Ria P. John Safe Public Spaces Navi Mumbai Final Report

RIA P.
JOHN
PLANNING INTERVENTIONS FOR MAKING SAFE

PUBLIC SPACES: A CASE OF NAVI MUMBAI,
MAHARASHTRA
PLANNING INTERVENTIONS FOR MAKING SAFE PUBLIC SPACES: A CASE OF NAVI MUMBAI,
BACHELOR OF PLANNING
Ria P. John
Scholar No. 2018BPLN005
MAHARASHTRA
SCHOOL OF PLANNING AND ARCHITECTURE, BHOPAL

Neelbad Road, Bhauri, Bhopal, Madhya Pradesh - 462030
May 2022 May 2022

PLANNING INTERVENTIONS FOR MAKING SAFE PUBLIC
PLACES: A CASE OF NAVI MUMBAI, MAHARASHTRA
BACHELOR OF PLANNING
By
Ria P. John
Scholar No. 2018BPLN005
Under the guidance of

Dr. Nikhil Ranjan Mandal
SCHOOL OF PLANNING AND ARCHITECTURE, BHOPAL
NEELBAD ROAD, BHAURI, BHOPAL, MADHYA PRADESH - 462030

i
DECLARATION
I, Ria P. John, Scholar number 2018BPLN005, hereby declare that the thesis titled
‘Safe Public Spaces: A case of Navi Mumbai, Maharashtra’, submitted by me in
partial fulfilment for the award of Bachelor of Planning, at School of Planning and
Architecture, Bhopal, India, is a record of bona fide work carried out by me. The
matter/result embodied in this thesis has not been submitted to any other University
or Institute for the award of any degree or diploma.
Signature of the Student
Date: 30-05-2022
CERTIFICATE
This is to certify that the declaration of Ria P. John, Scholar No. 2018BPLN005, is
true to the best of my knowledge and that the student has worked under my
guidance for one semester in preparing this thesis.
RECOMMENDED
_____________________
Signature of Guide
ACCEPTED
_______________________________
Signature of Head of Department (Urban and Regional Planning)
Date: ________________
Place: ________________
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ACKNOWLEDGEMENT
I firstly thank Lord Almighty for blessing me in every walk of life.
I would like to express my sincere gratitude to my mentor and co-coordinator of the

thesis Dr. Nikhil Ranjan Mandal, whose guidance with his expertise and immense
knowledge on the subject from the beginning of the thesis till the end yielded a
fruitful study. I would also like to thank my other thesis co-coordinator Assistant
Professor Ashafaque Alam, whose constructive opinions helped in shaping the
research in a better way.
I thank the faculties of Urban and Regional Planning, who taught me all about
planning and shared their experience and skills, which made a strong foundation
for my thesis research. Their support and encouragement were a great help during
the thesis process.
I am grateful to CIDCO (City and Industrial Development Corporation), especially

Mr. Sunil Pol and Mr. Abhijit Pawar, for facilitating the process and providing crucial
data for the research. Without their help, this thesis would have been impossible.
I also extend my heartfelt gratitude to SafeCity (Red Dot Foundation), for

supporting my thesis work by sharing the needed data from their database. Their
support, noble cause, and social work for the betterment of the society are
inspirational for my study.
I am thankful to my family, who constantly supported and helped me in my work

during the pandemic conditions. I thank my friends and colleagues, especially Akriti
Jaiswal, Arathy S., Ayushi Khare, and Mallika Sarabhai for helping me along the
journey.
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Abstract
Urban safety, also referred to as public safety, security of the public, urban safety
and security, local safety, etc. in different regions of the world, all denote the aspect
of safety of residents against criminal offences and violence through strategic
planning, neighbourhood designing and policy interventions. The safety of
residents of an urban area should be ensured 24/7 in order to achieve a safe,
inclusive and accessible environment for its citizens. Urban areas face more crime
rates due to their rapid growth (UN-Habitat, 2007). Studies on an international
scale have revealed that 60% population of the cities situated in developing
countries have been at least once a victim of crime (UN-Habitat, 2007). A
comparative analysis of safety in different cities of the world conducted in 2021 by
The Economist Intelligence Unit shows the safety score of two metropolitan cities
from India, New Delhi and Mumbai, both of which recorded below average scores.
This shows that urban safety needs to be improved and addressed in Indian cities.
The research aims to make safer public spaces in urban areas through urban
planning strategies. It compares various best practices adopted by different cities
around the globe as well as concepts and theories associated with crime and space
such as CPTED (Crime Prevention Through Environmental Design). The study
attempts to make urban spaces safe and inclusive through the prevention of crime
in unsafe urban areas. The case study area selected is Navi Mumbai, Maharashtra.
Detail study of the case study area includes study of the pattern between land use
and crime incidents in the city, assessment of spatial factors related to unsafe
public spaces in a part of the city, proposals of urban planning strategies to improve
safety in public spaces. Crime hotspot analysis, land use pattern of crime occurrent
areas, detail assessment of physical (infrastructure) and social factors (activities)
are studied and assessed for finding issues in unsafe areas. Lastly, a fear of crime
map has been generated that represents the areas with high fear of crime to the
ones with the least fear of crime.
The study concludes with identifying unsafe areas in the case study area and
suggests proposals in terms of policy recommendations and local interventions.
vi
सार
शहरी सुरक्षा, जिसे सार्विनिक सुरक्षा, ििता की सुरक्षा, स्थािीय सुरक्षा, आदि के रूप में भी िािा
िाता है, िनु िया के वर्भभन्ि क्षेत्रों में , सभी रणिीनतक योििा, पडोस के माध्यम से आपराधिक
अपरािों और दहिंसा के खिलाफ निर्ाभसयों की सुरक्षा के पहलू को िशावते हैं। डििाइि और िीनत
हस्तक्षेप। अपिे िागररकों के भलए एक सरु क्षक्षत, समार्ेशी और सल

ु भ र्ातार्रण प्राप्त करिे के
भलए शहरी क्षेत्र के निर्ाभसयों की सुरक्षा 24/7 सुनिजचित की िािी िादहए। शहरी क्षेत्रों में उिके
तीव्र वर्कास के कारण अधिक अपराि िर का सामिा करिा पडता है (यए

ू ि-हैबिटे ट, 2007)।
अिंतरराष्ट्रीय स्तर पर ककए गए अध्ययिों से पता िला है कक वर्कासशील िे शों में जस्थत शहरों की
60% आिािी कम से कम एक िार अपराि का भशकार रही है (यूएि-हैबिटे ट, 2007)। ि
इकोिॉभमस्ट इिंटेभलिेंस यूनिट द्र्ारा 2021 में िनु िया के वर्भभन्ि शहरों में सुरक्षा का तुलिात्मक
वर्चलेषण भारत, िई दिल्ली और मुिंिई के िो महािगरीय शहरों के सुरक्षा स्कोर को िशावता है ,
जििमें से िोिों औसत स्कोर से िीिे ििव ककए गए हैं। इससे पता िलता है कक भारतीय शहरों में
शहरी सुरक्षा में सुिार और समािाि की िरूरत है।
अिुसिंिाि का उद्िे चय शहरी नियोिि रणिीनतयों के माध्यम से शहरी क्षेत्रों में सुरक्षक्षत सार्विनिक
स्थाि ििािा है। यह िनु िया भर के वर्भभन्ि शहरों द्र्ारा अपिाई गई वर्भभन्ि सर्ोत्तम प्रथाओिं के
साथ-साथ अपराि और अिंतररक्ष से िुडी अर्िारणाओिं और भसद्िािंतों की तुलिा करता है िैसे कक
CPTED (Crime Prevention Through Environmental Design)। अध्ययि असरु क्षक्षत शहरी
क्षेत्रों में अपराि की रोकथाम के माध्यम से शहरी क्षेत्रों को सुरक्षक्षत और समार्ेशी ििािे का प्रयास
करता है। ियनित केस स्टिी क्षेत्र िर्ी मुिंिई, महाराष्ट्र है। केस स्टिी क्षेत्र के वर्स्तत
ृ अध्ययि में
शहर में भूभम उपयोग और अपराि की घटिाओिं के िीि पैटिव का अध्ययि, शहर के एक दहस्से में
असुरक्षक्षत सार्विनिक स्थािों से सिंििंधित स्थानिक कारकों का आकलि, सार्विनिक स्थािों में
vii
सुरक्षा में सुिार के भलए शहरी नियोिि रणिीनतयों के प्रस्तार् शाभमल हैं। असुरक्षक्षत क्षेत्रों में मुद्िों
का पता लगािे के भलए अपराि हॉटस्पॉट वर्चलेषण, अपराि घदटत क्षेत्रों के भूभम उपयोग पैटिव,
भौनतक (िनु ियािी ढािंिे) और सामाजिक कारकों (गनतवर्धियों) के वर्स्तत

ृ मल्
ू यािंकि का अध्ययि
और मूल्यािंकि ककया िाता है।
अध्ययि केस स्टिी क्षेत्र में असुरक्षक्षत क्षेत्रों की पहिाि के साथ समाप्त होता है और िुनियािी ढािंिे
के वर्कास, िीनत भसफाररशों आदि के सिंिभव में प्रस्तार्ों का सुझार् िे ता है।
viii
Contents
DECLARATION ................................................................................................................................... ii
CERTIFICATE...................................................................................................................................... ii
ACKNOWLEDGEMENT ..................................................................................................................... iv
Abstract ........................................................................................................................................... vi
सार .................................................................................................................................................. vii
List of Figures ................................................................................................................................... ix

