URBAN DESIGN :

U R B A N D E S I G N IS T H E P R O C E S S O F GIVING F O R M , S H A P E , A N D
C H A R E C T E R TD G R O U P O F BUILDINGS, TO W H O L E
NEIBHORHDODS
A N D T H E CITY.
UR BAN DESIGN B L E N D S ARCHITECTURE, LANDSCAPE TO W N P L A N N I N G :-
T H E T O W N P L A N N I N G I S S C I E N C E A N D A R T T O O .T H E S C I E N C E C O N S I S T S IN
A R C H I T E C T U R E , A N D CITY P L A N N I N G T O G E T H E R T D M A K E C O L L E C T I N G , C O R R E L AT I N G A N D
U R B A N P L A N F U N C T I O N A L A N D AT T R AC T I V E . A N A LY S I N G T H E F A C T S A B O U T A T O W N .
T H E A R T L I E S IN A R R A N G I N G T H E C O M P O N E N T S O F A T O W N I N A WAY T H AT T H E
F I N A L R E S U LT I S IN T H E F O R M O F A B E A U T I F U L , C O N V E N I E N T , E C O N O M I C A L A N D
E F F I C I E N T U N I T.

EVOLUTI O N :-
T H E S T U D Y O F A N C I E N T T O W N S , H O W E V E R , H E L P S C O S I D E R A B LY IN S O L V I N G
T H E C O M P L I C AT E D P R O B L E M S
O F T O W N P L A N N I N G E V E N O F T O D AY.

OBJECTIVES : PRINC I P L E S O F TOWN

THE FOUR OB.JECTIVES / IDEALS OF ANY
P L A N N I N G :-
TOWN PLANNING SCHEME ARE -G R E E N BELT
The town s h o u l d not b e designed only to
- BEAUTY
satisfy t h e n e e d s o f t h e f u t u r e g e n e rat i o n s . But
- CONVENIENCE
the proba ble growth and development of the
- ENVIRONMENT -H O U S I N G
town s h o u l d b e suitably c o n c e i v e d b y t h e town
- H E A LT H p l a n n e r a n d it s h o u l d b e s e e n t h a t t h e To w n d o e s
n o t d e v e l o p in a n y h a p h a z a r d f a s h i o n .
-P U B L IC B U IL DIN G S
ORIGIN O F TO W N S :-
T H E O R I G I N O F T O W N S A N D C I T I E S C A N B E B R O A D LY D I V I D E D I N T O T W O C A T E G O R I E S N A M E LY
TOPOGRAPGICAL & FUNCTIONAL. -R E C R E ATIO N C E N T R E S

TO P O G R A P H I C A L F E AT U R E S
CONTRIBUTING TO T H E ORIGIN O F -R O A D S Y S T E M S
TOWNS A R E A S F O L L O W S :-

- CO N D I T I O N S FAV O U R A B L E F O R INDUSTRIAL - THE FUNCTIONAL ASPECTS

UNITS R E S P O N S I B L E F O R T H E ORIGIN O F TO W N S -T R A N S P O R T FACILITIES
ARE AS FOLL0WS :
- H I L LY A R E A S T O A C H I E V E D E F E N C E
- E D U C AT I O N
- P L A I N A R E A S U S E F U L F O R B U S I N E S S ACTIVITIES

- RIVER BANKS,
- H E A LT H R E S O R T S
-ZO N I N G
- POLITICAL
- SEA OR OCEAN FRONTS. - RELIGIOUS

G R O W T H O F T O W N S :-
T H E N AT U R A L G R O W T H O F A TO W N M AY B E IN T H E F O R M O F T H E F O L L O W I N G F O U R T Y P E S -
THE GROWTH OF TOWNS AND CITIES
ACCO R D I N G TD T H E ORIGIN C A N B E DIVIDED - RIBBON DEVELDPMET

IN T W O C A T E G O R I E S . - S AT E L L I T E G R O W T H
- N AT U R A L G R D W T H
- CONCENTRIC GROWTH
- PLANNED GROWTH
- S C AT T E R E D G R O W T H

N AT U R A L GROWTH
M O S T O F T H E T O W N S IN T H E P A S T
RIBBON DEVELOPMENT -
IT H A S B E E N O B S E R V E D T H AT
G R O W N IN N A T U R A L WAY,
BECAUSE OF IMPROVEMENT
D E V E L O P M E N T O F T H E TOWN A S O F R OA D S U R FAC E A N D
GROWTH OF MOTOR
S U C H H A S TA K E N P L A C E W I T H O U T
TRAFFIC,IT IS N AT U R A L
ANY FUTURE PLANNING. T E N D E N CY O F EVERY O N E TO
BUILD AS NEAR AS POSSIBLE
T H E P R OV ISIO NS O F VARIOUS TD THE MAIN R OA D.
ESSENTIAL AMENITIES S U C H A S
• R OA D SYSTEM,
• PA R K S , S AT E L L I T E G R O W T H :-
• P L AY G R O U N D S , W H E N A TOWN R E A C H E S A
• SCHDOLS, C E R TA I N S I Z E , S O M E S O R T O F
• INDUSTRIAL UNITS, S AT E L L I T E G R O W T H I S B O N D E D
• COMMERCIAL CENTRES, T O TA K E P L A C E .
• H O S P I TA L ,
• CINEMAS,ETC.
A R E M A D E I N I R R E G U L A R WAY
WITHOUT A N Y C O N S I D E R AT I O N S F O R
F U T U R E E X P A N S I O N O F T H E T OW N .

