Need for Equitable Road Space Benefits of Equitable Design

 Increase in comfort of pedestrians

 Comfortable last mile connectivity from

MRTS Stations – therefore increased
ridership of Buses and Metro.

 Reduced dependency on the car, if shorter

trips can be made comfortably by foot.

 Prioritization of public transport and non-

motorized private modes in street design.

 Reduced car use leading to reduced

congestion and pollution.

 More equity in the provision of comfortable

public spaces and amenities to all sections
Source: Street Design Guidelines © UTTIPEC, DDA 2009 of society.
Guidelines of UTTIPEC for Equitable Road Space
GOALS FOR “INTEGRATED” STREETS FOR DELHI:

GOAL 1:
• MOBILITY AND ACCCESSIBILITY – Maximum number of people should be able to
move fast, safely and conveniently through the city.

GOAL 2:
• SAFETY AND COMFORT – Make streets safe clean and walkable, create climate
sensitive design.

GOAL 3:
• ECOLOGY – Reduce impact on the natural environment; and Reduce pressure on built
infrastructure.
Mobility Goals:
To ensure preferable public transport use:
1. To Retrofit Streets for equal or higher priority for Public Transit and Pedestrians.

2. Provide transit-oriented mixed land use patterns and redensify city within 10 minutes walk of MRTS stops.
3. Provide dedicated lanes for HOVs (high occupancy vehicles) and carpool during peak hours.

Safety, Comfort Goals:

4. Create “eyes on the street” – by removing setbacks and boundary walls and building to the edge of the street
ROW. This would allow people from inside to look out on to the pavement, thus discouraging misbehavior,
shady corners, peeing, etc.)
5. In case enclosure of sites is required, transparent fencing should be used above 300 mm height from ground
level.
6. Require commercial facades to have minimum 30% transparency.
7. Provide adequate Street Lighting for pedestrians and bicycles.
8. Create commercial/ hawking zones at regular intervals (10 minute walk from every home in the city) to
encourage walkability, increase street activity and provide safety. (e.g. Mumbai, Shanghai)
For climatic comfort: Safety, Comfort Goals:
8. Trees are an essential component for all streets – to provide shade to pedestrians and reduce solar gain.

9. High albedo (diffuse reflectivity) materials for paving reduces urban heat island effect.

10. Built to Pavement edge buildings with overhangs and arcades provide excellent protection to pedestrians.

To ensure universal accessibility and amenities for all street users:

11. Provide at-grade crosswalks (and overpasses on highways) at maximum intervals of ~70-250 M, aligning
with location of transit stops, type of street / land use activities and neighbouring building entries and
destinations.

12. Provide Dustbins, post boxes, signage and other public amenities at street corners for high usability.

13. Provide Accessible Public Toilets at every 500 -800 M distance – preferably located close to bus stops for
easy access by pedestrians and public transport users.

14. Follow universal accessibility design standards to make public streets & crosswalks fully navigable by the
physically handicapped.
To reduce urban Heat Island Effect and aid natural storm
water management:
15. Decrease impervious surfaces through permeable paving, tree planting zones, etc. to increase ground water
infiltration & prevent seasonal flooding.

16. Integrate Natural Storm Water filtration and absorption into street design through bio-filtration beds, swales
and detention ponds.

17. Decrease Heat Island Effect (HIE) by increasing greenery, planting trees, using reflective paving, etc.
Street Hierarchy of Delhi with Categorization by Function
National Urban Transport Policy 2006 recommends:

i. Equitable distribution of road space between all road users

ii. Priority to the use of public transport
iii. Priority to non-motorized modes

Masterplan of Delhi 2021 specifies:

i. All roads should be made pedestrian, disabled and bicycle friendly.

ii. Provision of adequate pedestrian facilities.
iii. Provision for introducing cycle tracks, pedestrian and disabled friendly features in arterial and sub-
arterial roads.
iv. In urban extension, cycle tracks should be provided at the sub-arterial and local level roads and
streets.
v. On all roads with ROW greater than 30 m exclusive bus lanes will be planned to implement the Bus
Rapid Transit System (BRTS) in a phased manner to cover the whole city.
Key Aspects of the Guidelines of Urban and Regional Development Plans
Formulation and Implementation (URDPFI)

Sector Key Aspects

Transportation • The streets, roads, mass rapid transit systems, other
planning public transportation systems provide the back bone
Structure for urban and regional development.
Transportation including mobility should therefore be
given a prime importance.
• Transportation planning not only to be efficient, but also
needs to be designed and integrated into other systems
in such a way that it facilitates mobility for all gende
rs, age groups and citizens with disabilities (differently a
bled citizens).
 Design Elements of Street Sketch indicating various
street elements
Figure showing the category of road users

Figure showing different design components of the Road, to be designed for the
different Road Users

