relie, but in the long run they only exacerbate a

citys trac problems.

1 Introduction


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1 Introduction

What makes up a complete street?

slower aster slower

Shared zone Mobility zone Shared zone

slow

Shared zone

A complete street that caters to all users can takeon a variety o orms, depending on actors such as

the available right-o-way, trafc volumes, street-side

activities, and adjacent land uses.

In general, smaller right-o-ways can unction as

slow shared spaces used by both pedestrians and

Figure 1.5 The 7.5 m street (let) is designed as a shared space. The 42 m street (right) includes a slow-speed shared lane

similar to the 7.5 m section, but it also provides separate spaces or mobility, including a cycle track, carriageway, and bus

rapid transit lanes.

Shared lane

vehicles. Street vending and social activities can alsotake place in the shared space. A narrow driving lane

and other trafc calming elements help keep vehicle

speeds low, so that vehicle movement remains

compatible with the other uses.

A larger street can cater to walking and stationary

activities as well as through movement, but it otenmakes sense to dierentiate the slow, shared zone

rom the mobility zone to ensure comort and saety

or pedestrians and stationary users. The cycle track,

though part o the mobility zone, is also segregated

rom motor vehicle trafc.

Shared lane Footpath Carriageway Bus rapid transit Cycle track


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Principles or street design

Saety

Streets must be sae or

all users. This implies

that every street needs to

have a slow zone where

pedestrians have priority.

In smaller streets with a

shared space ormat, the

entire street becomes a

slow zone or all users,

including pedestrians,

vendors, cycles, and cars.

Mobility

Larger roads can also

include a mobility zone

or vehicle movement.

This mobility zoneor

private vehicles and public

transportis physically

separated rom the slow

zone. The mobility zone

may include a physically

segregated cycle track

i the speed dierential

between cyclists andmotor vehicles is high.

In addition, dedicated

bus lanes can improve

service quality or public

transport users.

Pedestrian accessibility

All streets need to have

continuous ootpaths with

minimal grade dierences

and adequate clear width

or pedestrian through

movement.

Liveability

Elements such as tree

lines, landscaping, and

urniture enhance a

streets slow zone, creating

space or relaxation,

interaction, vending, and

other activities.

Sensitivity to

local contextStreet design should actor

in local street activities,

patterns o pedestrian

movement, and nearby

land uses.

Creative use o

street spaceFor example, the width

occupied by a parking

lane can become multi-

unctional i it includes

occasional bulb-outs or

street vending or street

urniture.

The design approach outlined in this manual is guided by the ollowing principles:

1 Introduction


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We defne sixteen street design elements as

the street components that accommodate or

serve specifc unctions. For example, a ootpath

supports pedestrian movement, and street lights

improve saety. The fgure on the let shows allsixteen elements.

Street design elements demand detailed planning

and need to be customized to ft the local context.

Getting the elements in the right proportion and

location is challenging because all elements

interact with one another. For example, utility-

oriented elements lie mainly underground, but

when they surace on a pedestrian path (or

instance, in the orm o a phone relay box), the

obstruction may cause pedestrians to walk on the

main carriageway.

In this chapter, each street design element is

briey discussed in our subsections:

What the element ought to achieve

Its signifcance in the larger context

Challenges to achieving its potential

Design criteria and standards

Street designelements

Footpaths 2.1

Cycle tracks 2.2

Carriageway 2.3

Bus rapid transit 2.4

On-street parking 2.5

Service lanes 2.6

Medians 2.7

Street urniture 2.9

Street vending 2.10

Bus stops 2.11

Street lighting 2.12

Storm water 2.13

Utilities 2.14

Trac calming 2.15

Pedestrian crossings 2.16

Landscaping 2.8

2


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2.1 FootpathsWhat good ootpaths achieve

Good ootpaths promote sae and comortable

pedestrian mobility. Together with other elements,

such as urniture and landscaping, they constitutethe primary public space o a city and are

accessible to all users, regardless o age, gender, or

special needs. Good ootpaths are inviting spaces

where people can meet, talk, sit, and eat.

Signifcance o ootpaths

A signifcant proportion o trips, especially those

below 2 km, are perormed on oot. For example,

the share o pedestrian trips in Ahmedabad is

38 percent.1 Additionally, all public transport

passengers and many private vehicle users start

and end their trips as pedestrians on publicstreets. Hence accommodating pedestrians is

an essential, i not the most important, task o

transportation planning.

Footpaths are a critical elements o the

streetscape unless trafc calming makes

ootpaths unnecessary. In smaller streets and

service lanes, speed dierentials may be small

enough or pedestrians and motor vehicles to

coexist in a pedestrian-priority space.

Challenges to better ootpathsStreets oten are designed rom the centerline

outward, with priority given to motorised vehicles.

Whatever space is let over ater creating the

carriageway and parking is designated as the

ootpath. The placement o utility boxes, trees,

1 Center or Environmental Planning and Technology,Comprehensive Mobility Plan and Bus Rapid TransitSystem Plan, Phase II (Ahmedabad: 2008) 4-5.

and light poles on the ootpath leaves no clear

space or pedestrian movement.

Even with an adequate width, a ootpath may be

difcult to use i it ends requently at propertyaccess points. High curb heights and steps make

ootpaths difcult to use.

Poorly designed ootpaths remain under-utilized

and are easily encroached by parked vehicles

and shops. In the absence o an adequately sized

and usable ootpath, the only clear space let or

pedestrians is the carriageway.