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 . PLANNED GROWTH :-
CONCENTRIC SPREAD :- - -A TOWN DEVELOPS IN A PREDETERMINED LINE AS CONCEIVED BY THE TOWN PLANNER
- IT IS THE NATURAL TENDENCY OF - THE OVERALL GROWTH OF THE TOWN IS CONTROLLED BY THE ENFORCEMENT OF SUITABLE RULES
THE PEOPLE TD BE AS NEAR AS POSSIBLE TD THE AND REGULATIONS.
TOWN DR CITY AND AS A RESULT OF THIS
TENDENCY,THE TOWN DEVELOPS IN THE FORM GROWTH ACCORDNG TD DIRECTION ;-
OF CONCENTRIC RINGS WITH NUCLEUS AS - WITH RESPECT TD DIRECTIDN,THE GROWTH OF TOWNS AND CITIES CAN TAKE PLACE IN THE
TOWN. FOLLOWING TWO WAYS
- 1. HORIZONTAL GROWTH
- 2. VERTICAL G RDWTH

1. HORIZONTAL GROWTH :-
IN CASE OF HORIZONTAL GROWTH,THE TOWN
EXPANDS AND DEVELOPS HORIZONTALLY IN ALL
DIRECTIONS.
IT IS CLEAR THAT SUCH A GROWTH WILL BE
POSSIBLE AT PLACES WHERE LAND IS AVAILABLE IN
PLENTY AT NOMINAL COST

SCATTERED SPREAD :--

- IN THIS CASE, THE GROWTH OF A TOWN TAKES
PLACE IN A VERY IRREGULAR WAY
- IT RESULTS INTO TRAFFIC
CONGESTIDN,ENCROACHMENT OF INDUSTRIES
ON RESIDENTIAL AREAS,SLUMS,LACK OF PARKS
2. VERTICAL GROWTH ;--
IN CASE OF VERTICAL GROWTH , THE BUILDING
OF THE TOWN ARE DESIGNED AND DEVELOPED
AS MULTI-STOREYED FLATS.
-IT IS QUITE EVIDENT THAT SUCH A GROWTH WILL
BE POSSIBLE AT PLACES WHERE LAND IS COSTLY.

Urbanization Trends SCOPE OF URBAN DESIGN

The need for Urban Design as a discipline has arisen as
Population trends: The Census 2011 and 2001 give useful indicators for the trends in
urbanization in India. a result of the fundamental cultural, political, social and
Urban economic changes. Other issues include the impact of
The Million Plus population cities have shown a growth of over 48 %
environmental issues and quality of life on the nature of
Chennai, Bengaluru, Hyderabad, Ahmedabad and Pune have attained more than 50 the city and how urban form can best be adapted to our
lakh population.
The total population in Class I cities (1 lakh +) constitutes 70% of the total urban RURAL current and future needs. It has proved difficult to provide
population, a simple, commonly accepted definition of the scope of
while the total population of million plus cities constitute 42.6% of the total urban population.
Urban Design.

URBAN DESIGN ELEMENTS

THERE ARE FIVE ELEMENTS IN URBAN DSIGN
- BUILDINGS.
- PUBLIC SPACES.
- STREETS.
- TRANS PO RT.
- LANDSCAPE.

BUILDINGS:
- RESIDENTIAL BUILDINGS.
- COMMERCIAL BUILDINGS.
- EDUCATIONAL BUILDINGS.
- INSTITUTIONAL BUILDINGS.
- GOVERNMENT BUILDINGS.
- INDUSTRIAL BUILDINGS.

PUBLIC SPACES: STREETS

- GREAT PUBLIC SPACES ARE THE LIVING ROOM OF THE
CITY -THE PLACE WHERE PEOPLE COME TOGETHER TO
-STREETS ARE THE CONNECTIONS BETWEEN SPACESAND PLACES, AS WELL AS
BEING SPACES THEMSELVES. -THEY ARE DEFINED BY THEIR PHYSICAL DIMENSION
EN.JOY THE CITY AND EACH OTHER.
AND CHARACTER AS WELL AS THE SIZE, SCALE, AND CHARACTER OF THE
- PUBLIC SPACES RANGE FROM GRAND CENTRAL PLAZAS
BUILDINGS THAT LINE THEM. -THE PATTERN OF THE STREET NETWORK IS PART OF
AND S4iUARES, TO SMALL, LOCAL NEIGHBORHOOD
WHAT DEFINES A CITY AND WHAT MAKES EACH CITY UNl4iUE
PARKS.

TRANSPORT:
LANDSCAPE : --TRANSPORT SYSTEMS CONNECT THE PARTS OF CITIES AND HELP SHAPE THEM AND
THE LANDSCAPE IS THE GREEN PART OF THE CITY ENABLE MOVEMENT THROUGHOUT THE CITY.
THAT WEAVES - THEY INCLUDE ROAD, RAIL, BICYCLE, AND PEDESTRIAN NETWORKS, AND TOGETHER
-IN THE FORM OF URBAN PARKS, STREET TREES, FORM THE TOTAL MOVEMENT SYSTEM OF A CITY.
PLANTS, FLOWERS, AND WATER IN MANY FORMS. THE - THE BALANCE OF THESE VARIOUS TRANSPORT SYSTEMS IS WHAT HELPS DEFINE THE
LANDSCAPE HELPS DEFINE THE CHARACTER AND QUALITY AND CHARACTER OF CITIES, AND MAKES THEM EITHER FRIENDLY OR HOSTILE
BEAUTY OF A CITY AND CREATES SOFT, TO PEDESTRIANS.
CONTRASTING SPACES AND ELEMENTS. - THE BEST CITIES ARE THE ONES THAT ELEVATE THE EXPERIENCE OF THE
-GREEN SPACES IN CITIES SUCH AS CENTRAL PARK TO - PEDESTRIAN WHILE MINIMIZING THE DOMINANCE OF THE PRIVATE AUTOMOBILE
SMALL INTIMATE POCKET PARKS.