Source: Code of Practice Part-1, MoUD, 2012. Source: Urban Street Design Guidelines, Pune
 Guidelines
Goal for Integrated Streets for Delhi Essential Components of Streets

Source: Street Design Guidelines © UTTIPEC, DDA 2009

Guidelines
Master Plan 2021 – Road Hierarchy
 Guidelines
Carriageway

Source: Urban Street Design Guidelines, Pune

 Guidelines
Pedestrian Zone Treatment at
Entry / Exit

Source: Urban Street Design Guidelines, Pune

 Guidelines
Bicycle Track Parking

Source: Urban Street Design

Guidelines, Pune
 Guidelines
Existing and Redesigned Bus Shelters

Source: Safe Access to Mass Transit Stations in Indian Cities, EMBARQ India
 Guidelines
Complete Street Design – Near Intersection

Advantages:
 Minimizes inference when traffic is heavy in the far-
side of the intersection (1)
 Allows passengers to board bus closest to crosswalk
(2)
 Width of intersection is available for the bus to pull
away from curb and re-enter traffic (3)
 Eliminates the potential for double stopping / parking

Disadvantages:
 Increases sight distance problems for crossing
pedestrians

Source: Urban Street Design Guidelines, Pune

 Guidelines
Complete Street Design – Mid Block

Advantages:
 Passenger waiting areas experience less
pedestrian congestion (1)
 Minimizes sight distances problems for vehicles
and pedestrians
 May result in less interference with traffic flow (2)

Disadvantages:
 Requires additional curb space for no-parking
restriction.
 Encourages passengers to cross street at mid
block (jaywalking)

Source: Urban Street Design Guidelines, Pune

 Guidelines
Multi-Functional Zone (MFZ)
 Multi-Functional Zones on a Street
should be a minimum of 1.8 m wide and
may locate multiple functions.

 Provisions of MFZ is most critical

otherwise the uses / components of
streets would encroach upon
pedestrian, NMV or carriageway space.

 Common Utility Ducts and Duct Banks

should not be located under the MFZ as
there may be inference due to trees.

Source: Street Design Guidelines © UTTIPEC, DDA 2009

 Guidelines
Continuous Pavement

Source: Street Design Guidelines © UTTIPEC, DDA 2009

 Guidelines
Two Wheeler - Lane Segregation
Recommendation from the Study

Segregated Lanes in Taiwan and Malaysia (Source: Hsu et.al., 2003)

Study Trap length with grids superimposed on it : Case Study – Kochi, Kerala
Source: SPA Delhi, 2017
 Case Study Location
Road Hierarchy

Source: Street Design Guidelines © UTTIPEC, DDA 2009

Land use of Vikas Marg
 Case Study Location
Modal Share of Delhi Vehicular Composition of Vikas Marg

Source: Street Design Guidelines © UTTIPEC, DDA 2009 Source: SPA, Delhi, 2016.
Vikas Marg: Overview
Traffic Characteristics
TRAFFIC COUNTS AT LAXMI NAGAR FROM 9AM TO 10AM- TOWARDS ITO
PASSENGER CAR
VEHICLE TYPE COUNTS PCU VALUE
EQUIVALENT FACTOR
BUS 53 3 159
TRUCK 7 3 21
MINI BUS 21 3 63
CYCLE RICKSHAW 141 1.5 211.5
CYCLES 56 0.5 28
THREE WHEELERS 526 1 526
CARS 1151 1 1151
TWO WHEELERS 1571 0.5 785.5
LCVs 41 1 41
TOTAL 3567 2986
Traffic Characteristics
TRAFFIC COUNTS AT LAXMI NAGAR FROM 9AM TO 10AM- TOWARDS PREET VIHAR
PASSENGER CAR
VEHICLE TYPE COUNTS PCU VALUE
EQUIVALENT FACTOR
BUS 60 3 180
TRUCK 2 3 6
MINI BUS 16 3 48
CYCLE RICKSHAW 238 1.5 357
CYCLES 56 0.5 28
THREE WHEELERS 503 1 503
CARS 1195 1 1195
TWO WHEELERS 1606 0.5 803
LCVs 47 1 47
TOTAL 3723 2045
 Case Study Location
 Vikas Marg is one of the busiest road stretch located in the National Capital.

 Vikas Marg is located in Zone E – Trans Yamuna Zone comprising of 8797 Ha.

 Average vehicular speed during peak hours at Vikas Marg is 8 to 10 km/hr.

 Road section between Laxmi Nagar Chungi to Karkari Mor (approximately 3 kms) located at Vikas
Marg is considered as the study location.

 This road stretch is occupied with commercial hub on both the sides.

 This street lacks the design guidelines for Public Transport (PT) and the provision for Equitable
Street.