List of Tables ..................................................................................................................................... x
1. INTRODUCTION ........................................................................................................................ 1
1.1. Urban Safety ..................................................................................................................... 1
1.2. Need of Study ................................................................................................................... 2
1.3. Indian Initiatives ............................................................................................................... 3
1.4. Aim.................................................................................................................................... 3
1.5. Objectives ......................................................................................................................... 3
1.6. Scope and Limitations ...................................................................................................... 4
1.6.1. Limitations ................................................................................................................ 4
1.7. Conclusion ........................................................................................................................ 5
2. LITERATURE REVIEW................................................................................................................. 6
2.1. Introduction ...................................................................................................................... 6
2.2. Fear of Crime .................................................................................................................... 6
2.3. Crime and Space Theories ................................................................................................ 7
2.3.1. Crime Prevention Through Environmental Design (CPTED) ..................................... 7
2.4. Safety Auditing ............................................................................................................... 12
2.5. Safety of Women in Urban Context ............................................................................... 13
2.5.1. Safety in Transportation Environment ................................................................... 15
2.5.2. Evolution of Social Spaces ...................................................................................... 18
2.6. Best Practices.................................................................................................................. 19
2.6.1. Saskatoon, Canada – SafeGrowth Model ............................................................... 19
2.6.2. Seoul, South Korea – Second Generation CPTED Model ........................................ 23
2.6.3. Draft Delhi Master Plan 2041, India ....................................................................... 24
2.6.4. Youth Park, China – Safe Community Model ......................................................... 25
ix
2.6.5. Johannesburg, South Africa – Safer Cities Model .................................................. 27
2.6.6. Ohio, United States of America (USA)- Defensible Space ...................................... 27
2.7. Conclusion ...................................................................................................................... 31
3. STUDY DESIGN........................................................................................................................ 34
3.1. Introduction ................................................................................................................... 34
3.2. Methodology.................................................................................................................. 34
3.3. Data Checklist................................................................................................................. 35
3.4. Conclusion ...................................................................................................................... 37
4. CASE STUDY AREA: NAVI MUMBAI, MAHARASHTRA............................................................. 39
4.1. Introduction ................................................................................................................... 39
4.2. Study Area Profile .......................................................................................................... 39
4.3. Crime Statistics............................................................................................................... 41
4.4. Conclusion ...................................................................................................................... 44
5. DATA ANALYSIS AND FINDINGS ............................................................................................. 45
5.1. Introduction ................................................................................................................... 45
5.2. Data Collection ............................................................................................................... 45
5.3. City-Scale Data Analysis ................................................................................................. 46
5.3.1. Hotspot Analysis..................................................................................................... 46
5.3.2. Study of Gender and Age Distribution of Victims .................................................. 51
5.3.3. Temporal Characteristics of Crime......................................................................... 53
5.4. Node-level Data Analysis ............................................................................................... 54
5.4.1. Land Use Distribution............................................................................................. 54
5.4.2. Hotspot Analysis..................................................................................................... 56
5.5. Study of Spatial Characteristics...................................................................................... 57
5.5.1. Safety analysis in the study area ............................................................................ 58
5.6. Major Findings ............................................................................................................... 61
6. PROPOSALS AND SUGGESTIONS ............................................................................................ 64
6.1. Introduction ................................................................................................................... 64
6.2. Policy Recommendations ............................................................................................... 65
6.3. Local Area Interventions ................................................................................................ 67
6.4. Conclusion ...................................................................................................................... 72
Bibliography ................................................................................................................................... 73
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List of Figures
Figure 1.1: Sustainable Development Goals which includes urban safety....................................... 1
Figure 1.2: Safety Index of cities, 2021............................................................................................. 2
Figure 1.3: Indian initiatives for urban safety .................................................................................. 3
Figure 2.1: CPTED principles ........................................................................................................... 10
Figure 2.2: Second generation CPTED ............................................................................................ 11
Figure 2.3: Key findings from North East Network Survey 2013 .................................................... 14
Figure 2.4: Transit areas where passengers feel unsafe after dark, Britain ................................... 15
Figure 2.5: Innovative practices adopted to address women's transport need ............................ 17
Figure 2.6: San Romanoway, Jane-Finch corridor .......................................................................... 21
Figure 2.7: QNL Survey Results ....................................................................................................... 22
Figure 2.8: Salt Way Project Proposal Improvements .................................................................... 24
Figure 2.9: Five Oaks, Ohio ............................................................................................................. 24
Figure 3.1: Methodology Flowchart ............................................................................................... 35
Figure 4.1: Navi Mumbai, Maharashtra, India................................................................................ 41
Figure 4.2: Crime per lakh population in Maharashtra, 2016 ........................................................ 42
Figure 4.3: Navi Mumbai Police Jurisdiction Map .......................................................................... 43
Figure 5.1: Crime Categories Map .................................................................................................. 48
Figure 5.2: Hotspot Analysis based on crime category .................................................................. 49
Figure 5.3: Overall Node Hotspot Analysis Map............................................................................. 50
Figure 5.4: Land Usage Distribution in Nodes ................................................................................ 51
Figure 5.5: Victim Gender Map ...................................................................................................... 52
Figure 5.6: Victim gender vs crime distribution ............................................................................. 53
Figure 5.7: Age-Gender Distribution of Victim ............................................................................... 53
Figure 5.8: Temporality of Crime Incidents .................................................................................... 54
Figure 5.9: Land Use Map of Vashi Node ....................................................................................... 55
Figure 5.10: Land use of crime occurrent areas ............................................................................. 56
Figure 5.11: Crime Hotspot Areas, Vashi ........................................................................................ 57
Figure 5.12: Selected site area Map ............................................................................................... 58
Figure 5.13: Fear of crime map ...................................................................................................... 60
Figure 5.14: Issues in the area ........................................................................................................ 61
Figure 5.15: Major Findings from primary reconnaissance survey ................................................ 63
Figure 6.1: Mixed-use Vertical Development ................................................................................. 66
Figure 6.2: Beautification of public areas ....................................................................................... 66
Figure 6.3: Proposed Fitness Route Section ................................................................................... 67
Figure 6.4: Fitness Route Map ........................................................................................................ 68
Figure 6.5: Proposed Street Hawker Zone...................................................................................... 69
Figure 6.6: Road Section of street with Safe Spot .......................................................................... 70
Figure 6.7: Sites identified for proposed Safe Spots ...................................................................... 71
List of Tables
Table 2.1: Best Practices Summary ................................................................................................ 32
Table 3.1: Secondary Data Checklist .............................................................................................. 35
Table 3.2: Primary Data Collection Parameters ............................................................................. 36
xi
Chapter 1 Introduction
1. INTRODUCTION
1.1. Urban Safety
Urban safety, also referred to as public safety, security of the public, urban safety
and security, local safety, etc. in different regions of the world, all denote the aspect
of safety of residents against criminal offences and violence through strategic
planning, neighbourhood designing and policy interventions. In urban areas, public
safety against crime and its victimisation is a broad theme and encompasses
multiple sectors to tackle it at neighbourhood, city, and regional scale. It involves
multiple sectors such as police, urban planning, urban design, judiciary, policies,
and reforms to check the crime incidents and prevent the occurrence of crime in
the future.
The safety of residents of an urban area should be ensured 24/7 in order to achieve
a safe, inclusive and accessible environment for its citizens. Global organisations
such as United Nations have introduced programs to promote sustainable growth
and development of cities that also acknowledges safety, inclusivity and
accessibility as key factors for achieving sustainable urban development. Safer
cities programme is one such initiative that helps prevention of crime through
strategic action plans, empowering vulnerable groups (women, children), and
community participatory measures. The programme has spread across 24
countries, covering 77 towns and cities.
Along with ‘The New Urban Agenda’, urban safety is also reflected in the three of
the seventeen Sustainable Development Goals (SDGs) by United Nations (UN)
Figure 1.1: Sustainable Development Goals which includes urban safety

Source: UNDP (2015)
1
Planning Interventions for making Safe Public Spaces: A Case of Navi Mumbai, Maharashtra
2015 through the goals- ‘Gender Equality’, ‘Sustainable Cities and Communities’
and ‘Peace, Justice, and Strong Institutions’. These goals encourage to make
public spaces safer and inclusive to promote equal growth of all residents- “By
2030, provide universal access to safe, inclusive and accessible, green and public
spaces, in particular for women and children, older persons and persons with
disabilities.” (UNDP, 2015)
Although the need to address urban safety through urban planning has been
identified recently, there are many case studies and theories that have been
adopted by several countries, especially in Australian, European, and American
continents where urban safety and security issues have been tackled through
strategic urban planning through local planning and guidelines.
1.2. Need of Study

Urban areas face more crime rates due to their rapid growth (UN-Habitat, 2007).
Studies on an international scale have revealed that 60% population of the cities
situated in developing countries have been at least once a victim to crime (UN-
Habitat, 2007). With the increasing expansion and
increasing urban population in India, where one-third
(approximately) of the country’s population resides in
urban areas in 2019 (UN-Habitat, 2020), the need to
ensure the safety of the citizens along with the provision
of other basic services is essential to develop a
sustainable city.
In India, the urban safety issue is a new and upcoming

theme in the urban planning domain. Comparative
analysis of safety in different cities of the world
conducted in 2021 by The Economist Intelligence Unit
shows the safety score of two metropolitan cities from Figure 1.2: Safety
Index of cities, 2021
India, New Delhi and Mumbai, both of which recorded
Source: The Economist
below average scores. This shows that urban safety Intelligent Unit (2021)
needs to be improved and addressed in Indian cities.
2
1.3. Indian Initiatives

After the Nirbhaya case, the Government of India launched the ‘Safe City Project’
in 2018, under which eight cities were selected for the pilot phase, namely New
Delhi, Mumbai, Chennai, Kolkata, Lucknow, Hyderabad, Ahmedabad, and
Bengaluru. The project’s aim is to make a safe environment to prevent all types of
crime and violence against women and children in public places through the
provision of infrastructure and law services. The objectives of the initiative include
GIS based crime mapping and accessibility to public infrastructure, both of which
can be associated with the urban planning field.
Another mission that has some consideration of urban safety is the ‘Smart City
Mission’, which was launched in 2015 by the Government of India. The mission
provides spatial planning and infrastructural proposals at pan-city and Area Based
Development (ABD) scale, which also includes aspects of traffic safety and CCTV/
digital surveillance for public safety.
Apart from government initiatives, there are several independent organisations that
work to improve urban safety, especially for females and other vulnerable groups,
through safety auditing, data collection, and analysis, people participatory surveys,
etc. that also help local governments to take necessary actions for its citizens and
get their point of view. A few examples of such organisations are Safecity (under
Red Dot Foundation), Safetipin, International CPTED Association (ICA), etc.
Figure 1.3: Indian initiatives for urban safety
1.4. Aim
To make safer public spaces for all through urban planning interventions.
1.5. Objectives
The objectives of the study in accordance to achieve the aim are as follows:
3
1. To find out how urban planning incorporates safety in public spaces.
2. To assess crime incidences at different public spaces in the case study sub-
city.
3. To assess safety issues in select nodes of sub-city.
4. To propose sample micro-level interventions in a select corridor to ensure

safety
1.6. Scope and Limitations

The scope of the study attempts to cover-
1. Study of models and practices adopted by different cities to improve the

safety of citizens.
2. Study of patterns between land use and crime incidents in urban areas.
3. Assessment of impact on the sense of safety with various spatial aspects of

the environment in an urban area.
4. Proposals of urban planning strategies to improve safety in the micro-scale

urban area.
5. The crime-location data is taken from year 2000 to 2021 which is

crowdsourced through ‘SafeCity’ mobile application.
6. The study only considers 4 categories of crime: Robbery/Chain Snatching,

Non-physical Harassment, Physical Assault, Others (uncivil behavior
causing feeling of unsafety)
1.6.1. Limitations
1. The study majorly focusses on spatial factors related to the physical safety
of citizens against crime and violence or victimization by taking preventive
measures.
2. The study is limited to public spaces in urban areas.
4
3. The study covers only crimes and violence such as robbery, chain
snatching, verbal/non-physical harassment, eve-teasing, sexual and
physical assault occurring in public areas. It does not include cyber-crime,
frauds, domestic violence, border disputes, terrorism, etc.
1.7. Conclusion
The chapter gives a brief introduction of the research topic- urban safety, and its
relevance in the urban planning field. Urban safety is an integral part of sustainable
development and has been included in ‘Sustainable Development Goals 2015’ as
well as ‘The New Urban Agenda 2019’.
The chapter further states out the need for the research study to ensure a
sustainable, safe and inclusive environment with the rapid increase in urban
population and area expansion. In a developing country like India, the inclusion of
urban safety in spatial planning procedures can immensely help in curbing crime
in cities. The below average score in safety index analysis conducted in 2021 also
emphasises the need to research more on the topic.
The chapter concludes with details about the aim and objectives of the study, with
a concise definition of the scope and identification of limitations.
5
Chapter 2 Literature Review
2. LITERATURE REVIEW
2.1. Introduction
The chapter provides brief insights from literature such as published journals,
articles, reports, books, etc. and other recognised sources related to the research
topic.
2.2. Fear of Crime

Fear of crime hinders proper interaction of a person with their surrounding and
make them less participative in the society and neighbourhood. Levels of fear are
more influenced by social media, physical settings of the neighbourhood, and the
perception of the individual. These factors instigate high fear of the risk of crime
than the actual crime rate itself. This fear varies between different socio-economic
sections and is found to be more in vulnerable groups such as women, the elderly,
people with ill-health and low socio-economic status.
Gender has been observed to be a consistent and crucial predictor associated with
fear of crime. A woman with no physical illness shows higher fear of crime than a
similar male counterpart. They feel they are more vulnerable to be a victim of a
crime than others.
Surveys conducted by General Social Survey (GSS) in the United States reveal
that majority of women respondents were afraid to walk in the neighbourhood at
night due to darkness, while the fear was significantly low in males. However, for
the same, males recorded more fear for their family members such as for spouses
and children. The cause of these differences in fear can be the culture, the fact that
females are taught since childhood to not go outside at night, and that they would
not be able to protect themselves from a criminal if they encounter any. The fear
of crime is more dependent on the perception of the individual than the actual
reality, and this perception varies as a result of gender, physical settings, social
settings, self-health, age, socio-economic status of an individual.
6
2.3. Crime and Space Theories

There are many theories that relate the occurrence of crime in an area with its
environment (physical settings, natural and man-made). The first theory can be
traced back to 1961 and was given in the book of Jane Jacobs ‘The Life and Death
of Great American Cities’ (1961), which originated the idea of having ‘Eyes on the
Street’ as an essential element for natural surveillance, creating a safe and secure
environment.
Later in the 1960s-1970s, Oscar Newman, an architect as well as a city planner,

studied Jane Jacobs work and formed the ‘Defensible Space’ theory that used built
form as a factor to regulate crime occurrences in the neighbourhood. It emphasised
that the image and milieu of the space, clear distinction between public and private
spaces, and surveillance are the main elements that can lead to or curb crime rates
in the area. The four principles of the theory were: Territoriality (inducing a sense
of ownership of a space with the help of proper or clear demarcation of the area),
Surveillance (creating opportunities for a space to be in the vision of locals or
passer-by through strategic orientation of built elements like windows, entrances,
pedestrian walkways, etc.), Image and milieu (proper management and
maintenance like cleanliness, lighting, of the area to serve the desired purpose),
and Geographical juxtaposition (the ability of the area to influence the safety of
surrounding areas). A small-scale neighbourhood redevelopment project was
undertaken in Ohio, USA (United States of America) as a pilot project and is now
a successful example of his theory, that helped reduce the crime rates in the
neighbourhood through restricting streets and an increasing sense of ownership
among residents by creating mini-neighbourhoods. In 1982, the Broken Window
theory by Wilson and Kelling, further associated the image of built form impacting
the perception of citizens and thus behaviour in the surroundings.
2.3.1. Crime Prevention Through Environmental Design (CPTED)