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THEORIES

EBENEZER HOWARD'S GARDEN CITY:

- IN 1 903 "GARDEN CITIES OF TOMORROW." WAS
STARTED.
- AN ALTERNATIVE TD THE OVERCROWDED AND POLLUTED
- INDUSTRIALCITIES OF THE TURN OF THE CENTURY.
BROADCARE CITY
ARCHITECT F.L. WRIGHT.:
-URBAN AND SUB URBAN DEVELOPMENT
CONCEPT.
- PROPOSED BY F.L. WRIGHT
- IT WAS BOTH PLANNING STATEMENT AND
- SOCIAL & POLITICAL SCHEME. -EACH
FAMILYWDULD BE GIVEN 1 ACRE OF LAND
(4000 SQM.) OF PLOT.
- IT WAS EXACT OPPOSITE OF
TRANSIT ORIENTED DEVELOPMENT.
- - "MORE LIGHT, MORE FREEDOM
OF
- MOVEMENT AND A MORE
GENERALSPATIAL
- FREEDOM IN THE IDEAL ESTABLISHMENT
OF WHAT WE CALL CIVILIZATION.

MULTIPLE NUCLEI THEORY SECTOR THEORY

GIVEN BY: C.D HARRIS & EDWARD L.ULLMAN -DEVELOPED BY HOMER HOYT.

- THIS MODEL DESCRIBES THE COMPLETE LAYOUT OF THE CITY

- ONCE CONTRASTS IN LAND USE HAD ARAISEN NEAR THE CENTER OF
- THIS IS A MODEL IN URBAN LAND USE IN WHICH A CITY GROWS FROM
A CITY, THESE DIFFERENCES WERE PERPETUATED AS THE CITY
SEVERAL INDEPENDENT POINTS RATHER THAN FROM ONE
EXPANDED.
- DISTINCTIVE SECTORS OF LAND USE WERE LIKELY TO GROW OUT
- CENTRAL BUSINESS DISTRICT. -EACH POINT ACTS AS A GROWTH
FROM THE CENTER OFTEN FOCUSED ON MAJOR ROUTE WAYS.
CENTER FROM PARTICULAR KINDOF LAND USE SUCH AS INDUSTRY
- IT WAS A WEDGE LIKE EXPANSION WHICH WAS ALSO AN
RETAILS DR HIGH QUALITY HOUSING. AS THESE EXPAND THEY MERGE
IMPROVEMENT PREVIOUS THEORIES.
TD FORM A SINGLE URBAN AREA.

NEIGHBOURHOOD CONCEPTS
CLARENCE PERRY NEIGHBOURHOOD CONCEPT:

- -THIS CONCEPT CRSTALIZED FROM THE PREVAILING SOCIAL

INTELLECTUAL ATTITUES FOR ESIDENTIAL DEVELOPMENT.
- THIS CONCEPT WAS DEVELOPED BY CLARENCE PERRY AND
OBSERVED BY LOUIS MUMJDRD.
- FOLLOWING WERE THE PRINCIPLES OF THE NEIGHBOURHOOD
CONCEPTS:
- CENTER THE SCHOOL SO THAT CHILD CAN WALK THE SCHOOL
EASILY.
- SIZEE OF NEIGHBOURHOOD REDUCE TO 5000 TO 9000 RESIDENT TD
HAVE ONE SCHOOL AMONG THEM
- PLACE ARTERIAL STREETS ALONG PERIMETER TD DEFINE &
DISTNIGUISH PLACE FROM NEIGHBOUR HOOD.
- DESIGN INTERNAL STREETS TD DISTNGUISH BETWEN STREETS USE
CURVILINEAR DESIGN FOR SAFETY & AESTHETICS.
- RESTRICT LOCAL SHOPPING AREA TD PERIMETER.
- DEDICATE 10% OF NEIGHBOURHOOD LAND TD PARKS AND OPEN
SPACES.

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EKISTICS ALESNA :-
• THE TERM EKISTICS WAS COINED BY GREEK ARCHITECT KEVIN LYNCH THE CITY IMAGE AND ITS ELEMENTS
• IT IS THE SCIENCE OF HUMAN SETTLEMENTS
• INCLUDES REGIONAL, CITY, COMMUNITY PLANNING AND DWELLING
1. PATHS
DESIGN. THIS SCIENCE, TERMED EKISTICS, WILLTAKE INT□ CONSIDERATION 2. EDGES
• IT PERSPECTIVES IN TERMS OF SIZE AND QUALITY,
3. DISTRICTS
4. NODES.
5. LANDMARKS

1. PATHS.:
-PATHS ARE THE CHANNELS ALONG WHICH THE OBSERVER CUSTOMARILY,
OCCASIONALLY OR POTENTIALLY MOVES.
-THEY MAY BE STREETS, WALKWAYS, TRANSIT LINES, CANALS, RAILROADS.
-PEOPLE OBSERVE THE CITY WHILE MOVING THROUGH IT, AND ALONG
THESE PATHS THE OTHER ENVIRONMENTAL ELEMENTS ARE ARRANGED
AND RELATED.
-INDUSTRIAL BUILDINGS.

