Study of

neighbourhood
Pandurangapuram
A Urban Design Analysis
Neighbourhoods are seen as autonomous urban units which mainly have a managerial role in
the new developing city. Division of the city into some self-contained units with all the necessary
components makes the urban system sustainable for a sequential development process. Although
two main components of the neighbourhood, namely, the physical entity and the social structure,
are the focus of attention in using the concept of neighbourhood.

Andhra University
department of Architecture.
CONTENT

1 Introduction
1.1 Purpose
1.2 Aims and Objectives
1.3 Approach to the Project
2 Understanding the Site
2.1 Site Location & Role
2.2 Historic Development
2.3 Strategic Policy Background
2.4 Site Ownership and Management
2.5 Site & Context Appraisal
2.6 Existing Vehicular and Pedestrian
Movement
3 Consultation Process
3.1 Previous Consultation
3.2 Stakeholder Workshop
3.3 Summary of Feedback
4 Strategy & Vision
4.1 Vision
4.2 Objectives
5 Life
5.1 Highways Circulation Review
5.2 Intensification and
Diversification of Uses
5.3 Maximise street life and encourage
community involvement
6 Spaces
6.1 Public Realm Enhancements
6.2 Pedestrian and cycle link
improvements to the Quay
6.3 Project Areas
6.4 Improve Legibility and Wayfinding
7 Buildings
7.1 Potential opportunities for building
refurbishment and redevelopment
7.2 Shop frontages and street
level architecture
7.3 Mixed-use development
7.4 Building character and sustainable
forms of development
8 Early Interventions
8.1 Early Highways Interventions
8.2 Low cost and deliverable
interventions
9 Summary of Projects
9.1 Summary of Projects
9.2 High Level Costing
9.3 Phasing

“Our public
10 Next Steps
10.1 Next Steps
10.2 Further Studies
10.3 Exeter City Member Engagement

spaces are as
profound as we
allow them to
be” – Candy
Chang
BACKGROUND
The main aim of this study is to develop a list of principles relevant to
the design of neighborhoods and in particular Pandurangapuram in Vi-
sakhapatnam. The study embodies two main phases, a literature review
and a survey. During the literature review various dimensions of a neigh-
borhood center are explored among both ‘prescriptive’ and ‘explana-
tory’ theories in architecture and urban design. Attempts are made to
extract the essence and concepts of individual projects among the pre-
scriptive resources, while the investigations of explanatory resources are
focused on finding concepts and ideas which are applicable to design.
The characteristics of neighbourhood centers are then classified into three
categories called functional, perceptual and operational.

These categories embody different sections which are separately studied

among the literature and design principles are derived out of the writ-
ings and presented at the end of each section. Finally, a provisional list of
principles is developed as the result of the literature review.

Face-to-face interviews with the residents of the neighbourhoods, togeth-

er with the observation of cases, comprise the research instruments. The
interviews are based on qualitative open-ended questions in order to
find out the characteristics of the centres which the residents mostly ap-
preciated or disliked. A checklist is formulated to explore design factors
out of the survey responses. The design principles resulting from the sur-
vey are then compared with the initial list.

Aims and Objectives :

A number of key aims and objectives were set by Design faculty and stu-
dents together. These can be summarized as;
1) To identify in a prominent location in the city of Visakhapatnam and
document the neighborhood, identify the Urban Design pattern and its
features of neighborhood.
2) To have particular regard to a key link and other supporting links
crossing between City and the location. Mapping all the identified cate-
gories preparing a proper documentation.
3) To identify the problems and understanding the need of amenity in
the urban context.
4) To ensure the Urban Design proposals reflect ambitious but deliver-
able projects with an incremental approach to improvements identified
therein and mark them.
5) The document has regard to the context and framework for the key
priorities and improvements identified from public consultation and for
future developments.
Pandurangapuram Area of foucs

6) To consult with local stakeholders and relevant Executive Members at

the stages of formulating the problems and then providing them with the
prioritized design solutions.

page 4
Image © 2021 Maxar Technologies
page 5
 UNDERSTANDING OF SITE

Aerial Pandurangapuram
LOCATION: Ground 751 Ward no. 18, Waltair Ward, RK Beach, Road, Pandurangapuram, Visakhapat-
nam, Andhra Pradesh 530003, India.

Pandurangapuram is a neighbourhood situated on the coastal part of Visakhapatnam City, India. The
area, which falls under the local administrative limits of Greater Visakhapatnam Municipal Corporation.
This area is one of the more affluent residential areas in city.