All the theories mentioned earlier led to the concept of CPTED (Crime Prevention
Through Environmental Design). Known by different names in different regions,
such as Designing out crime (DOC), Crime Prevention Through Urban
Development (CPT-UD), Security by design, etc. It has been practiced and
implemented by governments in several countries across the globe, examples are
7
Canada, the United States of America (USA), South American countries like Brazil,
Chile, etc., European countries like the United Kingdom, Belgium, Portugal,
Germany, Netherlands, Greece, Denmark, Norway, Spain, France, Sweden, Italy,
Hungary, Ireland, etc., Asian countries like South Korea, Iran, United Arab
Emirates (UAE), Singapore, Japan, Malaysia, etc., Australia and New Zealand.
The theory debates that effective planning and designing of a given space can
influence the interaction between people and space, and thus can affect the
behaviour of the individual. This can be used to promote a certain behaviour while
discouraging unwanted ones like criminal activities. The theory had seven
principles that also includes the Defensible Space theory’s principles and Jane
Jacobs concept of ‘Eyes on the Street’. The theory clearly mentions that its purpose
is to demotivate crime through preventive measures and is not a post-crime
strategy. It is a concept that is used to demotivate crime offenders from committing
a crime in a given place.
The first generation CPTED strictly relates spatial environment with prevention of
crime. It has seven principles that are as follows:
1) Territoriality- It aims at promoting a sense of ownership of a space, in order

to encourage genuine users to use the space and at the same time
discourage illegitimate usage of the space. A space can be defined through
barriers that are symbolic in nature such as a change in the texture of path,
signages, etc. or can be through real barriers like fences, gates, walls that
clearly separate the public and private properties. This principle informs the
user of the acceptable usages of the space and tries to discourage other
types of usages.
2) Surveillance- This principle aims at making the area under the vision of
residents or users in order to keep a check on the area at all times. It
believes that a crime offender has low chances of committing a crime if they
are being watched by others. Surveillance can be natural like by residents,
people nearby, or formal with the help of security guards, police, etc. or can
also be through the use of technology like CCTV (Closed Circuit Television),
street lighting, etc.
8
3) Access Control- It aims at spatially studying who all can access the space
in order to stop the entry of threats. It can be controlled through formal
means like security guards or through mechanisms like locks. It can also be
controlled through planning the capacity of the access streets, to regulate
the number of people to be able to access the space. Transit access can
also be dealt with under this principle.
4) Image management- It aims at making an overall image of the space that

will influence the perception and thus the behaviour of the person using the
space. Proper maintenance of the surrounding infrastructure like buildings,
roads, proper functioning of services like lighting fixtures, public
infrastructure like benches, slides, transit stops, street furniture, public
toilets, etc. are necessary for keeping a clean image of the environment in
order to efficiently utilize the space.
5) Activity Support- This principle attempts to strategize the activities in the

space such that the activities with a high risk of attracting crime incidences
(for example- transfer of money) occur in safe areas (areas with high
surveillance and security measures). This will also act as a method of
attracting genuine users in the area and keeping eyes on the street for
natural surveillance.
6) Target hardening- This principle aims at decreasing the chances of

occurrence of crime by elevating the risk and work needed to be done for
committing a crime and reducing the rewards from it. This is usually
achieved by considering access control at a building-level scale. It can also
contradict with other principles that promote access and usage of spaces by
the public while this principle tries to make it harder for access.
9
7) Geographical juxtaposition- This principle has been directly taken from the
Defensible Space theory. It is reflected and is limited to the principle of
activity support and is not taken into further consideration.
Figure 2.1: CPTED principles

Source: Paul Michael Cozens (2005)
The second generation CPTED adds the social dimension into the first-generation
concept. It argues that people or community also play a large role in keeping an
area safe and free of crime. It gives equal importance to spatial and social
dimensions and thus has broadened the horizon of the CPTED concept. It is hence
also known as community CPTED and social CPTED.
The social dimension of the second-generation CPTED concept has four major
principles that emphasise upon the social cultures and upliftment of the whole
society to actively involve them in keeping their areas safe. The four principles are
detailed in brief as follows:
1) Social Cohesion- The aim of this principle is to cultivate an environment that

mutual consideration and respect among the residents, cherishing their
likeness and differences. This helps in developing a sense of belonging in
the individual and creates healthy relationships among people.
10
2) Community Connectivity- Connecting the community and coordination

amongst people helps to empower the citizens and have a stronger sense
of belonging and ownership. This will help in encouraging people’s
participation in the space and make the space self-sustaining in terms of
urban safety.
3) Community culture- This principle states that the organisation of cultural

events such as local gatherings, a celebration of festivities, club formations
and their respective activities will help in active utilization of space and
strong bonding between the community that will influence positive behaviour
in the space and improve self-surveillance.
4) Threshold capacity- This principle defines that each space has its capacity
limit and limited usage that needs to be checked in order to maintain an
orderly usage of space. The capacity for assigning land uses and carrying
out certain activities needs to be managed for a healthy and stable
functioning of the environment. For example- having too many bars in the
neighbourhood will cause an increase in anti-social behaviour. Frequent
migrations can also lead to unstable community and cause less community
bonding in the neighbourhood.
Figure 2.2: Second generation CPTED

Source: Paul Michael Cozens (2005)
11
Thus, second-generation CPTED defines social inclusivity as an important factor

for ensuring safety in an area. It deems inclusion of community as an integral part
of creating self-sustainable communities that will encourage residents to participate
in self-policing or being active in keeping eyes on the street.
CPTED continues to evolve newer ideas, and added aspects in the original
concept. It is also leading to the formation of new methods taking inspiration from
CPTED principles. One such new method is the ‘SafeGrowth model’ has been
successfully adopted in Canada and will be elaborated on later in the upcoming
sections.
2.4. Safety Auditing

An integral part of the assessment of urban safety of an area is its audit and
documentation. It is a method to gather information through physical surveys and
photo documentation that gives a detailed information of the area in terms of safety,
which is difficult to get from secondary sources and available documents. It is a
tool that can be adopted through the decision makers themselves, or through
community participation. It helps to record the perspective of the individual about
the area too.
This method has been adopted in a majority of crime-space theories. It includes a

detailed data checklist of parameters which are received as inputs and these
become the variables for further safety assessment. It can also be used to generate
an overall score that becomes the safety score.
In India, there are non-government organisations are dedicated to conducting

safety audits of cities and their analysis that helps local government improve their
city through necessary interventions. A few examples of cities are Delhi, Mumbai,
Bengaluru etc. that have been a part of such safety audits by the ‘Safetipin’
organisation.
The parameters considered in the safety auditing of these cities were: Proper
Lighting, Open-ness, Visibility, Presence of people, Physical security, Pedestrian
pathway, availability of public transport, Usage of space by women and children,
Feeling of safety (Safetipin, 2017).
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2.5. Safety of Women in Urban Context

In every 51 minutes, a woman encounters harassment in social places of India.
The culture of favouring male over female and prejudice against women is still
visible in public areas. (Bhattacharyya, 2016). Violence against women, also
known as eve-teasing, in the form of assaults, harassments, sexual abuse, etc.
and prevalent to this date and are daily reported by news articles and social media.
This creates a feeling of dis-belonging in women and leads to less participation.
Street Violence against women comprises of all types of gender-based violence,

from a minor assault like a touch, shove, or push, with no physical harm, to serious
abuses like acid attacks, stalking, rape, indecent behaviour, murder, as well as
robbery, loot, chain snatching, abduction etc. The National Crime Records Bureau
(2014) reveals that incidents of violence against women have increased by 9.2%
since in 2014 as compared to its previous year. A female is raped every 22 minutes
in India (Bhattacharyya, 2016). Increasing incidents of violence being reported are
being reported over the years, but the rate of conviction is only 28%. These
statistics coincide with the findings of a survey by Trust Law, that India has turned
out as one of the most perilous regions on earth for females. It has failed to not
only avoid these incidents, but has also not been able to provide justice to the
victims.
In India, the state of Assam is ranked seventh in the list for violence against women
and topped the chart in comparison to all north-eastern states. Surveys and
research done in the north-eastern states of India provide a glimpse of the
perception of women in terms of risk of safety and also the types of violence they
faced. The cities of Guwahati, Imphal, Agartala, Kohima and Shillong were
surveyed under research (Bhattacharyya, 2016). The study reflected that violence
against women had an impact on females irrespective of class, and race. It was
more impacted in lower economic sections of the society. And these incidents have
led to restrictions in mobility and hampered the confidence among women.
The study also identified the spatial and other factors that were leading to the
perception of the space as unsafe by women. The majority of females felt that
streets are the most unsafe areas, followed by public transport (PT) stops i.e., bus
13
stops as well as Intermediate para transit (IPT) stops such as auto stands and taxi
stands. The causes behind these were also studied. The presence of potholes in
road pavements and dark lanes with no or poor street lighting made streets unsafe
while lack of visible policing and harassment from drivers, attendants and
pedestrians made transit stops and local transports unsafe for travel and use.
Figure 2.3: Key findings from North East Network Survey 2013
Source: Bhattacharyya (2016)
To tackle Street Violence Against Women (SVAW) state governments of India and
the judicial system have taken certain initiatives. The provision of adequate
infrastructure for street lighting is deemed essential for safety. Although the
Ministry of Urban Development has stated that there must be streetlights at every
40 m with an illumination level of minimum of 35 lux, in towns and cities, it has
failed to be implemented as most of the streetlights remain dysfunctional or are
insufficient in providing adequate lighting.
The government of Assam and Tripura have recruited female police officers and
established all-female police stations to boost confidence in women, along with
creating a handbook containing all emergency contact details and helplines to
contact in case of SVAW. Meghna Driving Training Institute, a private organization
in Assam offers free training to all females, to develop all female taxi service, in an
14
attempt to reduce assaults on women in local commutes. (Loukaitou-Sideris,

2009)The cities still need to address the issue of Street Violence Against Women
(SVAW), and the greatest challenge will remain to change the mentality of society
and curb the culture of misogyny.
2.5.1. Safety in Transportation Environment

Travelling is a basic necessity of citizens and their ability to move or travel without
fear of safety or consequences is a basic right. The nature of fear of transit is highly
associated with gender and is revealed by several empirical research. Often the
needs and demands of women are not met by the standard approach of transit
environments. The gap between the needs of females and the current practices
that are followed with respect to transit environments stands out as an issue.
Figure 2.4: Transit areas where passengers feel unsafe after dark, Britain
Source: Loukaitou-Sideris (2009)
The physical settings around the transit stops and stations can affect the fear of
passengers. Environmental factors, also known as physical incivilities such as
darkness, desolate space, lack of surveillance by public or residents, poor
maintenance and poor environmental quality due to lack of cleanliness or graffiti
have been found to be associated with higher fear in studies. Social incivilities also
contribute to fear rates. These include drunk passengers, rowdy crowd, beggars or
homeless. Presence of security personnel
Another finding from studies done in Britain revealed that 42% of the crimes
occurred in close proximity to the transit stop while 22% occurred on the transport.
15
(Loukaitou-Sideris, 2009). This further justifies the need to further assess the fear
among women passengers and transit stations.
Women’s needs in travelling are slightly different than men. They need more
flexibility in travelling since they usually have non-work chores. They also often
accompany elders and children of the household, so they prefer to have a shorter
distance between transit stop and destination. Schemes like the request-stop
program, where females can stop and go to the desired place during odd hours got
a huge positive responses from women. On the other hand, security measures like
CCTV surveillance and segregated transport compartments generated mixed
responses.
These needs are not met by existing transportation system. U.S. based survey of
transit agencies showed that even though two-thirds of the agencies accepted that
women have transit needs, only one-third of them have actually taken steps to
meet those needs. Lack of financial resources, limited women passengers were
some reasons for not implementing the needful. Along with that, the fact that transit
stops are not the responsibility of one person made it less accountable to take
action.
To address the demand, several community-based and non-profit organizations in

the countries of the United States, Canada and the United Kingdom have taken
innovative measures to ensure the safe travelling of females. The initiatives are
briefed as follows.
16
Rightrides
• City- New York
• Free and safe late night ride on weekends
• Volunteer drivers accompanied by volunteer navigators pick-up and drop
off female and gender queers.
• Also conduct other safety awareness programs and self defense training.
• Had positive impact on neighborhood.
• Is difficult to expand to cover larger areas
Women-only transport schemes