BASIC PRINCIPLES OF EKISTICS:
MAXIMIZATION OF HUMAN POTENTIALS -1N A CERTAIN AREA, MAN
WILL SELECT THE
LOCATION WHICH PERMITS A MAXIMUM OF POTENTIAL CONTACT
• MINIMIZATION OF EFFORTS -A MINIMUM OF EFFORT, TERMS OF
ENERGY, TIME AND COST MAN SELECTS THE MOST CONVENIENT
ROUTES
• OPTIMIZATION OF MAN'S PROTECTIVE SPACE
• OPTIMIZATION OF MAN'S RELATIONSHIP WITH HIS ENVIORMENT
• OPTIMIZATION OF FOUR PREVIOUS PRENCIPLES
2 . EDGES.
EDGES ARE THE LINEAR ELEMENTS NOT USED OR CONSIDERED AS
PATHS BY THE OBSERVER.
- THEY ARE THE BOUNDARIES BETWEEN TWO PHASES, LINEAR BREAKS IN
CONTINUITY: SHORES, RAILROAD CUTS, EDGES OF DEVELOPMENT, WALLS.
- THESE EDGE ELEMENTS, ALTHOUGH PROBABLY NOT AS DOMINANT AS
PATHS, ARE FOR MANY PEOPLE IMPORTANT ORGANIZING FEATURES,
PARTICULARLY IN THE ROLE OF HOLDING TOGETHER GENERALIZED AREAS,
3. DISTRICTS:
- DISTRICTS ARE THE MEDIUM-TO-IARGESECTIONS OF THE CITY,
CONCEIVED OF ASHAVING TWO-DIMENSIONAL EXTENT, WHICH
THEII II OBSERVER MENTALLY ENTERS INSIDE OF, ANDWHICH ARE
RECOGNIZABLE AS HAVING SOMECOMMON, IDENTIFYING
CHARACTER.
- MOST PEOPLE STRUCTURE THEIR CITY TO SOMEEXTENT IN THIS
WAY, WITH INDIVIDUALDIFFERENCES AS TO WHETHER PATHS □R
DISTRICTSARE THE DOMINANT ELEMENTS.
- IT SEEMS TO DEPEND NOT ONLY UPON THEINDIVIDUAL BUT ALSO
UPON THE GIVEN CITY.4. NODES:

4. NODES
- NODES ARE POINTS, THE STRATEGIC SPOTSIN A CITY INTO WHICH
AN OBSERVER CAN ENTER, AND WHICH ARE THE INTENSIVE FOCI TO
CLASSIFICATION PE URBAN AND FROM WHICH HE IS TRAVELING.
- THEY MAY BE PRIMARILY .JUNCTIONS, PLACES OF A BREAK IN
ROADS :- TRANSPORTATION, A CROSSING OR CONVERGENCE OF PATHS,
1. ARTERIAL ROADS MOMENTS OF SHIFT FROM ONE STRUCTURE TO ANOTHER.

2. SUB ARTERIAL ROADS

5. LANDMARKS:
3. LOCAL ROADS -LANDMARKS ARE ANOTHER TYPE OF POINT-REFERENCE, BUT IN THIS
CASE THE OBSERVER DOES NOT ENTER WITHIN.
4. STREETS THEM, THEY ARE EXTERNAL.THEY ARE USUALLY A RATHER SIMPLY
DEFINED PHYSICAL OB.JECT: BUILDING, SIGN, STORE, OR MOUNTAIN
5. PATHWAYS

1 . ARTERIAL ROADS :-1. - THE ROAD

WHICH CONNECTS THE A STATE HIGHWAY DR
NATIONAL HIGHWAY IS TERMED AS AN ARTERIAL
ROAD

2. S LIB ARTERIAL ROADS :-- THE

ROADS ARE ALSO KNOWN AS THE MA.JDR ROADS
.THEY ARE CONTAINED WITH IN CITI LIMITS AND
TYPES OF STREET THEY CONNECT IMPORTANT TOWN CENTRES

SYSTEM : - 3. LOCAL ROADS :-- THESE ROADS ALSO

KNOWN AS THE MINOR ROADS .THEY COLLECT
1. RECTANGUR WITH TRAFFIC FROM VARI D LIS PARTS D F THE TOWN
AND LEAD IT T â–¡ ANOTHER MINOR DR MA.JDR
SUPERIMPOSED DIAGONALS ROAD.

STREET SYSTEM 4. STREETS :-- THE ROADS WHICH SERVES

THE NEEDS
2. RECTANGUR STREET SYSTEM OF AN INTERNAL PORTION OF A LOCAL AREA IS
KNOWN AS STREET. BE SERVED MAY EITHER BY
RESIDENTIAL,C□MMERCIAL, DR INDUSTRIAL
3. CD.NCENTRIC STREET SYSTEM

4. RADIAL STREET SYSTEM

5.PATHWAYS:--THERE ARE ALSO KNOWN AS
THE PEDESTRIAN WAYS AND THEY ARE IN THE
FORM OF ACCESSES LEADING TD INDIVIDUAL
5. TOPOGRAPHICAL STREET SHOPS DR PREMISES. THE VEHICULAR TRAFFIC IS
NOT ALLOWED TD MOVE ON THE PATHWAYS.
SYSTEM