Comort, continuity, and saety are the governing

criteria or the design o pedestrian acilities.Footpaths should be provided on all streets,

except on trafc calmed small streets

Footpaths should incorporate the ollowing:

A continuous unobstructed minimum width o

2 m

No breaks or obstructions at property

entrances and side streets

Continuous shade through tree cover

No railings or barriers that prevent sideways

movement on and o the ootpath

Elevation over the carriageway (e.g. +150 mm)and adequate cross slope or storm water

runo. At the same time, the elevation should

be low enough or pedestrians to step onto and

o o the ootpath easily

Surmountable gratings over tree pits to

increase the eective width o the ootpath

Figure 2.1 This ootpath is wide, continuous, and

shaded. However, the continuous encing towards the

carriageway prevents ree pedestrian movement.

Figure 2.2 This recently constructed ootpath does

not accommodate obstacles in a way that would

allow pedestrians to eectively use the ootpath.


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Figure 2.4 The smallest well unctioningootpath/tree package has a width o 3 m,

including a 2 m clear space and 1 m tree pits.

Street urniture is positioned in line with the

tree pits to maintain 2 m o clear space.

Wider ootpaths can accommodate street

vending and larger seating areas and are

recommended in areas with large pedestrian

volumes.

Figure 2.5 Where required to enable the

access to private properties or to the ootpath

itsel, vehicle ramps should be provided in

the landscaping strip but not in the area o

pedestrian through movement.

Ending the ootpath with abrupt curbs or

lowering the entire ootpath to the level o

the carriageway is unacceptable as property

entrances may become waterlogged.

Figure 2.3 Footpaths have distinct zones that

serve separate purposes:

Pedestrian zone. This zone provides

continuous space or walking and should

be clear o any obstructions. It should be at

least 2 m wide.

Frontage zone. Provides a buer between

street-side activities and the pedestrian

zone. Next to a compound wall, the

rontage zone can become a plantation

strip.

Furniture zone. This is a space or

landscaping, urniture, lights, bus stops,

signs, and private property access ramps.

2.1 Footpaths

Pedestrianzone

Frontagezone

Furniturezone

Pedestrianzone

Frontagezone

Furniturezone


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Cycle tracks

Figure 2.7 This cycle track has our problems: (1)

it is not continuous, (2) it collects water runo

and dirt because it is at the lowest point in the

cross section, (3) it is not properly separated rom

the carriageway, and (4) the curbs and signpost

reduce the usable width.

Figure 2.6 This cycle track is continuous and shaded.

Curb heights are apropriate, and storm water drains

into catch pits located in the landscaped buer.

What good cycle tracks achieve

Good cycle tracks are continuous and provide or

uninterrupted movement. They are physically

separated rom the main carriageway to ensureboth comort and saety, and are protected rom

encroachment by parked vehicles, pedestrians,

and street vendors.

Signifcance o cycle tracks

The cycle is a core mode o urban transport.

Cycles oer low-cost, pollution-ree mobility and

occupy only a fth as much driving and parking

space as automobiles.

Due to the lack o physical separation o

motorized and non-motorized vehicles, cyclists

ace inconvenience and saety hazards rom

aster moving trafc. Thereore, the provision o

sae and convenient inrastructure is essential to

attract new users. Where motor vehicle lanes are

saturated, cycling in a segregated track is oten

aster than using a private motor vehicle.

Challenges to better cycle tracks

There is signifcant resistance to creating

dedicated cycling acilities, with the alling cycle

mode share cited as an excuse. Even i mode

shares are signifcant, cyclists are typicallyinvisible in the planning process. Where they do

exist, cycle tracks are oten discontinuous and

poorly constructed, leading to a sel-ulflling

prophesy that cyclists do not use cycle tracks.

A lack o enorcement aggravates the situation

urther, as cycle tracks are easily taken over or

activities such as parking and street vending or

as a travel lane or motorised two-wheelers. Any

cycle track that is easily accessible to cyclists is

also accessible to motorised two-wheelers.


Efcient cycle tracks are sae, convenient,

continuous, and direct. On streets with high speed

trafc, cycle tracks can reduce conicts between

cycles and motor vehicles.

Cycle tracks in the median reduce conicts

with parking and street-side activities. However,

street-side cycle tracks may be provided where

encroachments due to parking or commercial

activity are minimal, as may be the case i a

service lane is available.

Cycle tracks should incorporate the ollowing:

A minimum width o 2 m or one-way

movement and 3 m or two-way movement

Continuity to allow or reasonable speeds

A smooth surace materialasphalt or

concrete. Paver blocks are to be avoided

Manhole covers should be avoided and,

i unavoidable, should be level with the

surrounding surace

Dierence in level and surace material or

distinction rom other street elements

Continuous shade through tree cover

Elevation above the carriageway (e.g. +150 mm)

that allows or storm water runo

A buer o 0.5 m between the cycle track and

parking areas or the carriageway

At property access points, the cycle track

remains at the same level and vehicle access is

provided by a ramp in the buer

2.2


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Figure 2.11 In a slow-speed local

street (below 30 km/h), the

optimum width or a carriageway

is 3 m or one-way movement and

4.5 m or two-way movement.

In a collector street, the optimum

width or the carriageway is 5.5 m

per direction.

In local streets that

need to accommodate

buses and trucks,

the width o a two-

way carriageway canvary between 6 and

6.5 m, depending on

the volume o heavy

vehicles.

In arterial streets, the optimum

widths or two and three implied

lanes are 6 m and 8.5 m, respectively,

in each direction. When considering

carriageways wider than 6 m perdirection, one should keep in mind

that they easily lead to excessive

speeds, wrong-way driving, and

encroachments such as parking.

2.3 Carriageway


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Bus rapid transit2.4What good BRT achieves

Bus rapid transit (BRT) can oer high-capacity

and high-quality public transportsimilar to a

metro rail but at a lower costby providing an

exclusive right-o-way or BRT buses.