PANDURANAGAPURAM

ANDHRA PRADESH

INDIA VISAKHAPTNAM

The City of Visakhapatnam, commonly known as Vizag, is Andhra Pradesh’s largest city, both in terms of
population and economy. Located on the southeastern part of India, it is one of the largest municipal corpora-
tions with a population of around 1.7 million, spreading across 515 square kilometers (km2) of land area.
 This hilly coastal city is connected by different transport modes: east coast railway, national highway, airport
and sea port. Visakhapatnam Port is one of the largest ports in the country and has the only natural harbor on the
east coast. The geographical advantage coupled with a myriad of infrastructural facilities positioned the city on the
international market as the financial and industrial capital. However, the high population growth is not met with
the supply of efficient public transport system while the better economic situation of the population resulted in
higher automobile ownership. Like in any other cities in India, Visakhapatnam faces an all too familiar problem:
the increasing motorization rate resulted in traffic congestion and air pollution.
This section briefly introduces the present research. First, the purpose and the background of the study are
explained, after which, the structure is set out. This research is about neighbourhoods and neighbourhood centres
and has the aim of identifying principles of design which would assist in improving their quality. The term ‘neigh-
bourhood’ conveys both social and physical meanings. Since modern society has been affected by the social conse-
quences of new technologies, the social dimensions of neighbourhoods may seem to have diminished these days.
Therefore, an additional aim is to explore the current role of neighbourhood centres in peoples’ lives.
The term ‘neighbourhood centre’ throughout this study refers to the most integrated public spaces of resi-
dential districts which accommodate the main public functions and activities of that area. As a crisis of identity is
perceptible in many large cities around the world, neighbourhood centres as the public areas of residential districts
may provide a remedy for certain urban problems.
I. To develop a list of principles to assist in the designing of neighbourhood centres; these principles can also be
used for the improvement or assessment of the existing centres.
II. To explore the role of neighbourhood centres in the lives of residents.
List eight widely accepted principles of sustainable urban form, including density and compactness of form;
land use and mix of land uses; balancing land uses by protection of sensitive uses; preservation of existing built
form; open space availability; land parcel size; size of building; mix of building type, size and age.
For purpose of this study – recognizing the need to be relevant to Indian urban form – four principles were identi-
fied including density, land use, accessibility and transport infrastructure, and layout.
Density is a multi-faceted concept embroiling a number of inter-related dimensions. Very simply put, density
refers to the number of people (living) in a defined area. Density has been an integral component of official urban
planning policy in most developed countries. Unfortunately, post-independence urban planning in India has either
ignored density or deliberately discouraged it.
Socio-economic characteristics of density also have an important role to play in decision making. Land Use
Land use is an equally important tool that determines the nature of urban form. Land use is an important determi-
nant of public transportation and sustainable urban form and plays at city, zonal and neighbourhood scales. Effec-
tive land use planning in India suffers from incongruous regulatory structures at the three levels of government, as
well as from other critiques of Master Plan preparation.
Accessibility and Transport Infrastructure Access and transportation infrastructure are closely associated
with density and land use and layout characteristics; this determines the ease with which spaces and places can be
reached. Accessibility levels are defined on ability of users to reach their destinations (work areas, market places,
recreational places, etc.), as well as extent to which they have the means to access places, services and facilities out-
side their local area. While guidelines exist in India on what should be accessible to residents (for example, access
to primary school, local shopping centre, primary health facility, etc.), there exist no norms on how accessible these
should be. More critically, where such norms are available, lack of oversight mechanisms and external market fac-
tors ensure that the purpose of such norms is defeated (for example, children travelling long distances to access
‘good schools’).
Layout describes the spatial arrangement and configuration of elements at the street scale, such as grid or cul-
de-sac street patterns. The layout of a neighbourhood determines its accessibility and influences pedestrian move-
ment accordingly. More importantly, layout directly affects the social and cultural vibrancy of a neighborhood.
Streets which are well connected to services and facilities and support pedestrian access (taking lighting, paving,
safety, etc. into account) are generally more frequently accessed, leading to greater concentration of multiple uses
on these. This holds true at all three scales – neighborhood, zonal and city-level.
Layouts in Indian cities are largely a legacy of past development, and planning and building regulations. As
indicated earlier, the configuration of the street network, in terms of its urban block sizes, their overall location
within the city, pedestrian and vehicular connectivity, can affect the functioning of a city by, for example, influenc-
ing the location intensity of activities .
 CLIMATE OF SITE
Pandu Ranga Swamy Temple Road,
Avg AnnualTemperature: 27.1 °C
mist
Humidity: 89%
Wind : 1.03 mt/sec towards N
StationName : “Alipur”
Air Quality in Pandu Ranga Swamy Temple Road, Pandurangapuram, Paanduranga Puram
Pollutant Min Max Avg
NH3 NA NA NA
SO2 9 19 13
CO 30 61 41
OZONE 3 11 7
PM10 59 165 97
NO2 32 56 42
Observed at station GVM Corporation, Visakhapatnam - APPCB on 27-07-2021 09:00:00

The difference in precipitation between the driest month and the wettest month is 195 mm | 8 inch. The variation
in annual temperature is around 8.1 °C | 14.7 °F.

The month with the highest relative humidity is September (82.98 %). The month with the lowest relative humidi-
ty is March (69.97 %).

The month with the highest number of rainy days is September (19.13 days). The month with the lowest number
of rainy days is April (1.93 days).

Visakhapatnam are in the middle and the summers are that easy to define.

The best time to visit are January, February, March, August, November, December.
WINDROSE DIAGRAM Pandurangapuram
DEMOG
GRAPHIC
Demographics of Pandu Ranga Swamy Temple Road
. Area1.35 km²
Population (2020)22646
Population Density16716 people per km²
Male Population11419
Female Population11227
Nearest airport & distance Vishakhapatnam international airport, 11 km
Nearest Railway Station & DistanceWaltair, 2.53 km
HOW TO REACH Pandu Ranga Swamy Temple Road, Pandurangapuram,
Visakhapatnam Junction Rail Way Station , Kottapalem Rail Way Station are the very nearby railway station to Pandu Ranga Swamy Temple Road, Pandurangapuram
By Road
Visakhapatnam are the nearby by towns to Visakhapatanam having road connectivity to Visakhapatanam and Pandu Ranga Swamy Temple Road, Pandurangapuram
By Bus
Visakhapatnam APSRTC Bus Station , Gurudwar Jn(City Bus Stop) APSRTC Bus Station , Nad X Road APSRTC Bus Station are the nearby by Bus Stations to Pandu
Ranga Swamy Temple Road, Pandurangapuram .APSRTC runs Number of busses from major cities to here.
Local Bus
Kailasapuram Bus Station , Kancharapalem Bus Station, Railway Station Bus Station are the nearby by Local Bus Stops to Pandu Ranga Swamy Temple Road, Panduran-
gapuram
Loacl Bus Routes Travel from Pandu Ranga Swamy Temple Road, Pandurangapuram, Paanduranga Puram
12K ( Town Kotharoad - Kothavalasa )
211 ( Railway Station - Vizianagaram )
25J ( Railway Station - Sevanagar )
25R ( Railway Station - Gurajadanagar )
28A/D ( Rk Beach - Denderu )

Govt Health Centers near Pandu Ranga Swamy Temple Road, Pandurangapuram, Paanduranga Puram
1) Kapparada , Govt Hospital , Ramjee Estate , Near GVMC
2) R.P.Peta , Govt Hospital , Gollakancharapalem , Near Kancharapalem Railway track
3) Gnanapuram , Govt Hospital , Post Office Veedhi , GVMCZone -IV Building