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STANDARDS
Proposed Land use Structure of Urban Centres

Urban Planning Approach

• The location, site and situation significantly contribute to growth and function of a
Settlement

• Guidelines for Study on Location, Site and situation of

Settlement
 Location
Location attributes to be considered in a planning exercise:
 latitude and longitude,
Urban Planning Approach
 population size and
Though urban development increasingly accounts for a large share in the National
 area and
economy, huge gap between the need of infrastructure services and available
 connectivity with other settlements
resource still remains unbridged as a major concern. It adversely effects provision of
 Nodal significance
employment, mobility and lifestyle of large sections of city’s population. Challenges
 Presence of high productive economic activities
like environmental sustainability, changing but stressed lifestyle put pressure on
 Presence of large scale market
mobility and health. In order to reduce pressure on land and response to climate
 Site
change impact, alternative approaches of city planning and building is the need of the
 Site attributes to be studied for planning exercise:
hour.
 Conditions of site:
Urban Planning Approach
 Value and importance of the site
Green City
 Analysis of climate type
Green cities are those where economic growth and development is fostering, that
 Limiting and the favourable factors of site
reduce negative environmental externalities, the impact on natural resources and the
 Situation analysis
pressure on ecosystem services.
 growth in size of the city/town and for the enhancement of its functions
A clean or effective production and
 interrelated aspects
consumption of facilities related to
 Physical configuration
 movement of people and goods,
 Route patterns
 waste management and recycling,
 extent of the territory
 pollution prevention,
 measures to retain the value of site
 treatment,
 energy,
 Hinterland
 abatement,
The endowment of the hinterland is another factor on which growth of an urban
 design,
centre rests. An urban centre, for example, can establish a mutually interacting
 construction,
relationship with its hinterland if the hinterland has a variety and extent of natural
 maintenance,
resources in terms of both agriculture and economic potentials.
 resource extraction,
The development of the regional economy helps the
 agriculture,
growth of small towns, which in the process become the main service centres for their
 natural resource management
hinterlands
 other environmental services,
 Peri‐urban area
are the prime component of a green city.
 Periurban is the zone which is within the planning area limits but outside the limit of the
municipal corporation / authority or metropolitan planning committee or authority.
Key Benefits of Green city
Effective Land Use: Green cities promote effective land use and get rid of urban sprawl by
 Finally, very large cities extend a particularly intensive influence over the areas around them;
encouraging compact mixed‐use developments.
so much so that these can be well defined peri‐urban areas.
Leapfrog Development and Urban Sprawl Habitat Prevention and Restoration: These cities aim to prevent damage to the natural
Leapfrog development refers to the occurrence of urban settlement in places landscape, productivity of agricultural land, biodiversity and natural habitat. Such green spaces
separated from denser areas by open space and land under agricultural production. improve the quality of air and canopy covers reduces noise level.
This development has “jumped” land unavailable for such development because it is
held by the state, by other private owners, or because it is under the control of Efficient Transportation Management: Green city increases opportunities for non‐motorised
traditional authorities. movement, bicycling, pedestrian friendly network, reduction in the number of automobile trips,
promoting public transportation and use of vehicles with alternative fuels.
Urban sprawl refers to urban growth; along transportation routes in linear form with peri‐urban areas and
are neither covered under Municipal laws not under any Effective Use of Resources: Limits the usage of resources by incorporating efficient systems, like:
planning regulations as the location is outside the limits of municipality or even a Water Efficiency: Green city includes “R3” (reduce‐recycle‐reuse) strategies and can save potable
planning authority. water to an extent of 30‐40% including water harvesting.
Urban Planning Approach
Accessibility Energy Efficiency: On‐site power generation using various renewable energy technologies and
• Accessibility is the dominant factor influencing the location, growth and functions of other clean fuels can significantly reduce the load on grid power supply. There can be energy
• urban centres. It is to combine at least three elements: saving to the tune of 20‐30%.
♦ the location of a place within a region
♦ the form of the transport system Waste Management: Waste management in Green Cities are well planned which takes into
♦ accessibility within the area of the activities: access to account waste reduction initiatives by planning and implementation of efficient and effective
 employment opportunities systems for collection, transportation, treatment, recycling and reuse or disposal of municipal solid
 population, waste. Also, Waste‐to‐energy is a key component of green city.
 educational or health facilities, etc.
Green mobility and TOD demand a focus on better accessibility by nonmotorised Other Benefits: Reduced maintenance costs, resource consumption, waste generation along with
mobility and public transport. higher marketability and speedy environmental clearance approvals.