• Ladies special train coaches introsuced in Mumbai sub-urban railway,
Tokyo
• Pink ladies: Women-only cab service in London
• Women-only subway cars in Mexico, Rio de Janeiro
• These initiatves have debatable responses, some arguing them as not
reflecting women equality in society while some appreciating the results.
METRAC -Metropolitan Action Committee on Violence

Against Women and Children
• City- Toronto
• Conduct safety audits with community participation
• Encourages citizens to come forward with solutions and provides
platform for consulting suggestions with authority for implementation
Transport for London's Initiative

• Initiative be transit operator
• Created Action plan to improve accessiblity, affordability, safety and
security, employment and information by gender auditing
Figure 2.5: Innovative practices adopted to address women's transport need

One of the reasons for less acknowledgement of women’s perspective is due to
their lack of representation in the planning process. More inclusion of women in the
planning process will automatically provide their viewpoint without a separate
discussion for the same. Innovative solutions that use the same resources that are
currently being used, but with prioritizing to fulfil the needs will can be attempted
and tested via pilot programs. Pilot programs will help to check the on-ground
reality and successfulness of the project, which can then be modified or applied to
various needful places. Coordination among authorities and partnership with non-
profits can help to make a difference.
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2.5.2. Evolution of Social Spaces

The current forms and characteristics of the neighbourhood and the reasons they
are they are perceived differently by male and female can be understood by
studying their history and evolution over decades. The distinct framework of society
can be grasped easily through the newspaper articles, art, literature pieces like
poems, books, magazines also play, dramas, debates and other recorded sources
of that decade. The clear division between roles of a female and a male reflected
in the neighbourhood structure as well.
Take the instance of the evolution of society and neighbourhood with respect to
women domain in the state of Kerala, which is now the state with highest sex ratio
and high percentage of literates or literacy rates in the country. Till the late
nineteenth century, there were clear distinction between the role of male and
female in the society. Woman were confined to private domain i.e., their homes
whereas the public domain belonged to male. The limitations of these domains did
not remain static for long. Debates and publishing of women’s magazines showed
that spaces were had undergone ‘gender-ification’ in its structure.
By the 1930s, after questions raised in several platforms regarding woman domain,
a woman’s natural talent in teaching children and nursing the needy started to be
acknowledged. This led to the trend of women getting educated and employed in
the fields of teaching and medical nurse as a source of livelihood. This started
expansion of woman domain and their presence in public and social space.
Government of Kerala also played a huge role in empowering women. Their

interventions for general good and social welfare for women, made the expansion
stronger. These allowed women to step into other professions like cottage
industries, gain education, entertainment industry.
From the above example, it can be derived that public spaces were made for men
and that is a major reason for them to be less considerate to the needs of women.
Even though boundaries of woman domain have expanded since the twentieth
century, it is a continuous process and is dynamically changing to this date. Thus,
as planners for the society we must also incorporate the needs and perceptions of
18
woman in the planning process to create a safe environment where women are not
confined to certain parts or places of the city.
2.6. Best Practices

Successful projects and best examples were studied under literature review to get
deep insight into the topic. The case studies are briefed in the following sections.
2.6.1. Saskatoon, Canada – SafeGrowth Model

A small neighbourhood in the city of Saskatoon, Canada implemented a new type
of crime prevention technique that is inspired from the traditional crime prevention
theories. In a period of nine years, starting from 2000 to 2009, San Romanoway
neighbourhood located in Jane Finch corridor was selected for application of the
SafeGrowth crime prevention model to make the area safe for its residents, since
the area was troubled and high crimes were reported. It was an example of failed
social housing project, and its low-density dwelling structure was a concern among
the decision makers. The crime rate in this area was recorded to be 122 percent
more than the average crime rate of the country. It was an area dealing with
immense crimes, drugs and gangs. (Gregory, 2009)
Thus, a new approach was adopted by the authorities to tackle crime which is the
SafeGrowth Plan. Unlike conventional crime prevention techniques, where top-
down approach is taken, and urban planners and designers implement the plan,
here the residents are the key players and responsible for keeping their
neighbourhood safe. The plan is to aid the residents and educate them to create a
safe neighbourhood and take necessary actions. The other bodies such as police,
government bodies and urban planners and designers are mere collaborators in
the process.
This new prevention model consists of five objectives for urban safety, these are-
firstly, involvement of the community, secondly, the existing situation of the area,
thirdly, the preferences of the residents, fourthly, the action plan, and lastly, the
outcomes and modification. All these objectives were achieved through the
thorough procedure which is discussed below.
19
1) Community Involvement- The site area was lacking in social participation

and community bonding that led to absence of people in social places. This
issue could not be simply solved through safety workshops. Here active
participation of residents was crucial to make a safe neighbourhood.
Therefore, groups were formed such as Neighbourhood Safety Teams
(NST) as well as San Romanoway Revitalization Association (SRA). These
groups were trained and imparted knowledge about managing safety in their
areas and these groups organised various programmes as a platform for
people interaction, bonding and learning new things. Another body called
Municipal Development Panel (MDP) was formed that acted as a council for
aid of Neighbourhood Safety Teams and also for interaction with other
stakeholders such as capital providers, administrative authorities, etc.
2) Current situation of the neighbourhood area- Detailed study of the area was
conducted to create a database. The groups formed earlier were immensely
useful in this process. The data was collected through an examination of
safety of CPTED principles, and through primary surveys that recorded the
Quality of Neighbourhood Life (QNL). All the three versions of CPTED were
studied in detail starting from first generation’s original and evolved aspects
along with second generation’s social dimensions.
The findings through the data collection revealed a lot of issues in the area.
The public places like the front foyers were unmaintained and had several
dark spots which are hidden and not clearly visible. There were very few
public places and most of them were hardly used. They failed to serve their
purpose of social participation. The presence of goons that were not
residents of the neighbourhood was another big issue that led to unusable
territories in the site. They caused fear among public and occupied several
public areas, making them unusable for others. Landscaping of the area
was poor and did not motivate people to use surrounding places. The QNL
surveys showed that there were high levels of fear of crime among the
residents, that led to lack of participation of people in social gatherings and
events. The social spaces were also in distorted shape due to their non-
usage. They were afraid to go out of homes at night. The survey also
20
recorded the interests of the residents about what they wanted in their
neighbourhood. Basketball courts and tennis courts were found to be the
answers and thus improved in the area for teenagers.
Figure 2.6: San Romanoway, Jane-Finch corridor

Source: (Gregory, 2009)
3) Preferences of the residents- After a detailed study of the neighbourhood,

the further actions to be taken were discussed with the residents. A leader
was selected from the locals to have a smooth involvement of residents and
their opinions. Regular meets were conducted where programmes related
to neighbourhood development were discussed as key objective.
Improvements in sports complexes, medical provisions and foyer
renovations were chosen by the public as infrastructure upgrades. Social
programmes were also selected along with physical improvements.
4) Action plan- A series of actions to be taken were identified and planning was
started in the year 2000. San Romanoway Revitalization Association (SRA)
received funds and conducted several safety development initiatives,
showing the unique characteristic of SafeGrowth model, unlike other
traditional techniques. The improvements undertaken included foyer
renovation, lighting improvements that had a huge impact in reducing crime
in dark parling lots, increased access control through enhancing security
infrastructure, etc. Improvements in the public spaces led to increased
21
participation of the people, thus more activities in these areas were

introduced. Recreational areas like playgrounds, training rooms, film theatre
were constructed and people were encouraged to learn new experiences
together. All these physical constructions were done through sponsorship of
different local businesses, property owners and government fundings.
5) Outcomes and modification- An integral part of the model was repeating

surveys after every two years, which helped to check the progress of the
plan and also recorded the change in the fear of crime among the residents
after the improvements. These surveys were conducted in the years 2002
2004, and 2006. The findings from the surveys showed significant decline
in violent crimes in the San Romanoway area, even though crimes in the
Jane-Finch corridor increased. The perception of residents and their fear of
crime changed immensely. The table ___ shows the reduced fear of crime
among the residents within a span of four years. Now people felt safe
walking at night, through parking areas, and even in transit stops. The
interaction between the community greatly enhanced as well. There was
clearly more bonding among residents than before.
Figure 2.7: QNL Survey Results

Source: (Gregory, 2009)
Thus, this detailed process defined by the new model developed a high crime
neighbourhood with negligible community interaction into a safe neighbourhood
with responsible citizens, increased participation and improved infrastructure.
22
2.6.2. Seoul, South Korea – Second Generation CPTED Model

In 2013, the city of Seoul undertook a neighbourhood redevelopment project that
was in old and dilapidated condition and was planned to soon demolish for
reconstruction. The neighbourhood was named Yeomni-dong which comprised of
LIG (Low Income Group) housing. Migrant workers, economically weak families
and students were the main residents in the area. The area suffered from high
crime rates and high fear of crime among residents as well. There was a lack of
cohesion among people too. Thus, the government decided to take actions to make
the area safe through adopting second generation CPTED method until the
reconstruction period. This project came to be known as the ‘Salt Way Project’.
The main difference between the first generation CPTED and the second
generation CPTED is the addition of social dimension. Society is also studied and
involved in the CPTED process. Hence, surveys and group discussions with the
residents were conducted to know their demands and problems. This laid down a
clear understanding of the issues faced by the people and the reasons for their
high fear of crime. It was observed that many females had to travel at odd hours of
the night for returning home after work. The lack of any security infrastructure like
CCTV surveillance or emergency alarms along with poor street lighting were
highlighted as major problems that need immediate attention. The younger strata
of the society also raised the complaint that there was lack of fitness and sports
facilities in their neighbourhood that caused them high expenses and lot of
travelling to use the same (Gamman, 2013). Lack of street infrastructure such as
signages was also an issue raised, since it was confusing to know the location of
an individual in unsigned streets and houses. This also caused errors in describing
the exact spot of criminal activities to the security officials.
Along with the surveys, a locational mapping of fear of crime was done by the group
with the help of locals. This map was used to propose a ‘fitness circuit’ which
connected the most feared spots and provided various gym equipment along the
route, considering the demand of the young people. This proposal tried to have
eyes on the street by introducing activities in social domain. Besides this, other
infrastructural improvements were also done. Street lighting and signages with
maps were installed. Fences were upgraded that not only provided protection but
23
also added beauty to the area. The community also volunteered to repaint their
houses to improve the image of their neighbourhood. Some volunteers offered to
Figure 2.8: Salt Way Project Proposal Improvements

Source: (Gamman, 2013)
colour their homes as safety zones, where anyone can take refuge when felt
threatened. These homes had access to police hotline, giving its benefit to the
household as well.
This case study is a good example of how community involvement develops unique
interventions and change in physical characteristics of the neighbourhood. The
project became successful only because of active participation of the residents.
The solutions provided may not be applicable for other neighbourhoods, but is
custom tailored for the taste of the residents of Yeomni-dong. However, the
approach and methods of the stakeholders can definitely be adopted by other
urban areas for creating a safe neighbourhood.
2.6.3. Draft Delhi Master Plan 2041, India

The latest Master Plan of the capital city of India has been made for the target year
of 2041 and is in draft stage. It includes guidelines and proposals for improving
24
public spaces as well as making them safer for universal use. The plan defines
public spaces as areas that are meant for use by everyone and should be easily
accessed by all sections of the society. A few examples of public places are parks,
streets, open spaces, plazas, etc.
The Master Plan aims for safer public spaces through improving the public life
during day and night time. Maintenance and designing of such areas are also
emphasised upon. The public places of the city have been categorised under
different categories based on their usage characteristics such as cultural hotspots,
recreational areas, commercial markets, waterfronts, transit stops, etc. for detailed
focus on each type.
Active frontage and mixed usage of plots is encouraged under the plan. Thus,
circuits for tourism and nightlife have been proposed that would improve public
infrastructure along the route and encourage activities around it. It is to ensure
having ‘eyes on the street’ at all times. Beautification through paintings and street
performance is also motivated in these areas. Along with these proposals, inclusion
of residents through safety audits for assessing infrastructure and services on a
regular basis is also proposed.
The Plan is still in proposal stage but it is an example of how urban safety can be
incorporated in urban planning and how master plan can help achieve urban safety,
especially in Indian context.
2.6.4. Youth Park, China – Safe Community Model