Bus Stops in Pandu Ranga Swamy Temple Road,

Kailasapuram Bus Stop

Ganesh Colony; Visakhapatnam; Andhra Pradesh 530008; India

0.5 KM distance
Kailasapuram Bus Stop

Ganesh Colony; Visakhapatnam; Andhra Pradesh 530008; India

0.5 KM distance
Kancharapalem Bus Stop

Sanjeevaiah Colony; Kailasapuram; Visakhapatnam; Andhra Pradesh 530008; India

0.6 KM distance
Kancharapalem Bus Stop

NH16; Sanjeevaiah Colony; Kailasapuram; Visakhapatnam; Andhra Pradesh 530008; India

0.6 KM distance

ATMs in Pandu Ranga Swamy Temple Road, Pandurangapuram, Paanduranga Puram,Visakhapatanam

State Bank ATM

Near Success School; Santhi Nagar; Kailasapuram; Visakhapatnam; Andhra Pradesh 530024; India
1.1 KM distance
State Bank Of India ATM

D.No 35-1-51; Ramamurthy Pantulapeta ; Laxmi Narayana Puram ; Near By State Bank Of India; Santhi Nagar; Kancharapalem; Visakhapatnam; Andhra Pradesh
530008; India
1.1 KM distance
YES BANK ATM - Gollakanchara; Visakhapatnam Branch - Andhra Pradesh (WGOPO793)

Gollakancharapalem; Kancharapalem Main Road; Visakhapatnam; Andhra Pradesh 530008; India

1.1 KM distance
Bank Of India ATM

Bowdra Ring Rd; Urvasi Junction; Gavara Kanchara Palem; Kancharapalem; Visakhapatnam; Andhra Pradesh 530008; India
1.2 KM distance

Hospitals in Pandu Ranga Swamy Temple Road, Pandurangapuram, Paanduranga Puram,Visakhapatanam

Vijjamma Clinic

43-66-88/1; Kotha Vada St; Opposite Sunrise Club; Near State Bank ATM; Kailasapuram; Gavara Kanchara Palem; Kancharapalem; Visakhapatnam; Andhra Pradesh
530024; Kotha Vada St; Opposite Sunrise Club; Near State Bank ATM; Gavara Kanchara Palem; Kanchar
0.8 KM distance
Dr Santosh Balaji PT

Door no.36/20/15; kothareddy kancherapalem; post office line opposite sivalayam temple; Visakhapatnam; Andhra Pradesh 530008; India
0.9 KM distance
LANDU
USE
LAND USE:
Land use analysis studies where and what type of human activities are taking place. Most hu-
man activities, such as employment, recreation, or residence, are linked to land.A land use study is one
way of understanding those activities. Different activities might place different requirements on land and
their impact also vary. Through land use analysis, we can understand the consequences of human activi-
ties and half the change the landscape.
According to Burley, Land use consist of two interrelated phenomena-land cover and land util-
isation. Land cover describe the natural and human alter land surface on which activities takes place.
Land utilisation, on the other hand, describe the action on the land. This clarification is significant since
most land use studies consider both.Naturally, a certain type of land use is normally associated with spe-
cific types of land cover. On the one hand, human activities are limited by the setting and on the other
hand, human activities alter the land cover. This connection is the basis for the designation of land use
types from interpretation of land cover characteristics.
The land use space is broadly categorized into un-built space and built space. Un-built space
consists of roads, footpaths, vacant lands/ unused spaces, where as built-up spaces consists of residential,
commercial, public and semi public spaces, mixed use, recreational space,etc.

Total area of Pandurangapuram is 188535 sq.m

Total built up area is 57042 sq.m
VACANT LAND 60

G+2
0.7%
COMMERCIAL SPECIAL AREA

G+1
0.9% 0.2%
RECREATIONAL 50
1.2%

G
PUBLIC & SEMI-
PUBLIC(1.2%)
MIXED-USE
NO.OF BUILDINGS

40

G+3
2.1% G+4

30
RESIDENTIAL
UN-BUILT SPACE
24%
70%
>G+5

20

10

0
BUILDING HEIGHTS

LAND-USE PIE CHART BUILDING HEIGHTS BAR GRAPH

Residential space occupies 24% of the total area which has three categories i.e., residential apart-
ments, individual houses, and slum area.
Most of the apartments or buildings greater than G+5 are along the sub-arterial roads which con-
nects the arterial road (beach road). These structures has maximum utilisation of private beach view for
residents as well as commercial spaces.
The access to low rise buildings like G, G+1, G+2, G+3 are from collector roads and local roads.
Mixed use building typology has a combination of both residential and commercial spaces like
restaurants, cafes, retail or business, offices, banks, govt spaces, medical/health service. The access to
these spaces are from sub-arterial roads.
Neighbourhood Park which serves as a recreational point for the Pandurangapuram is located along
the sub-arterial road which connects from beach road to Siripuram junction.
The few vacant plots in Pandurangapuram area are not maintained properly which results in gath-
ering of garbage from local residents. These vacant plots are acting as a breeding ground for mosqui-
toes, thereby causing trouble for local residents during evening hours.
Special areas mentioned here are old demolished buildings which are affecting the local neighbors
to feel unsafe due to unoccupancy of the space and is intimidating for the people to walk during eve-
ning hours.
HIERARCHY OF ROADS:
Arterial roads are the primary roads. They convey highest volume of vehicular movement and
has the longest trek. Here, the beach road serve as the arterial road with high vehicular movement.

Arterial road- Beach Road Marginal street

The buildings facing along the arterial road has a marginal access street for the residents which
helps in eliminating the conflict between through and local circulation. This is marginal street has on-
street parking on either side of the roads.
The sub-arterial roads serve same as arterial roads but they have less vehicular movement. The
movement in these roads have confined access to carriageways. Here, the road which connects the
Siripuram junction and beach acts as a sub-arterial road.

The sub-arterial roads provides beach view from every point on the street.
 The collector or distributor roads are the connector ways which circulate the activity from
access lanes to arterial and sub-arterial roads. They have moderate to low vehicular movement.

 Local streets or access roads provide access to the bordering lands or properties. They general-
ly have lower volumes of movement at low speeds.