Socio‐Economic Profile Green city Planning Components

City is not alone a characteristic of its physical or locational forms; its population and
its characteristics determine the social processes that set the City culture. Socioeconomic
class‐wise distribution of the population is a key indicator of the social
parameters in a settlement.
Spatial plan is usually influenced by living and work places of different of population classes.
This principle of Urban Strategic Planning33should in consonance with the income
distribution structure of the city region with the urban poor located near public
transport nodes/links and specially providing space for the urban poor in
master/development plans for living, selling and working ‐ at city, zone and local
levels.
Distribution of Land Use
Developed Area Average Densities
For the purpose of these guidelines, the densities mentioned in this section are the
Gross Population Densities defined as person per unit area (in hectares) for
developed area only.
Fixation of density norms should be based on carrying capacity analysis focusing on
parameters ‐
 space per person,
 access to facilities,
 available piped water per capita,
mobility and safety factors.
Site Selection and Planning
Green city initiatives should on publically owned land with minimum site disturbance should be preferred
during Priority should be given to the already developed land in order to achieve green redevelopment.
Urban Planning Approach
Land Use & Transportation Planning guidelines for green cities
1. Urban sprawl is controlled by practicing higher density development
2.
The proximities of basic transportation mode should be in walk‐able distance.
a. Eco‐ friendly transportation services should be preferred which runs on CNG, bio‐fuels, solar
battery etc
b. Requirements:
i. Rail Station Proximity: Locate a city project within 1/2‐mile (800‐meter) walking
distance as far as possible (measured from a station building entrance) of an existing or
planned commuter rail, light rail or subway station.
ii. Bus Stop Proximity: Locate a city project within 1/4‐mile (400‐meter) walking distance
as far as possible (measured from a main building entrance) of 1 or more stops for 2 or
more public, campus, or private bus lines usable by building occupants.
iii. Public Transportation Proximity: Locate the project within ¼‐mile (400‐meter) walking
distance as far as possible from the bus stop. Rideshare options should be promoted which
include passenger ferry terminals, vans and IPT, such as rickshaws, that are authorized by
the local transit authority and that meet the definition of public transportation.
3. About 25‐35 % of total area should be earmarked as recreational and open spaces within the Green
City in addition to environmental sensitive areas, which must be protected.
4. Locate basic amenities within walk‐able distances to reduce dependency on automobiles
a. Basic amenities like ATM, Parking, Convenience shopping, religious facilities, crèche etc.
should be within 600‐800 meters.
b. Amenities such as School, Medical Clinic, Community hall with sports facilities, Restaurant
etc. within 1.6 ‐ 2 km.
5. Provide a non‐industrial mixed land use by including at least 3‐4 developments like Offices,
Hospitals, Retails, Recreational areas, etc.
6. Economic sustainability and resilience are important aspects of green cities. Provide good
connectivity and accessibility by green mobility. Provision of TOD to create economic opportunities
and facilities around multimodal nodes of infrastructure.
7. The need of differently abled / physically challenged / disabled people should also be adequately
addressed.

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SUBJECT : URBAN DESIGN A N U CA P SUBMITTED BY
LITERATURE STUDY ST U D I O A R 4 2 5 B ARCH : 4.2 Y17AP0113
STANDARDS
Infrastructure Resource Management High‐rise development may limit the access of light to the lower storeys and therefore
Green cities are required to be developed as a self‐sustained entity demands slender buildings or appropriate setbacks from the boundary wall.

Addressing water supply: It should be mandatory for a green city to practice the rainwater
harvesting to enhance groundwater table though recharging and reduce municipal water demand.
Efficient energy: Green cities shall majorly emphasize on non‐conventional sources of energy, at least
10% of city’s peak electricity load36. Solar energy, Waste‐to‐energy, Landfill Gas Energy and Wind
energy are some of the alternative sources that can be integrated with the green city development to
reduce the load on grid power.
Planning Approach
2. Water bodies: Since water has a relatively high latent heat of vaporisation, it absorbs a large
amount of heat from the surrounding air for evaporation, which cools the air. The wind pattern
at a site is also influenced by the presence of water body. Therefore, water bodies such as lakes,
ponds or fountains should be provided.
3. Open spaces & Vegetation: Open spaces such as courtyards can be designed, that can act as
heat sinks. Grass cover and shading which gives cooling effect. Plants adsorb radiations and cool
the environment. Planting a deciduous plant (e.g. Mulberry, Champa) on East and West side
provides shade from intense and glazing morning and evening sun in summers, cut off hot
breeze, and also allow solar radiations in winter as they shed the leaves in that period.
4. Semipervious
ground cover: Semi‐pervious paving which allow percolation of water into the
underground water table.
5. Green Buildings: A green building is one, which uses less water, optimises energy efficiency,
conserves natural resources, generates less waste and provides healthier spaces for occupants,
as compared to a conventional building.
6. Solar Passive Design38: Passive solar design refers to the use of the sun’s energy for heating
and cooling of living spaces. In this approach, the building itself or some element of it takes
advantage of natural energy characteristics in materials and air created by exposure to the sun.
The key features lies with solar passive design are:
♦ Orientation of building,
♦ Sunshades,
♦ Window design
♦ Building insulation,
♦ Roof treatment,
♦ Evaporative cooling,
♦ Landscaping,
♦ Surface to volume ratio,
♦ Passive heating,
♦ Earth air tunnel,
♦ Solar chimney,
♦ Wind tower.
7. Green Roof: Green roofs are roofs that have a layer of living plants on top of the standard
structure and waterproofing elements. It helps in reducing Urban Heat Island Effect and also
delays storm‐water runoff. It also reduced energy consumption.
An effective design of green city for its various components can even reduce crime.
Green cities promote features that maximize visibility of people, open spaces in and
around the campuses and building entrances looking over the streets and parking
areas, pedestrian‐friendly sidewalks, which allows natural surveillance.
Redevelopment of brownfield sites
Priority shall be given to redevelopment of contaminated and dense sites, which are
environmentally degraded or demographically saturated. Focus should be on green
redevelopment of such site, which can improve the overall condition of existing sites.
The recommendations of the Expert Advisory Committee (EAC) for high‐rise buildings
are:
􀂃􀂃 The height of the building should be linked with the width of the road on which the proposed
building is to be located;
􀂃􀂃 Also the distance of Fire Station from the building so that in case of emergency, the Fire Tender
may reach in the shortest possible time.
The EAC also recommended that the provisions and the guidelines, as applicable, of
the State Departments and National/State Disaster Management Authority should be
strictly followed
Multifunctional use in time:
A public space or a building can have different functions at different time periods. For
example use of spaces even buildings can be used in shifts in a day allowing different
types of uses in different shifts.
Smart City
A smart city uses information, communication and technology to enhance its
liveability, workability and sustainability. A smart city is build‐up by key basic
functions: Information collection, communicating, and crunching (analysing). The two
basic steps towards Smart city are:
Smart grid concept
A smart grid is a modernized electrical grid that uses analogue or digital information
and communications technology to gather and act on information, such as
information about the behaviours of suppliers and consumers, in an automated
fashion to improve the efficiency, reliability, economics, and sustainability of the
production and distribution of electricity. Metering and Smart power generations are
the two basic steps taken in the direction of handling power in cities.
a. Smart meter‐ Smart meters help utilities to better detect and manage outages. Smart meters
coupled with advanced metering infrastructure (AMI) helps to pinpoint problems in the grid,
allowing determination of faults and failures in no time.
b. Smart power generatorSmart
power generation is a concept of matching electricity
production with demand using multiple generators, alternatively to buffer the peak and high
demand for load balancing.
Smart Transportation Concept
The smart transportation refers to the integration of information and communication
technologies with transport infrastructure to improve economic performance, safety,
Urban Planning Approach
Application of Built Environment Data
The built environment data of the city is captured by the different departments to
develop a blue print of the city and its attributes for virtual representation of the
physical city. This data forms the DNA for the smart city. It includes:
 Demographic distribution
 Land uses
 Transportation and other infrastructure framework
 Forests and parks
 General urban plan
 Space and organization plan: This data when linked with the Information communication and
technology develops the digital DNA, which forms the basis for the Smart city. The software and
service layers for the built environment data can contain the following layers44:
 Data layer: that presents all the information, which is required, produced and collected in the
smart city.
 Service layer: This incorporates all the particular e‐services being offered by the smart city.
 Infrastructure layer: that contains network, information systems and other facilities, which
contribute to e‐Service deployment.
 User layer: that concerns all e‐service end‐users and the stakeholders of a smart city for
dialoguing and in decision‐making