Youth Park is situated in the Huayiyin District of Jinan, Mainland China. It is the
first Safe community on an international level and thus, is a successful example
that was adopted by other countries. It practices the safety through early preventive
measures rather than later cures and attempted to achieve international standards
in safety with the aim of eliminating injury and provision of equality in rights of safety
and health. In 2002 in the month of June, the Youth Park community was
acknowledged as International Safe Community.
Youth Park was an old urban area with absence of newer security measures. It had
high population of vulnerable groups such as children, elderly, and people with
25
special needs. Therefore, the demand for safety in the area was very high as
compared to the existing provisions. The Youth Park Safe Community was
established and it led safety programs by adopting WHO standards that defined
six indicators for the model. These six indicators are discussed in detail as follows:
1) Partnership between organisations- The first indicator deems collaborations

between different stakeholders for infrastructure development as an
essential step for the success of the model. A formation of a committee, with
members recruited from different stakeholders, such as from local
businesses, neighbourhood committee, local officials and other voluntary
groups, each bringing their own expertise and perspective on the table.
2) Neighbourhood and demographic profile- Study of the current situation of

the area and its residents forms the basis of modelling and further planning.
For this, planners were to develop surveys for the locals that would be able
to highlight the issues and needs of general public.
3) Plans and actions- Based on the collected surveys and data, further plan of
action needs to be elaborated. Here, most vulnerable groups were decided
to be prioritised with general consensus. Safety programs were made
keeping such groups in consideration. Also, safety with respect to traffic,
environment, housing, fire, etc. were chosen to enhance in order to achieve
community safety.
4) Formation of recording system- A system was initiated to record all the

accidents and injuries occurring in the area. This would help in checking the
success of the program and also act as base information for further future
planning. The residents were encouraged to report such incidents and were
incentivised with tokens.
5) Safety promotion mission assessment- Appraisal of the work done is

essential for checking the progress and success of the project. Therefore,
meetings at regular intervals to discuss and appraise the project were
conducted. These would be taken by respective authority or group for
evaluation and future planning.
26
6) Application to be a part of WHO Safe Community- The last step is to be

recognised WHO and be a part of their international network of safe
community. This would help learn practices from other communities and
also share their learnings. And it would also help the community in maintain
the international standards in their area.
The Youth Park Safe Community model helped in establishing order in their
community by forming groups and committees, each exercising their unique power
and responsibility. Groups are the main cause of success of this case study since
groups played the major role during the initial stages as well as after the
implementation. These groups having direct access to public and solving their
aiding them in their problems is a unique and good measure that can be adopted
by other urban areas also.
2.6.5. Johannesburg, South Africa – Safer Cities Model

In South Africa, safety is one of the main columns of National Growth and
Development Strategy and has also been given importance in the local level
planning, since it is found to be one of the core reasons that affects standard of life
in the city. The city of Johannesburg has been infamous as the capital city of crime
in the country. Thus, since 2000s, immense attention has been given to safety
through crime reduction as well as crime prevention strategies.
The main issues of crime were observed in Central Business District (CBD) area
and old neighbourhood areas that were located in greater Johannesburg region.
The increase in personal security measures had a negative impact on those who
could not afford the same. Unequal development in this region is one major cause
of high crime rates in some areas.
The city has issued several policies to increase safety. The White Paper has been
formulated along with National Crime Prevention Strategy (NCPS), that empowers
local governments with the major role of ensuring and providing urban safety. Apart
from this, plan or framework called iGoli 2002 and iGoli 2010 have been released
as short term and long term plans respectively. However, their main agenda is to
tackle economic and organisational issues and delivery of basic services. Joburg
2030 is the development plan that aims to enhance safety though economic
27
development of the city. The plan includes curbing of criminal activities along with
other objectives such as increasing literacy and skills.
Johannesburg city has opted for competitive growth in order to attract external
finance from outside. A safer city will also help in inviting potential investors in the
city that will lead to development of the city.
The Safer Cities Programme has been launched that conducted diagnosis of areas
with high rates of crime, an indication of weak safety provisions in the area. Safety
auditing and mapping of crimes were the main tools to do diagnosis. Community
participation, focus on social dimensions were integral parts of the diagnosis. Here,
the main focus is on reducing actual crime incidences and it is believed that
reducing the actual crime rates will improve the perception of safety among people.
Along with the collaboration with global organisations like United Nations (UN),
micro-scale strategies like upgrading the pedestrian walkway guidelines, hiring car
guards for stopping stealing of cars from parking areas and renovation of parks
were adopted while the government bodies focussed on policy-making and
guidelines approach.
The Safer Cities Programme helped in detail diagnosis of crime in the area and to
evaluate the real causes for the same. The programme being for the whole city is
adopting top-down approach like other case studies but at the same time is
incorporating community participation as an essential element of the programme.
Another difference in approach of this programme is that it emphasises on reducing
actual crime rates unlike other literature where perception of the citizens was the
main factor that was taken into consideration. The programme also has strong
statutory foundation since safety is given due importance in acts as well as
empowerment of local government to adopt crime prevention strategies in their
respective jurisdiction. Economic development of inner part of the city as Central
Business District (CBD) and competitive nature have been selected as strategies
that not only will enhance safety but will also improve the growth and development
of the capital city of crime in the country Johannesburg.
28
2.6.6. Ohio, United States of America (USA)- Defensible Space

This case study demonstrates one of the original theories of crime prevention
called Defensible Spaces, that led to the growth of other existing crime prevention
theories such as CPTED (Crime Prevention Through Environmental Design) and
‘Eyes on the Street’. The theory was given by Oscar Newman, who was also the
main person behind the implementation of this pilot project in a small
neighbourhood of Ohio, USA.
Defensible Space revolves around the concept of enabling the local residents
control activities around their residencies through strategic layout of the area.
Arrangement of streets, buildings, open spaces are considered as elements to be
arranged. It emphasises on making the residents self-independent in maintaining
safety of their localities without the help of external authorities such as government
bodies, police enforcements, etc. It creates a sense of ownership in the residents,
and works efficiently with increasing resident participation. It also helps in binding
the community together irrespective of their caste, race, religion, age, income level.
It makes the residents check their own actions, and making them realise their
actions can help in the betterment of the community.
The case study is located in the Five Oaks, Dayton, which is a small neighbourhood
with two thousand households and five thousand population. The area underwent
rapid change after World War II, shifting and migrating the residents and
immigrating lower income renters belonging to the African American community.
The area faced heavy crime rates, to the extent that drug dealers were roaming
freely and prostitutes were present in broad daylight in front of the area. Apart from
these severe traffic jams were another issue faced by the area. The tenants
replaced quickly and thus people had no sense of ownership or belonging for the
community. It also led to disputes and resentments between tenants and the older
home owners. Crimes rose by more than seventy percentage, and use of guns in
the streets became a common sight. Cars were speeding beyond rules, threatening
everyone on its way. The conditions became so worse that people started locking
up their children at homes for their safety. Even police strike that occurred
repeatedly after certain months did not provide a permanent solution to the crime
rates.
29
Five Oaks was considered as an important place by the government, as it was one
of the older and beautifully constructed neighbourhoods. Its increasing chaos was
a threat to infect surrounding areas also. Its streets were used a shortcut to avoid
going through the long route around the periphery. The whole condition of the area
led to depreciation in its land value, where land owners struggled to sell their
properties, and had no option but to sell them at prices not even one-fourth of its
cost to the slum-lords.
Figure 2.9: Five Oaks Map, Ohio

In this case, police, government officials and Oscar Newman worked in
collaboration or hand in hand to implement the Defensible Space theory in the
area. Residents were given constant presentations and interviews to keep them
informed, updated and included in the process. The solutions were applied only
after consent of the residents as residents are the integral part of the plan. The
concept of mini-neighbourhoods was developed as a proposal to be applied in the
area where streets will be restructured to create mini-neighbourhoods. This was
done in order to change the visuals and well as the usage of the area, tackling the
big issue of traffic. With this proposal, the only the vehicles that have destination
within the neighbourhood will enter them, and the rest of the vehicles would not.
This had an added benefit of lowering the risks to pedestrians as they can now
walk with ease.
The sub-division of the area into mini-neighborhoods was done in order to motivate
the residents to bond and talk with each other, therefore increasing community
30
interaction. It also creates a sense of ownership and responsibility to keep it safe

and check outsiders’ behaviour. It also helped in interaction between the
neighbourhoods. Each neighbourhood contained thirty to forty households. Thus,
the plan was formulated and executed. Apart from this plan, police activities were
coordinated with the plans along with strict application of codes, rules and
regulations related to property.
Post implementation the plan was evaluated again to check the success or gap of
implementation in Five Oaks, by the officials. The evaluation clearly showed that
after one year of execution of mini-neighbourhoods plan in the area, the vehicular
traffic that passed trough the area decreased by sixty seven percent, and it also
led to decline of accidents by forty percent. The crime rate also declined greatly by
twenty six percent along with fifty percent decline in violent crimes. Theft and
burglary were the least in five years.
It also brought change among the people. People felt more safer (forty five
percent), and felt that crime have decreased (fifty three percent). People felt that
their neighbourhood conditions have improved and their quality of life has
enhanced (sixty seven percent) An increase in the land value was also observed.
Home ownerships started rising in Five Oaks (Newman,1996). Violent crime, drug
dealers and prostitution decreased significantly within the first year of
implementation itself.
2.7. Conclusion
The literature review provides a deep insight into urban safety and its relation with
urban planning practice. It gives brief about the various crime space theories that
have been conceptualised and adopted in different cities. CPTED is observed to
be the concept providing a combination of older theories and basis for addition of
newer dimensions into crime prevention. All crime space theories focus on safer
places through prevention of criminal offences and are not meant for post
addressal measure. Although the earlier concepts only studied spatial factors for
prevention, the newer models are including social dimensions as key factor for
creating safe spaces. The proposed measures can be unique and custom made
31
that might be successful only for the respective area, but the methodology of
studying and analysis can be re-applied to other places.
Examples of cities demonstrating the crime prevention concepts have been

described in detail in the ‘Best Practices’ section. The summary of the section is
given in Table 2.1 below.
Table 2.1: Best Practices Summary
Case study Scale Method/ Techniques used Proposals

Area Tool
Seoul, Neighbourhood CPTED 2nd • Neighbourhood • Fitness circuit

South revitalization generation profile along crime
Korea • Vulnerable hotspots
(Gamman, audience • Created Safe
2013) identification zones in
• Fear of crime neighbourhoo
mapping d
• Community • Signage
participation installations
Saskatoon, Neighbourhood SafeGrowth • Community • Lighting
Canada revitalization model engagement – improvement
(Gregory, surveys, • Recreational
2009) interviews activities –
• Neighbourhood gardens,
data collection cinema hall
• Security
auditing
• Revision after
implementation
Youth Neighbourhood Safe • Inter-sectoral • Road
Park, communities collaboration infrastructure
China • Community improvement
(Ben M., study and risk • Safety patrol
2012) analysis • Community
education
centres
Delhi, City level Master plan • Categorisation • Nightlife
India guidelines of public realms circuits
• Activity
programming
32
(Draft • Infrastructure • City level

Master requirement cultural
Plan 2041) circuits
• Community
participative
audits
Johannesb City level Safer cities • Crime hotspot • Inner city
urg, South mapping development
Africa • Safety auditing into CBD
(Bruyn T • Focus on • Park
D., 2002) economic renovation,
growth footpath
design
guidelines.
• Car guards
near parking
areas
33
Chapter 3 Study Design
3. STUDY DESIGN
3.1. Introduction
This chapter gives details about the methodology followed by the research to
achieve the aims and objectives of the study, along with consideration to the
limitations and scope of the work. It details out the data requirement for study from
secondary (offices, organisations) and from primary sources. The tools and
softwares used for data analysis are also defined under this chapter. The steps
and data selected for the study are taken from the literature review from scholarly
articles, journals, books, etc.
3.2. Methodology
The study is designed into four stages, each completing one objective defined. The
first stage of the study starts with the first objective “To find out how urban planning
incorporates safety in public spaces.” This is achieved through detailed literature
review of scholarly articles, journals, books, etc. under similar topics.
The second stage consists of achieving the second objective “To assess crime
incidences at different public spaces in the case study sub-city”. This is done
through case study selection and secondary data collection for the selected case
study area which is the city of Navi
Mumbai. The data collected for this stage is crime data since 2000 to 2021, which
is acquired through Safecity Organisation (Red Dot Foundation). The crime data is
differentiated into four categories, these are- Robbery/Chain Snatching,
Verbal/Non-physical harassment, Physical or sexual assault, Others (uncivil
behaviour that leads to feeling of unsafety among people). Current administrative
boundaries and land use data were also collected from CIDCO (City and Industrial
Development Corporation), Maharashtra. The data analysis will be done through
Optimised Hotspot Analysis.
The third stage of the study is for achieving the third objective “To assess safety
issues in select nodes of sub-city”. For this, node selection will be done followed
by primary survey of the selected area. The indicators identified through literature
review will be studied in detail through primary data collection.
34
Lastly the final stage consists of proposals and measures to improve the safety of
public places in urban areas. This can be in the form of spatial improvements,
policy guidelines or programs. Figure 3.1 shows the flow of the methodology in
detail.
Figure 3.1: Methodology Flowchart
3.3. Data Checklist