DEAD END CORNER OF A STREET

TRANSPORT NETWORK AND PEDESTRIAN FLOW:
 The transport network in a area is an important determinant of the daily schedules of its inhabi-
tants which are a framework of routes linking locations, identified as nodes.
 The efficiency of a network represents its ability to support flows while operating conditions meet
performance criteria such as speed, capacity, and safety.
 Usually the nodes create high pedestrian and vehicular flow depending on the location of an area.
 The arterial road (Beach road) has vehicular flow throughout the day, while this road is pedestrian
friendly during early hours i.e.,4am to 7am. During, these three hours there would be several activities
like walking, jogging, cycling, marching, camping etc which builds social interactions.
 The arterial road being the busiest road in Vizag city sometimes restricts the vehicles during occa-
sions like Navy day, Vizag Uthsav, festivals etc, due to the increase of on-street parking on either side of
arterial road which disturbs the vehicular flow.
 While restricting the arterial road, the sub-arterial roads has disturbances in vehicular flow as people
tend to park their vehicles on-streets and walk on-streets to access to beach road.
 The sub-arterial road connecting the beach road and Siripuram junction has medium flow of traffic
on regular days and high flow of traffic on weekends or occasions.
 The Pandurangapuram temple lacks parking facility which builds parking on the street and on the
footpaths as well. The dropp off and pick up of visitors on the street also disturbs the vehicular and pe-
destrian flow.
 On street parking is mostly observed at Beach Road and at the commercial spaces throughout the
Pandurangapuram area.
For example, the maximum pedestrian flow is observed during the evening hours due to the Food
trucks on the streets which creates highly unorganized on-street parking on the roads.
 The non-motorised transport is very less and the infrastructure provided for it is also minimal.
 The density of the people is more concentrated at the nodal points like commercial spaces (gatox,
glutton garage, retail stores like spencers etc.) and is minimal near the residential spaces.

- HIGH DENSITY - HOTSPOTS FOR ON-STREET PARKING

- MEDIUM DENSITY

- LOW DENSITY

TRANSPORT NETWORK OF THE AREA

- RESIDENTIAL

- PUBLIC AND SEMI-PUBLIC - HIGH DENSITY

- COMMERCIAL - LOW DENSITY

- MIXED USE
- 4AM - 7AM
TIME PERIOD

- RECREATIONAL

- VACANT LAND - 4PM - 9PM

- SPECIAL AREA
- 9AM - 4PM
- BEACH

NON-MOTORIZED TRANSPORT AND PEDESTRIAN FLOW

FIGURE GROUND STUDY:
 A figure-ground diagram is a mapping technique used to illustrate the relationship between built
and unbuilt space in cities.
 Land coverage of buildings is visualized as solid mass (figure), while public spaces formed by
streets, parks and plazas are represented as voids (ground).
 In urban planning, this simple yet powerful graphic tool is used to explore built form patterns
and the continuity of open space.
 As a whole, the Pandurangapuram has both coarse-grain development as well as fine-grain de-
velopment.
 Pandurangapuram has a built and un-built space ratio as 7:3 respectively.
 Fine-grain development is observed along few parts of the drain canal where lower income
group residents have occupied i.e., bustee or slum area.

PLOT ACCESS:
 The houses facing along the arterial road has a marginal access street for the residents. This helps
in eliminating the conflict between through and local circulation.
 The houses having access from sub-arterial road creates a conflict points during peak hours due
to the continuation vehicular movement and on-street parking.
 The houses connecting to collector roads and local streets creates inconsiderable conflicts. If the
subdivision is properly designed, there will be a minimum of traffic on the streets providing a maxi-
mum of privacy and safety.
 The sub-arterial road connecting Siripuram junction and beach road is decidedly curved hence,
the monotony resulting from locating houses equidistant from the street line is generally overcome
due to the changing vista of houses built to a curving setback line.
 Most of the collector roads and local streets are straight lacking monotonous street appearance
SERVICE
ES
TRANSPORT NETWORK AND PEDESTRIAN FLOW:
Municipal services or city services refer to basic services that residents of a city expect the city govern-
ment to provide in exchange for the taxes which citizens pay. Basic city services may include sanitation
(both sewer and refuse), water, streets, the public library, schools, food inspection, fire department, po-
lice, ambulance, and other health department issues and transportation. City governments often operate
or contract for additional utilities like electricity, gas and cable television.
The available municipal services for any individual municipality will depend on location, history, ge-
ography, statutes and tradition. Provided services may vary from country to country or even within
a country. Services may be run directly by a department of the municipality or be sub-contracted to a
third party.

Sanitary sewer
A sanitary sewer or foul sewer is an underground pipe or tunnel system for transporting sewage from
houses and commercial buildings (but not stormwater) to a sewage treatment plant or disposal. Sanitary
sewers are a type of gravity sewer and are part of an overall system called a “sewage system” or sewer-
age. Sanitary sewers serving industrial areas also carry industrial wastewater. In municipalities served by
sanitary sewers, separate storm drains may convey surface runoff directly to surface waters. An advan-
tage of sanitary sewer systems is that they avoid combined sewer overflows. Sanitary sewers are typical-
ly much smaller in diameter than combined sewers which also transport urban runoff. Backups of raw
sewage can occur if excessive stormwater inflow or groundwater infiltration occurs due to leaking joints,
defective pipes etc. in aging infrastructure.

Waste
Waste (or wastes) are unwanted or unusable materials. Waste is any substance which is discarded after
primary use, or is worthless, defective and of no use. A by-product by contrast is a joint product of rel-
atively minor economic value. A waste product may become a by-product, joint product or resource
through an invention that raises a waste product’s value above zero.
Examples include municipal solid waste (household trash/refuse), hazardous waste, wastewater (such as
sewage, which contains bodily wastes (feces and urine) and surface runoff), radioactive waste, and oth-
ers.