Signifcance o BRT

Urban growth and rising car ownership are

causing severe road congestion. Longer travel

times make existing bus transport less attractive,

reducing public transport patronage and

increasing private vehicle use. BRT can break this

vicious cycle by maintaining competitive travel

times and reliable scheduling in road-based public

transport. BRT is the only fnancially viable option

or providing high quality public transport serviceto a majority o urban residents in a short time

span. BRT with median bus lanes also improves

saety or cyclists by eliminating conict points at

bus stops.

Challenges to better BRT

The key challenge to implementing segregated

bus lanes, especially in narrow roads carrying

high volumes o private motorized trafc, is only

political. Exemplary interventions in constrained

widths are observed in Guayaquil, Quito, and

Mexico City. Hence, we provide BRT templates or

streets as narrow as 18 m in this manual.

Treating BRT only as a road inrastructure

improvement leads to low capacity and poor

system quality. Besides good physical design,

successul implementation o BRT requires

system management, operations planning, a

dedicated BRT bus eet with easy boarding and

alighting, and sound placement o stations.

BRT can become a barrier to pedestrian and

cyclist movement i at-grade crosswalks are notprovided at reasonable intervals. Passengers

may have trouble reaching bus stations unless

pedestrian reuges and trafc calming measures

improve pedestrian saety.

Finally, BRT requires steady enorcement to

keep private vehicles rom using BRT lanes or

obstructing the path o BRT buses at intersections.


BRT designs should satisy the ollowing:

Exclusive bus lanes must be provided in thecenter o the street except on small streets

where mixed trafc runs as one-way on only

one side o the street

The width o a BRT lane is 3.3 m, plus buer

space next to mixed trafc

At crossings, a 1 m pedestrian reuge between

mixed trafc and a BRT lane is needed

Centrally located BRT stations require 3 m

(preerably 4 m) in the cross section. Larger

widths may be required i demand is high

Sae pedestrian access via crosswalks elevated

to the level o the ootpath (e.g. +150 mm)

Stations should be placed 37 m or more o

intersection stop lines to allow sufcient space

or bus and mixed trafc queues

To achieve capacities as high as those o

metro systems, passing lanes, substations, and

express services are required at BRT stations

Cycle parking is needed at stations

Figure 2.13 BRT rees buses rom trac congestion

so that they are not held up in mixed trac.

However, the location o this BRT station directly

at the intersection creates unnecessary trac

congestion, resulting in longer delays or bus

riders and private vehicle users alike.

Figure 2.12 This BRT station acilitates high quality

service or passengers since it is located in the median

and operates with level boarding. It also leavessucient queuing space at the intersection.


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Figure 2.15 A 30 m right-o-way can accommodate BRT along with

pedestrian ootpaths, cycle tracks, on-street parking, and a local

street carriageway. In order to accommodate the BRT station, the

parking lanes are discontinued.

Note that even narrower rights-o-way are capable o supporting BRT

systems. Reer to the 18 m and 24 m templates in chapter 4 or urther

reerence. In roads o 30 m or less, vehicle access to properties on

both road edges can be provided by building service lanes on either

side o the BRT lanes.

2.4 Bus rapid transit


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Figure 2.16 A typical BRT station (above) designed or 12 m buses requires sucient length or passenger access ramps, ticket

vending, turnstiles, boarding/alighting, and internal circulation. For stations with lower demand, a single entrance may be

provided (below). The design provides two docking bays to increase system capacity.

Docking bays should be staggered to reduce riction between passengers boarding and alighting on opposite sides. Docking

bays or 18m articulated buses (below) consist o two openings: a ront opening o 3 m and a rear opening o 6 m.


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Figure 2.17 Passing lanes can increase passenger capacity o

a BRT system by allowing express buses to overtake local

buses at certain stations. The Transmilenio BRT system in

Bogot, Colombia, carries 45,000 passengers per hour per

direction through the use o passing lanes. Passing lanes

also may be required i separate routes converge on a

single corridor in a city centre context.

In this example, the station is comprised o two modules.

Each module has one docking bay per direction, plus

queueing space or one bus behind the docking bay. A 21 m

gap or bus manoeuvring is provided between the modules.

To allow or bus manoeuvring, the cumulative width o the

stopping and passing lanes is at least 7 m.



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Figure 2.18 To accommodate passing lanes in a narrow

proleor to provide more spaces or other uses such as

pedestrian and cyclist mobility and inormal activitiesseparate oset platorms can be provided in each

direction.

Compared to the design on the acing page, this design is

able to t in a narrower right-o-way or, as shown above,

to maintain median tree lines and extra ootpath width

next to the station in a 42 m right-o-way. However, the

design also requires a signicantly longer stretch or

accommodating the stations.



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On-street parking2.5What on-street parking achieves

On-street parking is clearly designated, managed,

charged, and restricted in volume, enabling access

to nearby properties without disturbing the ow

o motor vehicles, pedestrians, and cyclists.

Signifcance o on-street parking

On-street parking is seen as being avorable to

local business, even though successul business

districts without on-street parking can be ound

around the world.

Free on-street parking subsidizes private vehicles.

This subsidy is undesirable because it increases

private motorized trafcwith all o its negative

side eects, including congestion, air pollution,

and reduced saety or pedestrians and cyclists.

Hence, on-street parking should be restricted, and

whatever parking is available should be charged,

not only to counter the mode shit to private

vehicles, but also to serve as signifcant source o

unds or the improvement o public space, public

transport, and non-motorised transport.

Challenges to better on-street parking

On-street parking areas generally are not

designated ormally. Instead, parking accumulates

organically near points o attraction. On streets

with high vehicle volumes, parking may cause

delays, especially or buses, and may pose a saety

hazard.