City Typology
Situation of the city: Situation of the city is the prime factor to be considered while
planning.
Cities, besides multi‐functional, can be also defined on the basis of the prime economic activity and/or
evolution of the city. Such cities with typical location, situation and functions need focused approach
while planning, to address the associated issues. Some of such kinds are:
• Hill cities,
• Inner cities/ walled cities,
• Industrial cities,
• Religious cities,
• Tourism cities,
• Heritage cities,
• Port cities,
• Medi‐cities (townships),
• Sports cities (townships)
Site and situation specific solutions: These cities, owning to its nature of
development and population, and either permanent, new settlers or floating
population, have specific functions and therefore have associated issues. Some of the
Intensive Use of land generic ones are:
The intensive land use offers cities the possibility of • Lack of alternative economic activities,
(re)development of urban areas • Stagnation of city growth,
for a number of functions that, in combination, can • Strict segregation of classes by profession and income,
offer residents, workers and • High crime rate,
visitors high quality services. • Lack of public spaces,
• Lack of recreational activities,
• Lack of educational facilities for low income class/ poor, Significant ratio of bachelor population,
• Lack of gender specific health facilities and other facilities,
combination also helps to utilize the full
potential of an urban site, leaving sufficient • Investment oriented land/property ownership,
• Others: pressure on public utilities, lack of social guidance in case of exposure to cultural variation
open spaces for a greener surrounding. A
mixed‐use high‐rise development
diversifies the use of space within a single Mix of economic activities such as service industries and social activities should be promoted to
building structure, which in turn saves encourage the avenues for wholesome development.
Therefore to promote sustainability of cities, its situation in terms of its function and
horizontal travelling, and hence additional land
requirement. its social behaviour shall be addressed. Such cases need emphasis on complimentary
requirements of the city, besides its prime economic activity and physical
Mixed layer development provides
infrastructure for holistic development of the city.
(re)development opportunities that ease the
way
Some of the complementary activities are suggested below‐
towards Compact Cities. This concept should
be preferred for abandoned sites within • Promotion of service industries,
• Educational facilities with emphasis on technical institutes
the city instead of building on greenfield sites
on the edge of town. • TOD mix of institutional and administrative land use,
• Social infrastructure, targeting needs of specific strata of population
• Recreational facilities, also theme based facilities
Such planned areas are proposed to have high
• Heritage and religious activities to be promoted for mixing of economic base and population
average density up to 800‐1000 pph, with large
• Earmarked spaces for the urban poor / informal sector residents or their activities45.
open spaces and inter‐block margins. Typically,
this form of vertical integration land use
development has commercial/retail on the
street level with offices and recreational
commercial on the top levels, while the
intermediate levels are for residential, well
developed open spaces, institutional.