Street
A street is a public thoroughfare in a built environment. It is a public parcel of land adjoining buildings
in an urban context, on which people may freely assemble, interact, and move about. A street can be as
simple as a level patch of dirt, but is more often paved with a hard, durable surface such as tarmac, con-
crete, cobblestone or brick. Portions may also be smoothed with asphalt, embedded with rails, or other-
wise prepared to accommodate non-pedestrian traffic.
Originally, the word street simply meant a paved road. The word street is still sometimes used informal-
ly as a synonym for road, for example in connection with the ancient Watling Street, but city residents
and urban planners draw a crucial modern distinction: a road’s main function is transportation, while
streets facilitate public interaction.[1] Examples of streets include pedestrian streets, alleys, and city-cen-
tre streets too crowded for road vehicles to pass. Conversely, highways and motorways are types of
roads, but few would refer to them as streets.
Runoff is generated by rainstorms and its occurrence and quantity are dependent on the characteristics
of the rainfall event, i.e., intensity, duration and distribution. There are, in addition, other important
factors which influence the runoff generating process.
LEGEND
COVERED DRAINS
OPEN DRAINS
MAN HOLES 700MM DIA
To calculate the rainwater amount which can be harvested, the mean annual rainfall figure is commonly
used. Mean annual is the statistical average calculated on the basis of measured rainfall over many years.
It has to be understood that there is no guarantee that the calculated amount will be achieved, but there
is a 95% likelihood that this amount can be expected. This near certainty diminishes to a probability if
the rainfall pattern in a given area differs substantially. This is quite common in countries with drought
periods. It can happen that the mean annual cannot be expected. It can certainly happen the other way
round that considerably more rain falls than the mean annual. This makes the calculation of the storage
capacity rather difficult. However, the mean annual is generally accepted as the basis. The size of, stor-
age capacity chosen can be based on the mean annual, but should be greater if funds allow. Some coun-
tries provide maps where the mean annual rainfall is indicated along the line of occurrence.
As an example, let us consider a roof of 120 m² in an area with mean annual rainfall of 450 mm. We
assume that less than 100% of the calculated amount of water will be collected. This is due to unavoid-
able small leakages in the gutter downpipe system, or rainfalls which are too light to produce sufficient
runoff, or a possible overflow of gutters in the case of an extreme downpour. For this reason, we can
generally assume that only 90% of the rainwater can be collected.
For calculation we take the following formula:
mean annual rainfall in mm x area in m² x runoff factor = collected rainwater in litres.
To calculate the rainwater amount which can be harvested, the mean annual rainfall figure is commonly
used. Mean annual is the statistical average calculated on the basis of measured rainfall over many years.
It has to be understood that there is no guarantee that the calculated amount will be achieved, but there
is a 95% likelihood that this amount can be expected. This near certainty diminishes to a probability if
the rainfall pattern in a given area differs substantially. This is quite common in countries with drought
periods. It can happen that the mean annual cannot be expected. It can certainly happen the other way
round that considerably more rain falls than the mean annual. This makes the calculation of the storage
capacity rather difficult. However, the mean annual is generally accepted as the basis. The size of, stor-
age capacity chosen can be based on the mean annual, but should be greater if funds allow. Some coun-
tries provide maps where the mean annual rainfall is indicated along the line of occurrence.
As an example, let us consider a roof of 120 m² in an area with mean annual rainfall of 450 mm. We
assume that less than 100% of the calculated amount of water will be collected. This is due to unavoid-
able small leakages in the gutter downpipe system, or rainfalls which are too light to produce sufficient
runoff, or a possible overflow of gutters in the case of an extreme downpour. For this reason, we can
generally assume that only 90% of the rainwater can be collected.
Runoff coefficient:
In wet weather evaporations and partial infiltration of the collecting surfaces reduce the runoff volume. The run-
off coefficient is a factor dependent on the collection surface, by which the accumulated rainfall is multiplied to
obtain the actual rainfall runoff introduced into the drainage system. Alternatively, the runoff coefficient is the
factor by which, depending on the type of surface, the effective impermeable area is calculated. For example, it is
0.9 for metal or tile roofs and up to 0.3 for green roofs.
Analysis of rainfall in Pandurangapuram:
Rainwater collected:
Runoff factor = 0.9 (max) [considering 10%of the total area as roads which contribute to runoff]
Total area = 1,88,535 m2
Built-up area =57,042 m2
Total open area = 1,88,535 – 57,042
= 1,31,493 m2

Open Area X Rainfall X Runoff Factor = Volume Of Water Seeped Into The Ground
1,31,493 x 1,071 X 0.9
= 12,67,46,102.7 L
Roof Top Area X Rainfall X Runoff Factor = Volume Of Water Collected
57,042 x 1,071 x 0.95
= 5,80,37,382.9 L

Use of water for domestic purpose in urban as per

CPHEEO MOUD GOI new Delhi
1. Drinking purpose 3.0 lit / person / day
2. Kitchen-Cooking 10.0 lit / person / day
3. Bathing 45.0 lit / person / day
4. Flushing / Cleaning 40.0 lit / person / day
5. Washing of cloths 30.0 lit / person / day
6. Other Misc. purpose 07.0 lit / person / day
7. Total Requirement /person/day = 135 Lit
One Family of 05 person need 135x04 = 540 liters/day

Gray water produced = 135 – drinking water – black water

= 135- 3-40
= 92L

Analysis in Gray water in study area of Pandurangapuram:

Population = 3155approx
Gray Water produced per person = 92L

TOTAL GRAY WATER PRODUCED = 290260 L

AROUND 60% OF GRAY WATER CAN BE TREATED/RECYCLED.
i.e., 60/100 X 2,90,260 = 1,74,156 L
Therefore, 1,74,156 litres can be treated and reused.
Recycling-Reuse of water offers great possibilities of saving fresh / drinking water in mass quantity Treat-
ed wastewater can be used for following purposes
1. Irrigation
2. Gardening, Plantation, Floor washing
3. Toilet Flushing
4. Cooling, Construction activities (other than concreting)
5. In air conditioning system
6. As boiler feed water for boilers
7. As process water for industries depending upon required degree of treatment

Classification of Domestic Sewage/wastewater

In order to properly treat wastewater, it is essential to understand the nature of the wastewater. There
are two broad types of wastewaters from the household, which can be characterized as under.
1) Grey water: washing water from bathrooms, laundry, kitchen sink, etc. Without faeces and urine
(kitchen water can be eliminated to reduce the organic load in grey water quality)
2) Black water: water from flush toilets (faeces and urine with flush water)

COMPOSITION OF GREY WATER

1. Greywater from Bathroom
Water used in hand washing and bathing generates around 50-60% of total greywater and it is consid-
ered to be the least contaminated type of greywater. Common chemical contaminants in gray water in-
cludes soap, shampoo, hair dye, toothpaste and cleaning products. It has also some fecal contamination
and the associated bacteria and viruses through body washing.
2. Greywater from Cloth Washing
Cloth washing generates around 25-35% of total greywater. Wastewater generating from the cloth
washing varies in quality from wash water to rinse water to second rinse water. Greywater generated
due to cloth washing can have fecal contamination with the associated pathogens and parasites such as
bacteria.
3. Greywater from Kitchen
Kitchen greywater contributes about 10% of the total greywater volume. It is contaminated with food
particles, oils, fats and other wastes. It readily promotes and supports the growth of microorganisms.
Kitchen greywater also contains chemical pollutants such as detergents and cleaning agents which are al-
kaline in nature and contain various chemicals. Therefore kitchen wastewater may not be well suited for
reuse in all types of greywater systems.