Where ootpaths are not provided, haphazard

parking can create difcult conditions or

pedestrians, who are orced to weave their way

through the parking area or walk on the right-

hand edge o the parked vehicles, in moving

trafc. When ootpaths and cycle tracks are

provided, they oten become parking lots or cars

and two-wheelers unless physical barriers or law

enorcement prevent such encroachment.

The lack o an adequate parking ee gives the

impression to users that parking is a deemed

right. Instead on-street parking should be treated

as a premium service. A high charge encourages

short duration parking, thereby allowing multiple

users to access the same spot. It also promotes

the use o o-street parking.


In contrast to mobility-oriented elements such as

carriageways, cycle tracks, or ootpaths, parking

involves ewer design constraints as it does not

require continuous linear space.

Parking should satisy the ollowing:

Parking areas should be allotted ater

providing ample space or pedestrians, cyclists,

trees, and street vending

Tree pits can be integrated in a parking

stretch to provide shade. Otherwise, shaded

street elements, such as ootpaths, may be

encroached by parked vehicles

Near intersections, parking lanes can be

discontinued to reduce conict and to give

additional vehicle queueing space

Dedicated cycle parking should be provided

at public transport stops and stations and in

commercial districts

Figure 2.19 This street provides semi-ormal parking

areas that are accessed rom a service lane. The design

acilitates the collection o parking ees by delineatingparking and no-parking zones and reduces the number

o confict points on the main carriageway.

Figure 2.20 When pedestrians encounter

haphazardly parked vehicles, they generally walk

next to moving vehicles because this part o the

street oers the most direct route.


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Figure 2.22 Parallel parking or cars is the most ecient

parking layout in terms o the number o vehicles

relative to the area occupied. The same parking lane

can be used as perpendicular parking or two-wheelers.

Figure 2.21 Bulbouts

between parking areas

provide space or street

urniture and vending.

Cycle tracks next to parking

lanes require a 0.5 m buer

so that car doors do not open

over the cycle track.

In service lanes, parking should be located on

the let side so that passengers do not spill over

on the cycle track when they exit a vehicle.

2.5 On-street parking

Table 1.1 Space requirement or various parking layouts.

Note that these dimensions dier rom values used or

larger cars in Europe and the U.S.

Angle () 0 30 45 60 90

Manoeuvring

space width (m)3.0 3.0 4.5 5.0 7.0

Parking space

width (m)2.0 2.3 2.5 2.5 2.5

Space per car

(sq m)25 33 33 30 30


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crossings. However, they are surmounted anyway.

When large groups o pedestrians attempt to

cross, they will spill over into the carriageway (see

Section 2.16 or more on pedestrian crossings).1


Medians should satisy the ollowing:

I the curb-to-curb carriageway width is 11 m

or narrower, periodic pedestrian reuges can

enhance saety

On an artery where the curb-to-curb

carriageway width is 12 m or wider, a

continuous median surmountable by

pedestrians (maximum 150 mm) is advised

In order or the median to unction as a sae

pedestrian reuge, a minimum width o 1 mshould be provided. A cycle reuge should be

2 m wide

Guardrails and high curbs are discouraged

because they hinder pedestrian and cycle

movements. They should be provided only

on carriageways with a curb-to-curb width

o 18 m or larger, with a break or pedestrian

crossing every 50 m

Adjacent to BRT lanes, longer stretches o

guardrail can be provided, with breaks only at

ormal crossings (150200 m)

1 In special cases such as expressways that areuninterrupted or kilometers, medians should becompletely unsurmountable rather than simplydifcult to mount. However, creating expressways inurban environments is strongly discouraged.

What good medians achieve

A good median reduces conict between opposite

directions o trafc and acts as pedestrian reuge

but has requent enough breaks to discourage

motor vehicle users rom driving in the wrong

direction.

Signifcance o medians

Medians can help streamline trafc and ensure

saety on higher-speed streets where there is a

risk o collisions involving right-turning trafc.

In addition, they prevent speeding drivers rom

crossing into the opposing trafc lane.

Medians improve saety or pedestrians by

unctioning as reuge islands, which allow

pedestrians to cross one direction o travel at a

time. It is much easier to fnd an adequate gap in

hal the trafc ow rather than all o it.

Central medians can accommodate other

elements such as landscaping, pedestrian and

cycling boulevards, and parking.

Challenges to better medians

Medians that extend too ar without any

opportunities to cross, turn right, or make a

U-turn make the other side inaccessible and

unnecessarily increase the total distance traveled.

They encourage vehicle movement on the wrong

side, thereby compromising saety. Hence, the

provision o breaks in a median at appropriate

intervals is critical.

Sometimes, guardrails or high curbs physically

separate directional vehicle ows to avoid

pedestrian crossing in places other than zebra

Figure 2.27 This median ence is continuous,

orcing pedestrians to c limb over. There is no

sae reuge, so pedestrians oten stand in the

carriageway while waiting or a break in the

trac.

Medians and pedestrian reuges2.7

Figure 2.26 This opening in a median allows pedestrians

to cross without climbing over the ence and waiting

on the carriageway.


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(a) (b) (c)

Figure 2.28 Medians can serve as pedestrian

reuges i suciently wide (1 m or more).

(a) On a collector street, periodic median

segments between ormal crossings unctionas pedestrian reuge islands.

(b) On an artery with higher trac volumes,

a continuous landscaped median is provided.

Periodic hardscaped sections unction as

pedestrian reuges.

(c) Median cycle boulevards reduce conficts

between cycles and motor vehicles and avoid

encroachment by parked vehicles. To make

the median accessible to cyclists starting or

ending their trips, ramps should be provided

in the landscaping buer at regular intervals

(o about 50 m).

(d) The buer between a BRT lane and the

carriageway is widened to 1 m in order to serve

as a pedestrian reuge at ormal crossings.

Inormal crossings are not provided in a BRT

median, and ormal crossings should be

provided at more requent intervals.