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SUBJECT : URBAN DESIGN A N U CA P SUBMITTED BY
LITERATURE STUDY ST U D I O A R 4 2 5 B ARCH : 4.2 Y17AP0113
STANDARDS
•Rear and side setbacks with respect to abutting road width

CARRIAGEWAY WIDTH FOR EACH TYPE OF ROAD:

PASSENGER CAR UNIT (P.C.U) STANDARDS:

RECOMMENDED EQUIVALENT CAR SPACE(ECS) FOR VARIO

OF VEHICLES:

DESIGN SERVICE VOLUME STANDARDS:

MEANSOFACCESSFOROTHER THAN RESIDENTIALPLOTS:

MEANSOFACCESSFORRESIDENTIALPLOTS:

MINIMUM BUILDING DISTANCES FROM ELECTRICAL LINES:

MINIMUMSETBACKS: :
Setbacks can be provided into two ways they
are
HIERARCHY OF INFRASTRUCTURE DEVELOPMENT:
1.Based on plot size

CLASSIFICATIONS OF URBAN ROADS:

2. BASED ON ABUTTING ROAD WIDTHS URBAN ROADS CAN BE PROVIDED INTO 6 TYPES THEY ARE
1.URBAN EXPRESS ROAD
•Front setbacks with respect to abutting road width 2.ARTERIAL ROAD
3.SUB ARTERIAL ROAD
4.DISTRIBUTOR/COLLECTOR ROAD
5.LOCAL STREET
6.ACCESS STREET

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SUBJECT : URBAN DESIGN A N U CA P SUBMITTED BY
LITERATURE STUDY ST U D I O A R 4 2 5 B ARCH : 4.2 Y17AP0113
STANDARDS

URBAN DESIGN CONSIDERATIONS FOR PHYSICALLY CHALENGED PEOPLE:

1.STREET FURNITURE 2. PATHWAYS 3. CURB RAMPS

STREET FURNITURE:
LOCATION:
1.Street furniture should be located so as to allow for the free passage of all people without
creating hazards.
2.Textural changes in the footpath surface help sightless people to identify the location of public
amenities.

RESTING FACILITIES:
1.Level rest areas with seats are helpful for all pedestrians, especially for those with mobility
problems.
2.Resting facilities should be placed outside the main circulation path in public parks, recreational
places, pathway crossings, in front of accessible entrances and exits and wherever necessary.

SCHEMATIC CROSS-SECTION OF ARTERIAL ROAD: PUBLIC TELEPHONE BOOTHS:

1.The minimum unobstructed area in front of the telephone counter should be 1.20 m x 0.85 m,
allowing either a parallel or a frontal approach.
2.The telephone cord length should be at least 0.75m.

WATER FOUNTAINS:
1.Drinking fountain spouts should be located at an approximate height of 0.90 m.
2.Drinking fountains can have two spouts located at different heights, one convenient to
wheelchair users at approximately 0.85 m, and one at approximately 0.95 m for non-disabled
DESIGN CONSIDERATION OF URBAN ROADS:
people.

PATHWAYS:
GUIDE STRIPS:

1.The path of travel should be easy to detect by a sightless person using a long white cane.
Natural guide lines(1)and guide strips are used to help identify travel routes.
2.Where travel routes change direction, there should be a gradual change in the direction of the
guiding strip.
REQUIRED WIDTH OF FOOTPATH AS PER LAND
ADJACENT: USE: TACTILE MARKING:
1.Tactile tiling on the pedestrian route of travel should be placed at the following locations:

(a) On a guide strip where alternative routes exist or at a junction of guide strips.
(b) At a pedestrian crossing.
2.A tactile guiding area, preferably of rubber tiles(2)with minimum dimensions of 0.9m x 0.90 m,

Should be constructed in a guide strip at cross pathways where the route branches off in
several directions.
CURBS:
1.The height of a curb should be between 0.07 m and 0.15m.
2.Stepped curbs should be avoided, as they are hazardous to all pedestrians, especially in
darkness.

CURB RAMPS:
CAPACITY OF FOOTPATH & DESIGN: 1.Curbs should not obstruct the free passage of physically disabled people, mainly wheelchair
users
2.The minimum width of a two-way wheelchair traffic passage is 1.50 m. The preferable width is
1.80 m.

GRATINGS:
1.Gratings can be hazardous to wheelchair users, cane and crutch users, parents with prams and
women with high heels.
2.Guards with a minimum height of 0.15 m should be used to separate pathways from planting
areas, pools and landscape features

CURB RAMPS:
1.To avoid confusing sightless pedestrians, curb ramps should be positioned out of the
usual line of pedestrian flow. The unobstructed width of the pathway should be not less
than 0.90 m
2.They are 3 types of standard ramps

(a) Standard curb ramps: Cut back into the pavement with flared
sides providing transition in three directions.
(b) Returned curb ramps:Providing slope in one direction. This could
be a dangerous measure if the sides are not protected.
(c) Built-up curb ramps:Usually with flared edges.
3.For narrow pavements lowered at a corner, the tactile tiling indicating the location of the
pedestrian crossing could be

constructed.
WIDTH:
1.The minimum width of a curb ramp should be 0.90 m, excluding the sloping sides. The
recommended width is 1.20 m.

SLOP:
1.he maximum slope of a curb ramp should be 1:12.
2.Level transfer is recommended between the curb ramp and the surface of a pathway. A
lip not exceeding 15 mm.

GUIDE STRIPS:
1.A guide strip painted in a contrasting colourshould be constructed to guide sightless
and partially sighted pedestrians to the location of the curb ramp.

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SUBJECT : URBAN DESIGN A N U CA P SUBMITTED BY
LITERATURE STUDY ST U D I O A R 4 2 5 B ARCH : 4.2 Y17AP0113
MACHAVARAM

MACHAVARAM

DIVINE NAGAR /GUNADALA