Treatment of Gray water

The recycling of low-load greywater is much easier and cost effective than other types of wastewater.
Simple low-cost treatment technologies can be applied for recycling it.
Physical processes were preferred earlier.
Presently, combination of physical and chemical treatment or physical and biological treatment or com-
bination of physical, chemical and biological treatment processes followed by disinfection unit is pre-
ferred.
WATER HARVESTING /RECHARGING OF RAINWATER & RE-CYCLING OF GRAY WATER SATISFY
50% OF WATER DEMAND IN DOMESTIC USE.
RE-CYCLING IS ONLY POSSIBLE IF BUILDING HAS DUAL PLUMBING SYSTEM.
 D Dumping of waste on roads

U Unwanted plants along the streets

Parking

Street lighting (Solar)

Street lighting (v shaped)

0
G

O Obstruction on footpaths

G0 Restaurants, cafes

G3 Public seating

G1, G4 Parks and public plazas

Vacant land

Park

Temple

D
G3

G3
G3
G3

G3
O
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G3

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D

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D
U

U
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D U
D D
G1, G4 U D

D
D
D

D
G1, G4

G3 G0
LANDSC
CAPE
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 BASTARD TEAK TROPICAL ALMOND ARJUNA TREE MEDLER PORTIA TREE
CODE-T1 CODE-T2 CODE-T3 CODE-T4 CODE-T5
HEIGHT-20-49ft HEIGHT-10-15ft HEIGHT-26-82ft HEIGHT-6m HEIGHT-20-33ft
SHADING-10-25ft SHADING-9-29ft SHADING-20-42ft SHADING-3.5m SHADING-12-28ft

PIPAL TREE JAMUN TREE FICUS TREE COCONUT BAMBOO

CODE-T6 CODE-T7 CODE-T8 CODE-T9 CODE-T10
HEIGHT-Upto 98ft HEIGHT-30-35 ft HEIGHT-8-22 ft HEIGHT-Upto 88 ft HEIGHT-Upto 100 ft
SHADING-9.8-46.2ft SHADING-Upto 80 ft SHADING-1-30 ft SHADING-Upto 9-10 ft SHADING-1-2 ft

FERN TREE NEEM TREE BLACK WALNUT NIGHT JASMINE SINGAPORE GRAVE YARD
CODE-T11 CODE-T12 CODE-T13 CODE-T14 CODE-T15
HEIGHT-32-80 ft HEIGHT-Upto 98 ft HEIGHT-100-120 ft HEIGHT-Upto 33 ft HEIGHT-10-15 ft
SHADING-Upto79.8 ft SHADING-Upto 72 ft SHADING-6-40 ft SHADING-Upto 20 ft SHADING-3.5-8 ft

PUDDING PIPETREE CABBAGE TREE ORCHID TREE AFRICAN TULIP TREE BLUE JACARANDA
CODE-T16 CODE-T17 CODE-T18 CODE-T19 CODE-T47
HEIGHT-52-59 ft HEIGHT-Upto 64 ft HEIGHT-20-40 ft HEIGHT-23-82 ft HEIGHT-40-66 ft
SHADING-9-21 ft SHADING-6-9ft SHADING-14-24ft SHADING-12-20ft SHADING-Upto 60 ft
 TRUMPET TREE SWEET CHERRY TREE THATCH PALM HONEY LOCUST SPANISH CHERRY
CODE-T25 CODE-T26 CODE-T27 CODE-T28 CODE-T29
HEIGHT-6–20 ft HEIGHT-18- 35 ft HEIGHT-15-20ft HEIGHT-70-80ft HEIGHT-49-98ft
SHADING-3–15 ft SHADING-Upto 4.5 ft SHADING-0.25-0.5ft SHADING-2-3ft SHADING-90-130ft

BIRD OF PARADISE BUTTON MANGROVE WHITE MULBERRY THREE-LEAVED MAPLE INDIAN LAUREL
CODE-T30 CODE-T31 CODE-T34 CODE-T35 CODE-T36
HEIGHT-3-20ft HEIGHT-Upto 60ft HEIGHT-40-60 ft HEIGHT-Upto 30 ft HEIGHT-9-50 ft
SHADING-Upto 15ft SHADING-3.2ft SHADING- Upto 18 ft SHADING-Upto 18ft SHADING-3.2-45.4 ft

SACRED FIG CHRISTMAS TREE MANGO TREE POKE WEED PALM TREE
CODE-T37 CODE-T38 CODE-T39 CODE-T40 CODE-T41
HEIGHT-Upto 98 ft HEIGHT-6-12 ft HEIGHT- Upto 100 ft HEIGHT- 4-10 ft HEIGHT-65-98 ft
SHADING-9.8-68ft SHADING-Upto 8 ft SHADING-Upto 35 ft SHADING-2-7 ft SHADING-6.5-10 ft

JAVA PLUM CORN PLANT MONKEY APPLE WALNUT BLACK BOARD TREE
CODE-T42 CODE-T43 CODE-T44 CODE-T45 CODE-T46
HEIGHT-30-35 ft HEIGHT-Upto 8 ft HEIGHT-8-10 ft HEIGHT-45-98.8ft HEIGHT-164-196 ft
SHADING-Upto 80 ft SHADING-Upto 2 ft SHADING-2.8-7.5 ft SHADING-Upto 72ft SHADING-15-32.8 ft
MAIDENHAIR TREE GULMOHAR TREE SWEETCHESTNUT TREE PRINCESS PALM TREE ARECA PALM
CODE-T48 CODE-T49 CODE-T50 CODE-T51 CODE-T52
HEIGHT- 4-82ft HEIGHT-18-40ft HEIGHT-65-115ft HEIGHT-20-30 ft HEIGHT-10-30ft
SHADING-50-83ft SHADING-12-18ft SHADING-20-42ft SHADING-10-15 ft SHADING-8-15ft