(d)

2.7 Medians and pedestrian reuges


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What good landscaping achieves

Landscaping improves the livability o streets.

It plays a unctional role in providing shade to

pedestrians, cyclists, vendors, public transport

passengers, and other street users. It also

enhances the aesthetic qualities o streets.

Signifcance o landscaping

Eective greening with street trees reduces

the street temperature, making it comortable

or people to walk, cycle, or gather or social

activities, even during summer aternoons. This

is especially important in places with a humid

climate or harsh daytime sun. On a larger scale,

plants keep a city cool by reducing the urban heat

island eect.

Trees also capture dust and remove glare. During

storms, they reduce wind velocity. Additionally,

trees can help reduce vehicle speeds by reducing

the actual or the perceived width o a street.

Landscaping can beautiy a street, providing an

umbrella canopy and adding colors, ragrances,

and textures. The potentially varied character

o ora along a street can make it a more

memorable space. A well-designed landscape

promotes a sense o ownership among nearby

residents or shop owners such that they

contribute towards its upkeep. Finally, landscaping

can incorporate ruit-bearing and medicinal or

religious trees and shrubs.

Challenges to better landscaping

Good landscaping in cities with hot climates

employs trees extensively to create shaded street

environments. Unortunately, greening o streets

is oten seen only as a beautifcation exercise,

avoring low shrubs and owers, which serve an

aesthetic unction but do little else to improve

comort or pedestrians and cyclists.

Trees are oten avoided out o ear that drivers

will run into them, or that they may disturb the

carriageway, storm water pipes, and other util ities.


Landscaping should satisy the ollowing:

Appropriate distance between trees to provide

continuous shade, depending on the individual

trees canopy size and shape. In dry climates

where trees do not grow very ast, closer

spacing is necessary

Tree pits locations should be coordinated with

the position o street lights

Medium-height vegetation should be trimmed

directly adjacent to ormal crossings to

improve the visibility o pedestrians and

cyclists

Trees with high branching structures are

preerable

Tree pits should have dimensions o at least

1.5 m by 1.5 m to accommodate roots at ull

maturity. On narrow sidewalks, the samesurace area can be achieved with 1 m by

2.25 m tree pits. Hume pipes can lower the

level at which roots spread out, thereby

reducing damage to road suraces and

underground utilities

Figure 2.29 Landscaping, especially tree cover, can

make the streetscape more beautiul and can improve

comort or pedestrians and cyclists.

Figure 2.30 Tree lines should be arranged so that shade

alls on ootpaths and cycle tracks. Landscaping buers

can enhance the psychological separation between the

main carriageway and the cycle track or ootpath.

Landscaping2.8

L d i


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(a) (b) (c)

Figure 2.31 Landscaping

treatments

(a) Every ootpath should

have a continuous treeline. Landscaping may

extend into bulb-outs

in the parking lane but

a single tree line should

be maintained in order

to improve compatibility

with underground utility

lines. A continuous tree

line is preerable to trees

placed in the parking lane.

(b) Landscaping can

enhance the character

o market areas andcommercial streets. The

design o the public right-

o-way can be coordinated

with that o adjoining

properties, creating large

public spaces.

(c) A median pedestrian

and cycle boulevard can

incorporate our separate

tree lines. The two

exterior tree lines become

landscaped buers

between the carriagewayand cycle track, while the

interior tree lines are great

places or integrating

other elements such as

street urniture, amenities,

and vending places.

2. Landscaping


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2.9 Street urniture and amenities

Figure 2.32 Even inexpensive street urniture can

acilitate a wide range o activities.

Figure 2.33 Street urniture should be positioned

so that it does not obstruct pedestrian and

cyclist movements. This garbage can makes it

impossible to continue walking on the ootpath.

I such obstacles are requent, pedestrians will

not use ootpaths at all.

What good street urniture achieves

Street urniture provides people places to si t, rest,

and interact with each other. Street urniture also

includes services-related inrastructure, such as

trash cans, street vending, and signage.

Signifcance o street urniture

Street urniture can help make a street an

attractive place to spend time. When positioned

on narrow shared streets, benches, tables, street

vending spaces, and other urniture can also

unction as trafc calming elements.

Vending stands, tables, roos, and water taps

can support the ormalization o street vending

(see Section 2.10) and promote better sanitary

conditions.

Finally, other street urniture, such as way-fnding

signs and bus stops, provides inormation.

Challenges to better street urniture

Poorly located street urniture occupies space

rather than serving a useul purpose. Furniture

and signposts placed in the middle o a ootpath

can reduce or eliminate the clear space available

or walking.

Maintenance o street urniture elements is oteninadequate. For example, broken benches are not

repaired promptly or garbage bins overow with

rubbish because they are not emptied regularly.

The installation o street urniture should be

accompanied by a maintenance plan involving

local partners.


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.

Most street urniture, especially benches and

tables, should be placed where it receives shade.

Otherwise, it will become too hot to be used

during the daytime and, in that case, is more

likely to be vandalized.

Furniture should be located where it does not

obstruct through movement. Bulbouts in parking

lanes and street vending islands in shared streets

are great places to install urniture. Similarly,a landscaping strip can be broken with street

urniture on hardscaped spaces.

On streets with large numbers o pedestrians and

commercial activityespecially eateriestrash

bins should be provided at regular intervals

(possibly every 20 m). On streets with lower

pedestrian densities, trash bins can be provided

according to adjacent land uses or street activity.


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2.10 Spaces or street vending

Figure 2.36 Inormal activities enliven public spaces

while providing a source o livelihood or vendors and

inexpensive goods or customers.

Figure 2.37 Vendors may be more willing to participate

in the upkeep o the spaces they use i municipal

authorities provide ormalized areas or street vending.