A detailed checklist for secondary data collection is listed in Table 3.1 below. The
crime data comprises of four categories of incident type that includes three main
categories namely- Robbery/ Chain Snatching, Non- physical Harassment and
Physical Assault, along with ‘Other’ category that comprises of any incivil behaviour
leading to feeling of unsafety among people. Apart from these, the data comprises
of gender of the victim, place of occurrence, date and time.
Table 3.1: Secondary Data Checklist
City level
S.No. Data Year Source
35
1 Development plan 2012

2 Planning boundary current
3 Municipal boundary current
4 Ward boundary 2011
5 Node boundary current
6 Village boundary 2011
7 Total Population 2011 Census
8 Land use 2012 Development plan
9 Crime data 2000-2021 Safecity organisation
Node level
S.No. Data Year
1 Node boundary current CIDCO
NMMC (Navi Mumbai
2 Ward boundary 2011 Municipal Corporation)
3 Land use current CIDCO
CIDCO, OSM (Open
4 Building footprint current Street Map)
Census data- population, household,

M/F, children/working/non-working,
5 literate/illiterate 2011 Census
The detailed checklist for collection of primary data based on literature review is
given in Table 3.2 below.
Table 3.2: Primary Data Collection Parameters
Surveillance
Visibility
Openness
CCTV
Security guards/police
Image maintenance
Public toilets
Cleanliness
Dustbins
Maintenance of buildings
Lighting
Secluded/vacant land
Dilapidated/unused structures
Wall painting/graffiti
36
Activity support
Activity type - Recreational, commercial, other
Inactive/Active
Access controls
Road network
Access points from outside
Restricted entry/open entry
Social cohesion
Crowd presence
Crowd type- presence of female, children,
elderly
Mobility services
Roads
Walkways
IPT availability
PT availability
PT stops infrastructure
Territoriality
Gates
Signage
Fences/walls
3.4. Conclusion
The chapter details out the research methodology adopted to conduct the study.
The study has been divided in order to achieve the four objectives, all based upon
the aim of the research. The study has been divided into four stages, each fulfilling
one objective on its completion.
The study has been carried out to assess crime and safety in three scales- city
scale, node-scale and lastly local area level. Hotspot analysis of high crime areas,
study of crime characteristics and nodal comparison have been attempted in city
scale research study. Within the nodal level, the land use characteristics of the
crime occurrent areas have been compared with other land use areas. And lastly,
spatial parameters identified through literature review have been studied in detail
through primary reconnaissance survey. Through the study, a fear of crime map
37
has been generated using Overlay feature tool, giving equal weightage to all the
parameters studied.
The issues observed through these analyses have then been attempted to tackle
through policy recommendations and local infrastructure interventions to enhance
safety in public areas.
The chapter also briefs about the format of data collection and the types of data
collected through each mode. Data has been collected through two methods-
primary data collection and secondary data collection. Secondary data collection
has been adopted to collected crime data from SafeCity (Red Dot Foundation) and
land use data and administrative jurisdiction boundaries of the city of Navi Mumbai
from CIDCO (City and Industrial Development Corporation). Newspaper articles
from local daily newspapers have also been studied to get a better understanding
of the area and the crimes related to it. Primary data collection has been done
through on-field reconnaissance survey. The information gathered are in the form
of photo documentation and field notes, that also includes informal interviews of
locals and information gathered through transit walks.
38
Chapter 4 Case Study Area: Navi Mumbai, Maharashtra
4. CASE STUDY AREA: NAVI MUMBAI, MAHARASHTRA

4.1. Introduction
The chapter gives brief introduction of the selected city which is Navi Mumbai for
the research. It details out the location, demographic population, area, natural
features and other relevant information of the city. It explains its planning
boundaries and surrounding areas. It also describes about the development plan
and designated land uses.
The chapter also exhibits the crime scenario and crime statistics of the city of Navi
Mumbai for the past few years. The crime data for the same has been taken from
National Crime Record Bureau (NCRB), Navi Mumbai Police and newspaper
articles from local newspapers companies. It displays the nature and magnitude of
crimes occurring in the city and also the actions taken by the relevant authorities
in response to the complaints received. The chapter helps to understand the basic
characteristics of the city upon which the research will be conducted. It will also
influence the nature of the methodology to be followed to acquire data and analyse
it.
4.2. Study Area Profile

The city of Navi Mumbai is located in the coastal region in the state of Maharashtra,
India. It is a satellite city, planned in 1971 by one of the well-known city planner
Charles Correa. It was created in order to decongest the increasing migrant
population of Mumbai, ‘The City of Dreams’. It falls under Mumbai Metropolitan
Region (MMR). It is surrounded by Arabian Sea and Mumbai coast on the Western
region and Thane at the Northern region. It includes vast areas of forest, regional
parks as well as coastal regions declared as ‘No Development Zones’. The city is
designed in such a way so as to preserve the naturally gifted areas, and develop
urban built up around it for providing amenities and services to its citizens.
The city covers an area of 344 sq. km, residing a population of 11.19 lakh as per
Census 2011. The whole area is administered by two municipal corporations,
namely Navi Mumbai Municipal Corporation (NMMC) in the Northern part and
Panvel Municipal Corporation (PMC) in the Southern part. Navi Mumbai Municipal
Corporation covers 162 sq. km under its jurisdiction.
39
These areas are further divided into 13 nodes for administration as well as urban
planning. Each node has been defined as a transit node and has its own Nodal
Plan with detailed land usage. The Nodal Plans for all the nodes as well as the
Development Plan for the city has been prepared by CIDCO (City and Industrial
Development Corporation) Maharashtra Limited. Figure 4.1 represents the location
and surrounding areas of the city along with NMMC municipal area, nodal
boundaries and land usage of remaining areas. The NMMC area is the most
developed area of the city while the Southern regions continue to develop which
also includes the new airport project named NAINA (Navi Mumbai Airport Influence
Notified Area) which is based on development around upcoming project NMIA
(Navi Mumbai International Airport). MIDC (Maharashtra Industrial Development
Corporation) looks after the Industrial regions of the city. The natural geographic
features are protected from urbanisation and designated as Regional Parks in the
Development Plan. The city also has assigned land for Port activities, Wholesale
market and development of Special Economic Zone (SEZ).
40
Thane Navi Mumbai,

Maharashtra
Key Map
Mumbai
Aware
Figure 4.1: Navi Mumbai, Maharashtra, India
4.3. Crime Statistics

The crime statistics of the city of Navi Mumbai is among the top of the list in the
state of Maharashtra. As per NCRB (National Crime Records Bureau) report 2017,
the state of Maharashtra came second in reporting crimes in India, after Uttar
Pradesh. NCRB report for the year 2016 states that within the state of Maharashtra,
Navi Mumbai is ranked fifth in total number of reported crimes, first being Mumbai,
followed by Pune, Thane, and Nagpur in succession. Navi Mumbai is among the
top five cities in terms of crime rate (crimes per one lakh population), based on
NCRB report of 2016. Figure 4.2 shows the crime rate data for the year 2016 in the
41
state of Maharashtra. Data released by the state CID for the period of 2011 to 2015,
Navi Mumbai ranked fifth with 28,098 cases, with Mumbai being first with 1.8 lakh
cases of crime, Pune being second with 67,609 cases of crime, Thane being third
with 60,859 cases of crime and Nagpur being fourth with 47,143 cases of crime for
the time period.
Crime per lakh population

(2016)
500
400
300
200
100
0
Nagpur Mumbai Thane Navi Pune
Mumbai
Figure 4.2: Crime per lakh population in Maharashtra, 2016

Source: NCRB, 2016
The trend of crime rate has been observed to be increasing in the last decade.
Although the number of total cases dropped in the year 2019, due to strict lockdown
and the global pandemic of Covid-19 virus, the cases started to rise again from the
next year.
Navi Mumbai Police is responsible for handling crimes and provision of necessary
actions against them. Its jurisdiction is divided into two zones, Zone-I covering the
Navi Mumbai Municipal Corporation (NMMC) area, and Zone-II covering the
Panvel and surrounding regions. Within each zone there are ten demarcated
jurisdictions for different nodes. The Figure 4.3 shows the map of Navi Mumbai
Police jurisdiction along with zone boundaries.
42
Figure 4.3: Navi Mumbai Police Jurisdiction Map

Source: Navi Mumbai Police
Within the Zone-I jurisdiction Vashi node (539) was found to report the most crimes
in the year 2014-15. The crimes against women in terms of sexual assault such as
43
rapes and molestation are also the highest in Vashi. Nerul node (438) was second
in line after Vashi, and was followed by Koparkhaine. Nerul and Vashi reported the
most cases of chain snatching, each registering 43 and 42 cases respectively.
Breaking into houses was also found to be a concern in Vashi area due to
increasing cases.
4.4. Conclusion
Navi Mumbai city is a planned city formed at 1971 by one of the well-known town
planner Charles Correa. The city was established in order to decongest the
increasing urban population in Mumbai. It is surrounded by Mumbai and Thane. It
shares its coastal region with the Arabian Sea and cover 344 sq. km land area. As
per Census 2011, the city has a population of 11.19 lakh and is divided into 13
nodes.
The crime statistics from NCRB (National Crime Records Bureau), Navi Mumbai
Police Department, and state CID reveal that Navi Mumbai is among top 5 cities to
report crime in Maharashtra state (in 2016), in both categories- the most total
reported crimes and the most reported crimes per lakh population (crime rate).
Maharashtra secured second rank in most crimes in India during 2017. Thus, Navi
Mumbai needs attention in terms of crime prevention and safekeeping of its
citizens.
The Navi Mumbai Police Department has divided the city’s jurisdiction into Zone-I
and Zone-II. Navi Mumbai Municipal Corporation (NMMC) area is under Zone-I.
Within Zone-I, Vashi node recorded the most crimes in 2014 with Nerul after it. The
types of crimes the city experiences majorly are sexual assault against women,
chain robbery, and breaking-in houses. The city also experienced increasing crime
rates in the last decade. Although the crimes reduced during global pandemic
lockdown, it was observed to rise again in 2021. Therefore, the city needs to take
measures to curb offences against its residents, with special attention to nodes that
experience higher crimes.
44
Chapter 5 Data Analysis and Findings
5. DATA ANALYSIS AND FINDINGS

5.1. Introduction
This chapter explains the details of types of data collection for the research and
the process followed for the data collection, along with the sources of the data
collected. The data collection checklist is prepared based on the literature review
and types of analysis selected to be conducted.
The analysis has been attempted on three scales or levels. The first scale is the
city level where the whole city is considered for the analysis of crime hotspot areas.
The crime data acquired for Navi Mumbai is analysed to understand its
characteristics and pattern, like the vulnerable groups as per gender and age,
temporal nature of crime incidents and spatial analysis of different types of crime.
An inter-comparison between the nodes of the city has also been attempted. Land
usage and other urban development features have been considered for
comparison between different nodes for the research study. This analysis has been
used for selection of one node for further detail study and analysis.
The second scale for data analysis is on node level. The selected node of the city
is taken from previous analysis to further study in detail. The node is studied based
on detail plot level land usage and crime incidents in the area. The relation between
these two aspects is attempted to be studied. This analysis has been used for
selection of one area for further detail study.
The third and final scale for data analysis is on a part of the node (micro-scale).
The selected area has been taken from previous analysis. This area has been
selected for primary data collection of the physical parameters from the literature
review. The study of built-up characteristics, and its impact on the safety and its
perception among the residents and the users of the space has been studied. The
characteristics of the unsafe spaces and the issues caused by them are the main
findings as well as the outcome of the study.
5.2. Data Collection