GARCINIA
HOPEA ODARATA OLEANDER TREE CNIDOSCOLUS ELEPHANT CASAVA
SCHOMBURGKIANA
CODE-T53 CODE-T54 CODE-T55 CODE-T57
CODE-T56
HEIGHT- 98-116ft HEIGHT-3-20 ft HEIGHT-Upto20 ft HEIGHT-6-12 IN
HEIGHT-Upto 49 ft
SHADING-9.8-46.2ft SHADING-3- 10 ft SHADING-Upto10 ft SHADING-2-4 IN
SHADING-Upto 9-10 ft

BANANA TREE SONG OF INDIA TREE PISONIA GRANDIS CATALPUS MUNTINGIA CALABURA
CODE-T58 CODE-T59 CODE-T60 CODE-T63 CODE-T64
HEIGHT-8-16ft HEIGHT-18-20 ft HEIGHT-UPTO 66 ft HEIGHT-40-60ft HEIGHT- UPTO 39ft
SHADING-Upto10 ft SHADING-Upto 15ft SHADING-20-40 ft SHADING-20-40ft SHADING-10-18ft

MANGO PLUM PINE NORFOLK ISLAND PINE ELMTREE PAPAYA TREE

CODE-T65 CODE-T66 CODE-T67 CODE-T68 CODE-T69
HEIGHT-UPTO 100ft HEIGHT-20-40 ft HEIGHT-UPTO 200ft HEIGHT- 60-80ft HEIGHT-Upto 24ft
SHADING-10-33ft SHADING-10-30ft SHADING-10-70ft SHADING-26-69ft SHADING-Upto 2ft
 URBAN OPEN SPACES
In land-use planning, urban open space is open-space areas reserved for parks, “green spaces”, and oth-
er open areas. The landscape of urban open spaces can range from playing fields to highly maintained
environments to relatively natural landscapes. Generally considered open to the public, urban open
spaces are sometimes privately owned, such as higher education campuses, neighbourhood/community
parks/gardens, and institutional or corporate grounds. Areas outside city boundaries, such as state and
national parks as well as open space in the countryside, are not considered urban open space.
The terms “urban open space” can describe many types of open areas. One definition holds that, “As
the counterpart of development, urban open space is a natural and cultural resource, synonymous with
neither ‘unused land’ nor ‘park and recreation areas.” Another is “Open space is land and/or water area
with its surface open to the sky, consciously acquired or publicly regulated to serve conservation and
urban shaping function in addition to providing recreational opportunities.” In almost all instances, the
space referred to by the term is, in fact, green space.

BENEFITS
The benefits that urban open space provides to citizens can be broken into four basic forms; recreation,
ecology, aesthetic value, and positive health impacts. Psychological benefits gained by visitors to urban
green spaces increased with their biodiversity, indicating that ‘green’ alone is not sufficient; the quality
of that green is important as well.

Relationship between responsive space for people needs and urban landscape perception

GENERAL OBSERVATIONS
Pandurangapuram area serves a variety of plant and tree species, vacant lots, a park, temples and public
seating spaces. Trees range from small to large and are present in almost every street of the neighbour-
hood providing shade apart from few atrial roads connected to the expressway.
 STREETS – roads are damaged in few streets which makes it difficult for vehicular and pedestrian to
 FOOTPATHS – footpaths have been obstructed with various elements such as informal shops,
transformers, construction materials which makes it highly difficult for the people in the neigh-
bourhood to access them. Most of them tend to walk on road with footpath being provided. Few
streets do not contain footpaths, vehicles are parked and unwanted shrubs grow along the road

 OPEN SPACES – open spaces, vacant lots in the neighbourhood are used for either vehicular
parking or dumping of waste. Few spaces are filled with abandoned houses or under construction
structures. The neighbourhood consists of a park and not many recreational spaces are provided.
Certain roads that serve as the main entrance to the neighbourhood are occupied by street hawk-
ers where crowd density increases at peak hours and parking of vehicles in the open spaces create
issues for the people residing. This makes it difficult for the people to walk in the evenings and
is also not a very pleasant sight to watch at the entrance to a neighbourhood. Stone benches are
provided along the road side in few streets for public seating purpose.
  STREET LIGHTS - Street lights are of two types namely solar and normal v shaped which
are arranged irregularly in few streets. Every street of the neighbourhood is provided with lights
and are working properly. The illumination is satisfactory whereas not bright enough in few local
streets.

PARK

WALKABILITY
Walkability is a measure of how friendly an area is to walking. One proposed definition for walkability
is : “The extent to which the built environment is friendly to the presence of people living, shopping,
visiting, enjoying or spending time in an area”
Pedestrian Circulation- while the pedestrian facilities in the study area are at an average grade point, the
existing pedestrian routes, on the wholes, provide an unsatisfactory level of service.

WALKABILITY SCORE RATINGS

6 areas are selected within ward for calculating walkability score and on the basis of parameters walking
activity is rated.

PARAMETER -1: FOOTPATH SURFACE

DESCRIPTION: Smooth surface without any cracks/bumps for
comfortable walking.

PARAMETER -2: FOOTPATH WIDTH

DESCRIPTION: A measure in meters of the width of the sidewalk available to the pedestrians.
PARAMETER -3: WALKING PATH MODAL CONFLICT
DESCRIPTION: The extent of conflict between pedestrians and
other modes, such as bicycles, motorcycles and cars on the road.

PARAMETER -4: OBSTRUCTION

DESCRIPTION: The presence of permanent and temporary ob-
structions on the pathways. These ultimates affect the width of
the pedestrian pathway and cause inconvenience.

PARAMETER -5: ENCROACHMENT

DESCRIPTION: The informal commercial activities are an inte-
gral part of the sidewalk environment in India. The pedestrians
also need them as they cater to their day-to-day needs, but some-
times the extent of encroachment rises to a level that the side-
walk facility becomes inaccessible /usable by the pedestrians.