What street vending achieves

Well-planned spaces or street vending provide

citizens with secure and dignifed areas or the

trade o goods and services.

Signifcance o street vending

Street vending oers convenient access to

economical goods and services or a wide range

o income groups, especially the poor. In India,

street vendors constitute 2.5 percent o the urban

population.1 Assuming a household size o fve

and multiple income sources, over 10 percent o

urban households likely depend on street vending.

Hence, it is important to provide improved and

ormal street vending areas, especially on

major streets and near public transport nodes.

Well located street vending reduces trip lengths

by allowing people to shop on the way to other

destinations. Spaces may be rented out to and

managed by cooperatives. Formalizing street

vending may be seen as a means o poverty

alleviationrom point o view both o the vendor

and o clients unable to aord more expensive

goods and services in ormal establishments.

Well-planned vending zones can make urban

space more vibrant, promote social supervision,

and improve public saety.

Challenges to better spaces or street vending

Existing street design ails to address street

vending. Very ew streets in India in have spaces

designated or vending. As a result, vendors

1 Sharit Bhowmik, Street Vendors in Asia: A Review,Economic and Political Weekly (May 28June 4, 2005).

end up using spaces intended or others such

as ootpaths or the carriageway. Where space is

limited, conicts among users lead to skepticism

that vending is a legitimate activity in public

streets. A common perception is that street

vending makes a city look antiquated, dirty, and

impoverished. Too oten, street vendors play a

cat-and-mouse game with the administration

and police, which is costly and inefcient or both

sides.

In reality, there is usually sufcient space or

the ormal and inormal to coexistas shown

in the street templates. And there are numerous

successul examples o ormalised street vending

around the world.


The ollowing criteria should be ollowed:

Street vendors should be accommodated

where there is demand or their goods and

servicesnear major intersections, public

transport stops, parks, and so on

Supporting inrastructure, such as

cooperatively managed water taps, electricity

points, trash bins, and public toilets, should be

provided

Vending areas should be positioned so asto ensure the continuity o cycle tracks and

ootpaths


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Storm water drainage2.13

Figure 2.46 This design lets water all into a catch pit in

the buer and then into pipes under a cycle track. The

level o the drain is below that o the cycle track.

Figure 2.47 The joint between the drain cover

and the surace o a cycle track is substandard

and the placement o the drain in the cycle track

means that cyclists ride through the deepest

water in the cross section.

What good storm water drainage achieves

Adequate and efcient storm water drainage

prevents water logging and erosion.

Signifcance o storm water drainageUnder-investment in storm water drainage

results in major longitudinal storm water ows,

which can erode the street surace. Deteriorated

suraces may cause accidents and thus imply

costs beyond direct maintenance expenses. In

ooded areas, pedestrians and cyclists are orced

to make their way through uncomortable and

potentially dangerous terrain hidden under the

waters surace. Ater the water drains away, the

remaining mud and debris act as a deterrent to

walking and cycling.

Challenges to better storm water drainage

The design o many streets places pedestrians and

cyclists at the lowest point in the cross section,

orcing them to wade through water and mud

during the rainy season.

Drains are oten placed in an ad-hoc manner and

are not leveled with the surrounding road surace.


Drainage acilities should meet the ollowing

criteria:

Catch pits should be located at regular

intervals, depending on their size and the

catchment area, and at the lowest point o the

street cross section

The lowest point in the cross section should

occur on the carriageway. Cycle tracks,

ootpaths, bus stops, and street vending areas

should be at a higher level

Drain suraces should be at grade with the

surrounding street surace unless provided in

landscaped areas

More environmentally benign approaches suchas landscaped swales improve groundwater

recharge, reduce storm water runo, and

improve the overall livability o a street. Swales

range in size rom tree pits and landscaping

strips to large low-lying neighborhood parks.

Swales are most appropriate on wide rights-

o-way with large areas o unused space, but

not in constrained environments where they

take away space rom pedestrians, cyclists, and

street vendors

The number o storm water lines in thecross-section should be minimized to keep

construction and maintenance costs low. For

example, an equal number o catch pits can be

accommodated on two instead o our lines i

they are placed strategically

Gratings should be designed so that they do

not catch cycle wheels


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2.13 Storm water drainage


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Figure 2.49 Storm water drainage inrastructure can be integrated

with medians to reduce construction and maintenance costs.

In this design, the lowest elevation is at the center o the cross

section. Water drains through vertical grates into catch pits

located under pedestrian reuge islands.

This design is cost eective or three reasons:

(i) a single longitudinal pipe, connecting the catch pits under thecenter o the road, is sucient to drain the entire road section; (ii)

manholes and catch pits are integrated, reducing the complexity

o the design; and (iii) the catch pits and manholes, located in the

median, are well protected rom heavy trac and are less likely to

need replacement.

3 g

2.13 Storm water drainage


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Figure 2.50 In some climates, swales can improve

groundwater recharge by holding water on the surace

beore it enters into the storm water drainage system.

Swales also can reduce the irrigation needs o street

landscaping.

The appropriate ll material or a swale depends on

the periodicity o rainall. In locations with steady

precipitation over a long rainy season, a simple soil ll

is adequate, while in climates with inrequent rainall,

a more porous material is necessary i the swale is to

contribute meaningully to groundwater recharge.

g


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2.14 Other underground utilities


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Figure 2.53 Access boxes or underground utilities should not

constrain the space needed or through movement. I it is not

possible to place utility boxes on private easements, the ideallocation is in line with tree pits, to avoid conficts with pedestrian

movements.

I there is no way to avoid placing a utility box in the pedestrian

movement zone, then it is essential to orient the box parallel to the

street. Placing the box perpendicular to the street, where it stands

directly in the way o pedestrians, is unacceptable.