The collection of data has been conducted in two modes- primary and secondary.
Data for the city and node scale analysis have been collected through secondary
45
sources whereas the data for micro-scale study has been acquired through primary
survey. Such method of data collection has been adopted based on the
methodology used in various best practices studied under literature review.
Secondary data collection was conducted to obtain data with reference to the city
of Navi Mumbai. The administrative boundaries, nodal boundaries, land uses as
per development plan and nodal plan have been acquired from CIDCO (City and
Industrial Development Corporation) Maharashtra, which is the organisation
responsible for town and development and planning for Navi Mumbai, and is
completely under State Government. The crime data from 2000 to 2021 has been
acquired through Safecity organisation (under Red Dot Foundation), which is a
non-profit organisation with the aim of making cities and places safer, especially
for women and children. The data has been collected over the years through
crowd-sourcing with the help of their app. Data has also been collected through
other modes such as newspaper articles, social media reviews, relevant journals,
etc. for getting a better understanding of the region and the topic.
Primary data collection has been conducted to obtain data for the micro-scale study
area. This has been done through study of selected physical and social aspects
through site surveys or visits, and photo documentation. The detailed checklist of
the selected physical parameters has been provided in the previous chapters in
Table 2.1.
5.3. City-Scale Data Analysis

The case study city of Navi Mumbai has been studied under three major aspects
that is further explained in the following sections. The major analysis is done
through Optimized Hotspot Analysis of crime incidents based on the nodes of the
city, described in detail in section 5.3.1.
5.3.1. Hotspot Analysis

Optimized hotspot analysis was done for three types of crime categories namely-
Robbery/Chain snatching, Non-physical harassment, and Physical Assault, where
the input parameter was total crime incidents and the method was aggregating
incidents in fishnet area, each unit measuring an area of 775 sq. m. Figure 5.1
shows the crime incidents in each category taken as input parameters for analysis.
46
Figure 5.2 displays the maps for each hotspot analysis. The maps clearly depict
that crime incidents are distributed unequally across the city and the hotspots differ
with respect to each crime category. Vashi node is a crime hotspot for all three
categories, whereas other nodes like Nerul, Panvel and Kharghar have some areas
with high non-physical harassment and physical assaults. The areas with urban
development for general residents or public are suffering from more crime than the
surrounding areas with other spatial characteristics such as natural bodies,
industrial, port, etc.
The overall hotspot analysis considering all crime incidents and categories is
shown in Figure 5.3. The process analysed the total crime incidents reported in
each node to give the node with most crime incidents. The map clearly displays
Vashi node as the node with most crime incidents. Nerul, Kharghar and Panvel are
also observed to be severely affected with crimes. Therefore, land usage
distribution of these four nodes have been compared to understand the node
characteristics. Figure 5.4 shows the major land usage and their distribution across
each node. It can be observed that apart from Vashi, all other three nodes are
majorly developed for residential usage, with low commercial land dedicated to
serve the neighbourhood basic needs. On the other hand, Vashi has been
developed as a commercial and residential centre with malls and a large wholesale
market called as APMC (Agricultural Produce Market Committee). Due to this
reason, the node attracts higher magnitude of outside and floating population which
can be one of the reasons for the node becoming easy targets to commit crimes.
Therefore, Vashi node has been selected as the node for further study of the
research in detail.
47
Figure 5.1: Crime Categories Map
48
Figure 5.2: Hotspot Analysis based on crime category
49
Figure 5.3: Overall Node Hotspot Analysis Map
50
Land Usage of Nodes
Panvel
Kharghar
Node
Nerul
Vashi
0 10 20 30 40 50 60 70 80
Percentage
Residential Commercial Open Space Public utility
Figure 5.4: Land Usage Distribution in Nodes

5.3.2. Study of Gender and Age Distribution of Victims
The study of demographic characteristics of the victims has been done to get a
better understanding of the occurring crimes in the city. Figure 5.5 represents the
spatial distribution of victims in the city. It can be observed that female and non-
binary population are dispersed all across the map whereas male population is
clustered towards Vashi node. Thus, there is a variation in vulnerable groups with
respect to place or node. Figure 5.6 shows the distribution of crime based on
victims and categories. It can be seen that females are the majority of victims in all
three categories. Male victims mostly suffered from robbery whereas non-binary
groups faced physical assaults. Figure 5.7 displays the age distribution of the
victims and it clearly depicts that the younger section of the society, that is the age
group between 18 to 25 are the most vulnerable group who became victim to
majority of the crime incidents. These are the student and young working section
of the society. This can also indicate that the younger strata of the society is coming
forward to raise voice against crime by informing about the incident to
stakeholders.
51
Figure 5.5: Victim Gender Map
52
Victim Gender vs Crime Distribution

100%
90%
80%
70%
60%
50%
40%
30%
20%
10%
0%
Robbery/Chain Snatching Non-physical harassment Physical Assault Other
Male Female Non-Binary Anonymous
Figure 5.6: Victim gender vs crime distribution
Age-Gender Distribution of Victim

60
50
Crime Incidents
40
30
20
10
0
18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 38 39 42 44 45 48 51 54 55 56 79 85
Age
Male Female Non-binary Anonymous
Figure 5.7: Age-Gender Distribution of Victim

5.3.3. Temporal Characteristics of Crime
The temporal nature of the crime pattern has been studied for better understanding
of the crime incidents in the city. Figure 5.8 shows the distribution of crime incidents
based on their occurrence on which hour of the day. The unequal distribution of
crime incidents can be clearly observed from the graph. The evening time between
4:00 pm to 8:00 pm is the time with most crime incidents and thus seen as most
unsafe time duration of the day. Therefore, this time interval has been taken to
conduct primary data collection in the following stages of research. The crime
pattern based on temporal nature and demographic characteristics indicate the
53
possibility that most crimes occur when student and working population return from
work/ study in the evening.
Temporality of Crime Incidents

45
40
35
Crime Incidents
30
25
20
15
10
5
0
00 01 02 03 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23
Time (Hour)
Figure 5.8: Temporality of Crime Incidents
5.4. Node-level Data Analysis

The selected node Vashi has been studied under two major aspects that is further
explained in the following sections. The major analysis is done through Optimized
Hotspot Analysis of crime incidents based on the areas within the node, described
in detail in section 5.4.2.
5.4.1. Land Use Distribution

The spatial distribution of the land use of the node has been studied though plot-
level land use details acquired from CIDCO, Maharashtra. Figure 5.9 shows the
land use spatial distribution as well as crime incidents in the node. It can be
observed that the node has been developed commercially with the Eastern region
completely dedicated to wholesale market APMC and industrial activities. This
attracts a lot of floating population in the node such as trucks for loading/unloading
vegetables, fruits, pulses and grains. The Southern region of the city is
commercially developed with malls and administrative buildings. The Western
region has residential with other public and semi spaces. The crime incident spatial
distribution indicates unequal distribution of crimes across the area. The Western
region to be clustered with repetitive crimes as compared to other regions.
54
The nature of land usage of crime occurrent areas was analysed as shown in
Figure 5.10. Majority of crime occurred in streets that had transit stops or
commercial activities. 21% of the crimes in the node occurred in transit stops and
parking areas. Thus, combining it with previous findings, it can be possible that
students and working people became victim to crime in the evening time while
returning from work or study in public transportation. Another finding to be noted is
that the crimes are falling under public land usages such as streets, transit areas,
open spaces, etc. This indicates that public spaces need attention to improve
safety.
Figure 5.9: Land Use Map of Vashi Node
55
100%
Land Use of Crime Occurent Areas 80%
2% 1% 1% 60%
3%
40%
20%
11%
0%
47%
14% 1
APMC
21% Mixed
Recreational
PSP + Residential
Streets Transit + Parking Open Space
Residential
Residential Commercial Village
Commercial
Mixed PSP
Transit
Figure 5.10: Land use of crime occurrent areas
5.4.2. Hotspot Analysis

Optimized hotspot analysis was conducted taking all crime incidents falling under
the node as input points. The method of calculation was based on aggregating the
total incidents in a fishnet area with each unit measuring 335 sq. m. Figure 5.11
shows the crime hotspot area map in which darker shaded area represents the
area with high crimes, repeating within the same locality. The area so found
consists of the presence of mostly public areas with few residential localities. Thus,
this area is selected for the study of physical characteristics of surrounding areas
that are associated with unsafe spaces in detail.
56
Figure 5.11: Crime Hotspot Areas, Vashi
5.5. Study of Spatial Characteristics

The study of the selected area has been conducted through the identified
parameter of study from the literature review with the help of primary surveys
including site visits and photo documentation. The area is located in the Western
region of Vashi node of Navi Mumbai and majorly includes Sector-9. Surrounding
areas are Sector-3, Sector-16, Sector-15, Sector-1A, and Sector-17. The area is
demarcated with arterial road named ‘Jambul Marg’ and sub-arterial road called
‘Palm Beach Road’. The major land usages of the area are residential localities,
open spaces and transit areas. Figure 5.12 displays the map showing the selected
area for primary survey observations.
57
Figure 5.12: Selected site area Map

5.5.1. Safety analysis in the study area
A fear of crime map has been generated using overlay method where the seven
CPTED parameters have been taken as input. The seven parameters are:
Surveillance, Image and maintenance, Activity Support, Access Control,
Territoriality, Social Cohesion and Mobility services. The area has been given a
58
score between zero to three, zero being the least unsafe area and three being the
most feared or unsafe area. These scores have been given for each parameter
and that has been used to generate the final overall fear of crime mapping. The
scores have been collected through taking transit walks in the site area by multiple
users of the spaces.
The map in Figure 5.13 depicts the darkest shaded areas have the highest fear of
crime and need immediate attention. The lighter shaded areas have the least fear
of crime. The map highlights park, public and semi-public area and some internal
streets as unsafe areas. These areas have high fear of crime due to being non-
active after evening. The public and semi-public areas close at 6 pm after which
these areas become completely dark and isolated. This generates fear in public to
access these areas after evening. The highlighted park shows high fear due to
being inactive that has led to it being misused by social incivilities (homeless,
beggars, drunkards). The internal streets are highlighted as they are completely
isolated with no ‘Eyes on the street’ or visible surveillance. All these factors impact
the perception of safety among public that creates unhealthy environment and
these dark spots become potential crime locations. The main transit station known
as the bus depot severely lacks in social cohesion and participation of female,
elderly and children of the society. Therefore, it has experienced several cases of
non-physical harassment against females and is deemed as high fear of crime in
the study area.
Overall, the site is a neighbourhood that is older than its surroundings, containing
ample amount of vacant and dilapidated structures. This makes a poor image of
the neighbourhood which affects the perceived fear of crime in general public.
Images in Figure 5.14 portray the condition and images of the neighbourhood,
highlighting the issues of inactive-ness and lack of eyes on the street. The area is
facing more crime in the node as it has not equipped itself with mechanisms and
techniques that surrounding areas have adopted, such as strict regulations with
respect to security guards, gating the colonies or societies, frequent patrolling of
police officers, active commercial and mixed frontage, etc.
59
Legend
MERGE LANDUSE EXP1 selection 3
Fear of Crime
Rank 1
Rank 2
Rank 3
Rank 4
Figure 5.13: Fear of crime map
60
Figure 5.14: Issues in the area
5.6. Major Findings

The study of spatial provisions and infrastructure in terms of safety helped in
understanding the nature of built environment associated with unsafe areas. These
findings are listed based on the Crime Prevention Through Environmental Design
(CPTED) parameters as follows:
1. Activity Support: The internal local streets were devoid of activity and thus
were isolated. These spaces become potential sites to commit crime when
there is no natural surveillance. Only the major roads were active with
commercial activities. The areas with public and semi-public land usage
become inactive after 6 pm in the evening. The temporal nature of such
areas makes them unsafe after evening.
61
2. Image maintenance: The site has older structures and buildings as

compared to its surrounding areas, including dilapidated and abandoned
buildings.
3. Surveillance: Natural or other surveillance is lacking in areas with inactive

spaces especially in internal roads. Public and semi-public areas also lack
in natural surveillance after evening time.
4. Access Control: The site attracts free access/no restriction to outsiders as

it is adjacent to arterial and sub-arterial road. This makes it difficult to stop
unwanted user to enter the space.
5. Territoriality: Signages installed are worn-out and too dim during night in
select areas. There is no sense of ownership or belonging in areas without
gates or fences.
6. Social Cohesion: Participation of women, children and elderly was lacking

near bus transit stops. The recreational spaces showed higher social
participation than streets and transit areas.
7. Mobility Services: Few pedestrian pathways became unusable due to

cramped and dark atmosphere due to on-street parking of heavy vehicles
and poor lighting.
The summary of the major findings of spatial characteristics of unsafe areas in

the site area in Figure 5.15 below.
62
Activity Support: The local streets were devoid of activity and isolated
Only major roads were active with commercial activities.
Image maintenance: Site has older structures and neighbourhoods than its
surrounding areas, including dilapidated and abandoned buildings.
Surveillance: Natural or other surveillance is lacking in areas with inactive spaces.
Access Control: The site attracts free access/no restriction to outsiders as it is

adjacent to arterial and sub-arterial road
Territoriality: Signages installed are worn-out and too dim during night in select areas.
Social Cohesion: Participation of women, children and elderly was lacking near transit
areas
Mobility Services: Few pedestrian pathways became unusable due to cramped and
dark due to on-street parking of heavy vehicles and poor lighting
Figure 5.15: Major Findings from primary reconnaissance survey
63
Chapter 6 Proposals and Suggestions
6. PROPOSALS AND SUGGESTIONS