PARAMETER-6: CONTINUITY
DESCRIPTION: The continuity of the pedestrian facility is very
important for the pedestrians with disability and of old age.
PARAMETER-7: PEDESTRIAN VOLUME
DESCRIPTION: A count or estimate of the number of
pedestrians
using the side walk. As the number of pedestrians in-
creases on the
sidewalk, increase of crowd density is experienced by
the pedestrians
and the level of service drops down.

PARAMETER-8: SAFETY
DESCRIPTION: The feeling of being safe is the most
important
governing factor. A pedestrian should feel safe during
the day as
well as night while using a sidewalk.

PARAMETER-9: COMFORT/AMENITIES
DESCRIPTION: The availability of pedestrian amenities
such as
Benches, street lights, public toilets, trees, dustbins.
These amenities
greatly enhance the attractiveness & convenience of
the
pedestrian environment & in turn, city itself.

PARAMETER-10: WALK ENVIRONMENT

DESCRIPTION: Walk environment is governed by the
surroundings of
the facility. The walking should be a pleasant experi-
ence. The sidewalk
Should be clean and free of foul smell
PROBLEMS FACED BY PEDESTRIANS
SOLUTIONS/CONCLUSIONS
The following elements are effective in creating a better urban landscape
 STREET LANDSCAPING
1. Landscape and streetscape design should unify the different modules and help establish a distinct
identity.
2. Develop streets and public spaces that are pedestrian and bicycle friendly, environmentally respon-
sible and aesthetically pleasing.
3. All landscape elements should provide for and reinforce the function of each specific space: vehicu-
lar-oriented streets, pedestrian-oriented streets, other pedestrian spaces, areas that frame views and vis-
tas.

 PLANTING
Landscaped areas should be continuous from one lot to another and should use landscape materials that
are compatible with adjacent lots, streets, drainage corridors, and landscape easements.
1. Landscaped areas should be continuous from one lot to another and should use landscape materials
that are compatible with adjacent lots, streets, drainage corridors, and landscape easements.
2. Trees should be generally grouped to mimic naturally occurring forest type groups specific to soil,
aspect, and water requirements, with a variety of types, sizes and species.
3. Rows of trees should appropriately parallel and reinforce street corridors. The use of a variety of
types, sizes and species, however, is encouraged to emphasize different micro-climates, building entranc-
es, roadway intersections, walkway locations, and other functional variations.
4. Shrubs and understory or small flowering trees should be used, along with flower beds, to provide
seasonal colour, visual emphasis and a comfortable scale for human interaction.
 SIDEWALKS AND PAVEMENT
1. Sidewalks should have a minimum width of 6 feet
2. Sidewalks should be brick on a sand base with brick edging.

 FURNISHINGS
1. Amenities such as outdoor seating and plaza areas for meetings and gatherings are encouraged
throughout.
2. Selected furnishings will add character as well as create environments for community interaction.
The degree to which site furnishings vary among building sites and campus spaces should be minimal.

 BENCHES
1. Benches should be located in courtyards and along major pedestrian paths, associated with land-
scaping and shading, and shielded from vehicles.
2. Benches with armrests should be 6 feet in length, solid steel frame, powder coated, finish colour to
be determined.
3. Backless benches with armrests should be positioned at appropriate locations for multi-directional
seating

 TRASH RECEPTACLES
1. Trash containers should be placed unobtrusively throughout the neighbourhood at gathering areas
such as entries, outdoor seating locations, intersections of walkways and parking lots.
2. Receptacles should be setback 3 feet from walkways.
 LIGHTING
1. Lighting is an integral component of the overall landscape design, contributing to safety and securi-
ty, and highlighting important nodes, public spaces and building entries.
2. Recommended light level guidelines and uniformity ratios established by the concerned authorities
should be considered when determining appropriate lighting design solutions.
3. Lighting should minimize glare and light trespass, maximize energy conservation, and maintain dark
skies.
4. Street lighting should have a uniform height and be a maximum 25 feet high above the street.
5. Pedestrian lighting should have a uniform height and be a maximum 15 feet above the walkway.
6. Lighting should be coordinated with tree locations, proposed landscaping, buildings, driveways, on-
street parking, street furnishings, signage, and sub-street structures.

 WALKABILITY
To have better and more effective pedestrian, several guiding principles should be employed in the pro-
cess:
1. LINKAGE: Pedestrian routes should be clear, direct and with signage for easy recognition. They
should be free of barriers to users and take pedestrians directly to where they want go. Mechanized pe-
destrian facilities such as escalators, lifts and travellators could be considered to enhance pedestrian link-
ages and overcome level differences.

2. SAFETY: Pedestrian and vehicular conflict should be minimized. The design should enhance pedes-
trian and personal safety. Footways should be separated from vehicles and pedestrian facilities should
be well-lit. Passenger and operators’ facilities and security and safety installations such as railing, toilets,
seating, public telephones etc.

3. ACCESSIBITY AND COMFORT: Accessible and -properly designed pedestrian facilities as well as ad-
equately wide footpaths with rationalized street furniture, landscaping, good air circulation and where
possible, weather protection measures, should be provided. To enhance passengers to transfer between
modes, an efficient message display and directional signs or public announcement system which helps
channelize passengers to their required destinations should be provided.

4. PEDESTRIAN CONNECTIVITY IN LAND USE PLANNING: pedestrian connectivity should be in-

corporated in the land use planning process; provision of pedestrian spine, landscaped deck, walkway/
subway system and open space; and planning of pedestrian network within large public and private
residential estates as well as major developments.

PEDESTRIANIZATION SOLUTIONS
1. The walkways should be provided at every new & renovated transport facility with a buffer zone
of 1.2 to 1.8m to separate pedestrians from the streets and give them shades from harsh summers.
2. Crosswalks should be marked at every desired location for warning motorists about the pedestrian
right of way.
3. Street lights should be installed of good quality and at desired locations for convenience of pedes-
trians. At night time, the lights should be proper maintained so the motorists can easily recognize their
presence.
4. Signage system should be properly provided as it will aid in ease of wayfinding and make pedes-
trian understand their locations where they are and where they have to go and how? This will increase
convenience in walking and promoting the walkability also.