Figure 2.54 The placement o underground utilities should be coordinated with the location o street trees so

that the trees are not disturbed i utilities are dug up or maintenance or replacement. Telecommunications,resh water, and electricity lines generally can be accommodated within a 1.52 m wide area at the edge o the

right-o-way. Sewage and storm water lines are usually placed closer to the center o the cross section.


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Trafc calming elements2.15

Figure 2.55 This let-turn pocket is raised and textured,

helping to reduce car speeds and improving saety or

cyclists who must merge with the let-turning cars i

they wish to continue straight through the intersection.

Figure 2.56 This stone block in an alley shuts out cars

and trucks and slows other vehicles by narrowing the

space through which they can pass.

What good trafc calming achieves

Well-designed trafc calming elements ensure

pedestrian and vehicle saety by reducing at least

the speedand potentially also the volumeo

motor vehicles.

Signifcance o trafc calming

The increased use o private vehicles necessitates

trafc calming to ensure that streets remain

sae or pedestrians and cyclists. Trafc calming

elements are particularly important in places

where large numbers o children are present, such

as schools, parks, and residential areas.

Given the high rates o noncompliance with

painted zebra crossings and even trafc lights, the

most eective way to increase the saety o non-motorised users is to slow down motorised trafc

orcibly through physical measures such as speed

humps, raised speed tables, and bollards.

Challenges to trafc calming

Trafc-calming elements are oten implemented

on smaller residential streets where speeds

are already relatively low. On arterial streets,

trafc calming is rejected on the grounds that it

hinders trafc ow. A more balanced approach is

necessary, especially or arterial streets that alsoaccommodate large volumes o pedestrians.

Some trafc calming elements, such as speed

bumps and speed tables, are easy to implement,

but others, including roundabouts and textured

pavements, are difcult to construct and may

appear expensive. However, trafc calming

can provide major benefts at a nominal

expense compared to the overall cost o road

inrastructure. Roundabouts have the beneft o

improving both saety and trafc ow.


Trafc calming slows down vehicles through

one o the ollowing mechanisms: vertical

displacement, horizontal displacement, real or

perceived narrowing o the carriageway, material/

color changes that signal conict points, or the

complete closure o a street. Trafc calming

can take dierent orms depending on the

context, and is most eective where two or more

mechanisms are combined. Typical orms o

trafc calming include speed humps and raised

pedestrian crossings (see section 2.16), both o

which rely on vertical displacement to reduce

vehicle speeds.

Criteria or selecting appropriate elements are:

No restriction o pedestrian and cycle

connectivity

Trafc and pedestrian volumes

Frequency and types o accidents

Road and carriageway width or intersection

size

Trafc mode to be calmed. For example, astreet might be closed to cars but let open or

cyclists and pedestrians

Severe speed bumps are uncomortable or

cyclists, rickshaws, and animal-driven carts.

2.14 Trafc calming


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Figure 2.57 Trac calming methods

(a) The parking lane alternates between the two sides o this 12 m street,

preventing vehicles rom speeding. The alternating obstacles are known as

chicanes.

(b) In this shared space design, vehicles need to navigate around pedestrian

islands o varying shapes, sizes, and locations wi thin the right-o-way. The

islands provide space or street vending, socialising, and other activities.

(c) In order to improve saety at the ormal pedestrian crossing, the medianhas been widened to 3 m. The narrower carriageway induces vehicle users

to slow down beore they reach the crossing. The crossing itsel, raised to

+150 mm, serves as an additional trac calming element.

(d) Wherever access requirements o private properties permit, service

lanes may be discontinued to create street vending and bus stop zones. (See

also Section 2.10.)

(a) (b) (c) (d)


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2.15 Pedestrian crossings


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Figure 2.60 Formal pedestrian crossings, in which

pedestrians remain at the same level as the ootpath

(+150 mm) and vehicles pass over ramps, are

required on major streets.

Between ormal crossings, hardscaped pedestrian

reuge islands should be provided at intervals o

approximately 50 m.

At both ormal and inormal crossings, bulb-outs into

the parking lane reduce the total crossing distance.


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In this section we provide a collection o

street templates that oer varying degrees

o pedestrian-riendly design; cyclist, public

transport and private motor vehicle mobility;

and on-street parking. Each template contains a

ground plan at a scale o 1:500 and a cross section

at a scale o 1:250. I the templates cross sectionchanges, such as in case o a meandering street

(see template 9A) or a BRT corridor (see template

24F), we provide more than one cross section.

In the ollowing pages we have grouped the

templates under thematic headers based on our

characteristics:

Pedestrian mobility and access

Cyclist mobility

Parking and property access

Private vehicle mobility

The templates are then shown in order o

increasing street width. Templates are provided

or standard street widths: 6, 7.5, 9, 12, 18, 24, 30,

36, and 42 m. Each template can be adjusted or

a slightly wider right-o-way by increasing the

width o any element except the carrriageway and

parking lanes.

Streettemplates

3

3 Street templates


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6b

6a

7.5c

7.5b

9b

9c

Small streets with shared space

Shared space

Mixed trafc

Pedestrianmobility and access

Cyclistmobility

Private vehiclemobility

Parking andproperty access

No service lane

Nocarriageway

Small streets prioritise pedestrians by reducing motor vehicle

speeds. Islands provide space or street vending and socializing

while also serving as trafc calming elements. Parking, islands,

and other elements in alternating locations prevent vehicles

rom speeding. Since speeds remain low, cyclists can saely travel

in mixed trafc.

12a

3 Street templates


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12c7.5a

9a

Footpath

Small streets with ootpaths

Mixed trafc


Cyclistmobility



No service lane

Undividedcarriageway

18c12b

12d

Small streets that handle high motor vehicle volumes or have

large numbers o trucks and buses may unction better with

segregated ootpaths.