6.1. Introduction
The proposals and suggestions to improve safety in urban public spaces will be of
two types. The first type is the policy recommendations that are to be applied for
the whole city of Navi Mumbai. These can be implemented through Development
Plan guidelines under Navi Mumbai Municipal Corporation (NMMC) or CIDCO (City
and Industrial Development Corporation).
The second type of proposal consists of physical infrastructure improvement in the

site area. These are local interventions for small-scale areas that will help in making
public spaces safer, more participatory and accessible throughout the day. These
can be implemented through respective Ward offices under Navi Mumbai Municipal
Corporation (NMMC), which is the government body responsible for provision and
maintenance of infrastructure in the area.
The lighting infrastructure needs to be improved in areas with dark spots identified
in the site area. The area with inactive places after 6 pm and isolated internal
streets needs better lighting provisions. This measure will ensure visibility and
better surveillance.
Promotion of mixed usage of land in vertical development has also been

suggested. This will ensure that the land is continuously active for the most part of
the day. Commercial use can be followed by public and semi-public usage, with
residential floors on the higher levels or floors.
Another suggestion to improve safety is to keep ‘eyes on the street’ through making
the dead or inactive spaces more active. For this, a proposal of creating hawkers’
zone in the inactive areas after 6 pm has been identified. The road with abutting
public and semi-public spaces is identified for this proposal. This measure will
ensure natural surveillance, encourage public participation and cohesion, along
with providing support to small businesses.
The third suggestion for improving safety is to create Safe Spots by installing CCTV
surveillance near abandoned and vacant building structures and transit stations or
64
stops. The areas where vacant dilapidated structures are present and the transit
stops or bus stops are identified for this suggestion. This measure will ensure that
such places are not misused by outsider or resident, and the users can feel safe in
the area.
Lastly, the suggestion for improving public areas is to upgrade and maintain the
overall image of the spaces. This can be achieved through wall paintings,
renovation of the buildings, signage installation, and other beautification elements.
6.2. Policy Recommendations

Policy recommendations to improve safety in public spaces have been identified
that are applicable for the whole city area. These policies will help in developing a
more inclusive active environment promoting growth of different sections of the
society, by making them feel safe and encouraging them to actively participate in
the society. The policies have been discussed in brief as follows:
1) Promoting mixed land usage in vertical development: Since the city of

Navi Mumbai has been developed in high-rise development, mixed usages
can be promoted to extend the activity period of the land or area throughout
the day. Here, commercial and public activities should be easily accessible
and must be situated at the lower levels or floors. Additional FAR should be
provided to developer in such cases. Figure 6.1 depicts an illustration of the
proposed vertical development as an example. Commercial activities are to
be kept at lower levels for easy access of public. Public and semi-public
uses such as banks, libraries, post offices should be promoted after
commercial for ease of access as well as an insulation of heavy noises and
traffic from commercial to residential floors, in order to ensure privacy of
residents.
65
Figure 6.1: Mixed-use Vertical Development

2) Lighting and Beautification of public spaces: Public spaces for
recreational, commercial such as parks, playgrounds, plazas, streets, etc.
and others should be beautified with public art installations, wall paintings
or graffiti, and maintained to create a good image milieu of the area, giving
an inviting and safe atmosphere. These places should also have well-lit
signages that are clearly visible during night, giving out details including
location map and address. Proper and effective lighting as prescribed under
URDPFI guidelines must be strictly ensured to avoid dark spots in the city.
Figure 6.2: Beautification of public areas
66
Source: (Real India, 2015), (Porteous, 2017)
3) Concession to female service providers: Females should be encouraged

to participate more in the public areas not only as a user, but also as a
service provider. Therefore, concession in fee for female shopkeepers and
hawkers, additional facilities for female workers in transportation such as
autorickshaw driver, bus driver, conductor, etc. should be provided to
encourage and empower female participation in public areas. Presence of
female service providers will also encourage other female as active users.
6.3. Local Area Interventions

Apart from policy recommendations, unique interventions adopted at the local
areas will help in tackling areas perceived as unsafe by the general public. Such
local interventions should be adopted in high crime hotspot areas to adopt grass-
root approach. The proposals suggested in this section are for the study area
selected for primary survey study of spatial characteristics located within the Vashi
node of Navi Mumbai, Maharashtra, India. The proposals and infrastructure
improvement have been discussed in detail as follows:
1) Fitness route in internal roads: A fitness route along the selected internal
isolated roads having high fear of crime due to no ‘eyes on the street’ or
natural surveillance. The roads will have fitness equipments installed along
the side walk that can be freely accessed and used by locals for gym training
and body building. Equipments such as parallel bars can be installed along
the route, inviting locals to spend time doing healthy physical activities and
provide natural surveillance in the area.
Figure 6.3: Proposed Fitness Route Section
67
Figure 6.4: Fitness Route Map

Figure 6.3 shows the illustration of the road section of the proposed fitness route
and Figure 6.4 depicts the routes selected under fitness route proposal.
68
2) Temporary Street Hawker Zone: To maintain active frontage in public and

semi-public land usages that close after 6 pm, a temporary hawker zone
has been proposed in such land uses from 6 pm to 10 pm. This will ensure
activity and natural surveillance in the area and also provide economic
opportunity to local street vendors. Figure 6.5 shows the area proposed for
street hawker zone in the study area.
Figure 6.5: Proposed Street Hawker Zone
69
3) Creating Safe Spots in the area: The areas which have high fear of crime
especially transit areas and bus stops can be installed with digital
surveillance using CCTV cameras to create safe spots around them in the
evening. A circular area of 1.5 m diameter will be illuminated in these spots
which will be under constant monitoring through CCTV cameras. These
spots can be used by any person who feels unsafe or victimised can stand
in this spot, and wait till they feel safe to move or can contact their relatives
or police for further assistance. These areas will ensure making the victim
feel safe along with demotivating crime offender from committing crime.
Figure 6.6 shows an illustration of a road section having a transit bus stop
where the proposed ‘Safe Spot’ has been installed. Figure 6.7 depicts the
locations within the site where the proposal can be implemented. This
proposal can initially be installed near transit stops, for the safety of public
transport commuters as a pilot project, and can later be expanded to other
locations in the city.
Figure 6.6: Road Section of street with Safe Spot
70
Figure 6.7: Sites identified for proposed Safe Spots

The proposals suggested here attempt to increase the feeling of safety among
residents as well as prevent crime in urban public spaces. Active participation of
public in public spaces and streets should be promoted where all sections of the
society feel included and safe, participating to the best of their abilities. Apart from
71
the proposals mentioned above, awareness among people against crime and
violence, women empowerment, teaching self defence to children and adults, and
educating the public about the sensitive topic can improve the society and its
citizens.
6.4. Conclusion
Urban safety can be improved through innovative urban planning interventions and
policy guidelines. Interventions that promote activity throughout the day, encourage
public participation as well as create a healthy and inclusive environment for equal
growth of different sections of the society help in making the public spaces safe for
all.
The study has listed several policy based suggestions for the city of Navi Mumbai,
and certain local interventions to tackle the safety issues faced in the select area
in Vashi node of the city. The solutions attempt to prevent crime through spatial
measures by enhancing activity support, image milieu and social participation in
public areas. All these measures will ensure that the areas have ‘Eyes on the street’
or natural surveillance, eradicating fear of crime among citizens and developing
inclusive growth.
Urban safety is a multi-sectoral approach. Integration of urban planning with other

stakeholders such as Police Administration, local NGOs, Local Government
bodies, Education Ministry etc. will help in ensuring urban safety by covering
multiple dimensions. The findings and suggestions of the study can be further
integrated with other stakeholders’ approach to create a multi-dimensional
approach to attain safety in urban areas.
72
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RIA P.

PLANNING INTERVENTIONS FOR MAKING SAFE

SCHOOL OF PLANNING AND ARCHITECTURE, BHOPAL

May 2022 May 2022

Under the guidance of

SCHOOL OF PLANNING AND ARCHITECTURE, BHOPAL

NEELBAD ROAD, BHAURI, BHOPAL, MADHYA PRADESH - 462030

Signature of the Student

Signature of Head of Department (Urban and Regional Planning)

I would like to express my sincere gratitude to my mentor and co-coordinator of the

I am grateful to CIDCO (City and Industrial Development Corporation), especially

I also extend my heartfelt gratitude to SafeCity (Red Dot Foundation), for

I am thankful to my family, who constantly supported and helped me in my work

हस्तक्षेप। अपिे िागररकों के भलए एक सरु क्षक्षत, समार्ेशी और सल

तीव्र वर्कास के कारण अधिक अपराि िर का सामिा करिा पडता है (यए

60% आिािी कम से कम एक िार अपराि का भशकार रही है (यूएि-हैबिटे ट, 2007)। ि

वर्चलेषण भारत, िई दिल्ली और मुिंिई के िो महािगरीय शहरों के सुरक्षा स्कोर को िशावता है ,

शहरी सुरक्षा में सुिार और समािाि की िरूरत है।

साथ-साथ अपराि और अिंतररक्ष से िुडी अर्िारणाओिं और भसद्िािंतों की तुलिा करता है िैसे कक

भौनतक (िनु ियािी ढािंिे) और सामाजिक कारकों (गनतवर्धियों) के वर्स्तत

और मूल्यािंकि ककया िाता है।

के वर्कास, िीनत भसफाररशों आदि के सिंिभव में प्रस्तार्ों का सुझार् िे ता है।

सार .................................................................................................................................................. vii

List of Figures ................................................................................................................................... ix

Figure 1.1: Sustainable Development Goals which includes urban safety

1.2. Need of Study

In India, the urban safety issue is a new and upcoming

1.3. Indian Initiatives

Figure 1.3: Indian initiatives for urban safety

1. To find out how urban planning incorporates safety in public spaces.

3. To assess safety issues in select nodes of sub-city.

4. To propose sample micro-level interventions in a select corridor to ensure

1.6. Scope and Limitations

1. Study of models and practices adopted by different cities to improve the

3. Assessment of impact on the sense of safety with various spatial aspects of

4. Proposals of urban planning strategies to improve safety in the micro-scale

5. The crime-location data is taken from year 2000 to 2021 which is

6. The study only considers 4 categories of crime: Robbery/Chain Snatching,

2. The study is limited to public spaces in urban areas.

2.2. Fear of Crime

2.3. Crime and Space Theories

Later in the 1960s-1970s, Oscar Newman, an architect as well as a city planner,

2.3.1. Crime Prevention Through Environmental Design (CPTED)

1) Territoriality- It aims at promoting a sense of ownership of a space, in order

4) Image management- It aims at making an overall image of the space that

5) Activity Support- This principle attempts to strategize the activities in the

6) Target hardening- This principle aims at decreasing the chances of

Figure 2.1: CPTED principles

1) Social Cohesion- The aim of this principle is to cultivate an environment that

2) Community Connectivity- Connecting the community and coordination

3) Community culture- This principle states that the organisation of cultural

Figure 2.2: Second generation CPTED

Thus, second-generation CPTED defines social inclusivity as an important factor

2.4. Safety Auditing

This method has been adopted in a majority of crime-space theories. It includes a

In India, there are non-government organisations are dedicated to conducting

2.5. Safety of Women in Urban Context

Street Violence against women comprises of all types of gender-based violence,

attempt to reduce assaults on women in local commutes. (Loukaitou-Sideris,

2.5.1. Safety in Transportation Environment

To address the demand, several community-based and non-profit organizations in

Women-only transport schemes

METRAC -Metropolitan Action Committee on Violence