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3 Street templates


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Footpath

Divided carriagewayswithout cycle tracks

Mixed trafc


Cyclistmobility



No service lane

Dividedcarriageway

18d 24c

Footpath

Forest streets


Cyclistmobility



Service lane

Median track

Nocarriageway

18e 24e

These templates prioritize pedestrians, creating sae spaces or

children to play and or street vendors to conduct business. They

can serve as key non-motorised transport links in a citys street

network. The service lane allows or property access but is not

meant to unction as a conduit or through trafc.

These templates oer generous space or motor vehicle mobility

but do not have cycle tracks. They may be acceptable i nearby

streets already provide sae cycle acilities.

3 Street templates


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Median cycle tracks reduce the

possibility o encroachment on

the cycle track by parked vehicles.

Proper signal phasing is necessary to

ensure that conicts are mitigated at

junctions. Trees should be planted in

the median to shade the cycle track.

24a

30a

36d

36a

42d

Footpath

Large streets with median cycle tracksPedestrianmobility and access

Cyclistmobility



No service lane

Median track

Dividedcarriageway

36e

42a


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3 Street templates


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Footpath

Large streets with side cycle tracks

Side track


Cyclistmobility



No service lane

Dividedcarriageway

30d

36b

Cycle tracks should be designed to ensure continuity. At

property access points, the cycle track and ootpath stay at the

same level and vehicle access is provided via a ramp in the cycle

track buer. The cycle track passes behind bus stops to prevent

conicts between cyclists and waiting bus passengers. Tree lines

are positioned to shade both the ootpath and cycle track.

30b

24b

24d

3 Street templates


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18

24

30

30e

36g

42

Streets with bus rapid transitPedestrianmobility and access

Cyclistmobility



The BRT sections have variouscombinations o elements.

BRT can be implemented on streets

o any width starting at 18 m. One-way systems can be built on narrower

streets.

BRT requires a wider cross section

at stations. On streets with on-street

parking, the extra 4 m can be gained

by temporarily discontinuing the

parking lane. The ootpath should

not be narrowed. Raised speed tables

should be provided at stations to allow

pedestrians to cross the carriageway

saely.

36

42e


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6a

Shared space

Mixed trafc


Cyclistmobility



No service lane

Nocarriageway



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b


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7.5b

Shared space

Mixed trafc


Cyclistmobility



No service lane

Nocarriageway



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61drat : please do not distributedrat : please do not distribute

7.5c

Shared space

Mixed trafc

No service lane

Nocarriageway



Cyclistmobility




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9


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9a

Footpath

Mixed trafc

No service lane




Cyclistmobility



9b


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9b

Shared space

Mixed trafc


Cyclistmobility



No service lane

Nocarriageway


9c


73/178


9c

Shared space

Mixed trafc

No service lane

Nocarriageway



Cyclistmobility



12a


74/178


12a

Shared space

Mixed trafc

Pedestrianmobilityand access

Cyclistmobility



No service lane

Nocarriageway


12b


75/178


12b

Footpath

Mixed trafc

No service lane




Cyclistmobility



12c


76/178


12c

Footpath

Mixed trafc


Cyclistmobility



No service lane



12d


77/178


12d

Footpath

Mixed trafc

No service lane




Cyclistmobility




78/178


18a


79/178


18a

Footpath

Side track

No service lane


Small streets with cycle tracks


Cyclistmobility



18b


80/178


18b

Footpath

Side track


Cyclistmobility



No service lane


Small streets with cycle tracks

18c


81/178


18c

Footpath

Mixed trafc


Cyclistmobility



No service lane



18d


82/178


18d

Footpath

Mixed trafc

No service lane

Dividedcarriageway

Divided carriageways without cycle tracks


Cyclistmobility



18e


83/178

18e

FootpathPedestrian

mobility and access

Cyclistmobility



Service lane

Median track

Nocarriageway

Forest streets

1g


84/178


18


85/178


18

Footpath

Mixed trafc

Service lane

Nocarriageway


Cyclistmobility



Streets with bus rapid transit


86/178

24a


87/178


24a

Footpath

No service lane

Median track

Dividedcarriageway

Large streets with median cycle tracks


Cyclistmobility



24b


88/178


24b

Footpath

Side track


Cyclistmobility



No service lane

Dividedcarriageway


24c


89/178


24c

Footpath

Mixed trafc

No service lane

Dividedcarriageway

Divided carriageways without cycle tracks


Cyclistmobility



24d


90/178


24d

Footpath

Side track


Cyclistmobility



No service lane

Dividedcarriageway


24e


91/178


24e

Footpath

Service lane

Median track

Nocarriageway

Forest streets


Cyclistmobility



24


92/178


24


93/178


24

Footpath

Mixed trafc

Service lane

Nocarriageway


Cyclistmobility




30a


94/178


30a

FootpathPedestrianmobility and access

Cyclistmobility



No service lane

Median track

Dividedcarriageway

Large streets with median cycle tracks

30b


95/178


30b

Footpath

Side track

No service lane

Dividedcarriageway



Cyclistmobility



30c


96/178


30c

Note This section does not provide dedicated pedestrian space, but

pedestrians can use the service lane provided that trafc calming

measures are employed to reduce motor vehicle speeds.

Shared space

Side track


Cyclistmobility



Service lane

Dividedcarriageway

Large streets with service lanes

30d


97/178

drat : please do not distributedrat : please do not distribute

30d

Footpath

Side track

No service lane

Dividedcarriageway



Cyclistmobility



30e


98/178


30e


99/178


3

Footpath

Mixed trafc

No service lane

Dividedcarriageway


Cyclistmobility




30


100/178


30


101

A guide to street design in urban India : Better Streets, Better Cities 2012

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