Requirements of each use case will be listed comprehensively, taking inputs from multiple sources. Were possible, the requirement will be specified numerically. The first source for the requirements would be IRC documents. In case requisite IRC guidelines are unavailable or insufficient, other national standards(primarily UK) are used.
5.1.1 Trees
5.1.2 Garbage bins
5.1.3 Rain water run off
5.1.1 Thoroughfare for motorized vehicles
a) 2 wheelers
b) 3 & 4 wheelers, light commercial vehicles
c) Greater than 4 wheelers, heavy commercial vehicles.
5.1.2 Thoroughfare for non-motorized vehicles
a) Pedestrians
1. Width of footpath [also called side-walk]
IRC guidelines1 stipulate that the minimum width of a footpath should not be less than 1.5m. Width should depend on pedestrian traffic, varying between 1.5m at a minimum to a maximum of 4.0m.
However, in addition to providing footpath for pedestrians, it is equally important to see that this complete width is always available throughout the road and is unobstructed. Frequently, we observe that if the footpath is not clear, either because of hawkers, parking, bus-stops etc. So part of providing a quality footpath is to provide different spatial arrangements for these.
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Electric Box and tree obstruct the footpath and make it unusable |
Where absolutely unavoidable, in presence of localized obstructions, the unobstructed width of a footpath should not be less than 1m to allow a wheelchair(815mm) to pass comfortably. Overhangs if any should be at a height greater than 3m from the footpath level.
2. Kerb Height
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A high kerb forces the car park away |
However, we find that, this height is more than the clearance of vehicle doors (~250mm). So in the case of parallel parking, it becomes inconvenient to open the passenger side door of the car. This results in the vehicle being parked at a distance from the kerb, thus using valuable road space.
Hence, it is recommended that in case there is provision for parking adjacent to the footpath, the additional kerb barrier be done away with. That is, the footpath is maintained at an elevation of 125mm with respect to the paved road, and no additional kerb is placed.
3. Access ramp or Dipped Kerbs
Footpaths need to be frequently broken for cross-roads, car parking ramps and other reasons. Usually it is observed that in such a case, the footpath is stopped abruptly. This makes it inconvenient for pedestrians and becomes impossible for the wheelchair bound to get on to the footpath. Hence a gradual gradient must be given, which should not exceed 1:9.6 Care should be taken to make it non-slip.
4. Identity maintained
Whenever the footpath is broken for certain distance, because of cross-roads, intersections, car parking ramps and others, the identity of the footpath should be maintained. This means, as far as the pedestrians are concerned, the footpath would continue in a similar form on the paved road. Thus, that part of the road is of the similar texture of the footpath. This would make it easier for pedestrians as they clearly know what area to walk on, and for the vehicle drivers would to be extra cautious as they drive on that area.
Figure on the left shows how the footpath gives up its identity for an off lane. On the right one can see how the identity of the footpath is maintained, infact enhanced even more.
5. Crossfall
The IRC guideline2 here stipulates that the crossfall should be within the range of 2.5% to 3%. If it is too flat, it is difficult to drain, whereas if it is too steep, it would get dangerous to walk on.
6, Surface quality
They should have an even, firm, well-drained surface which is non-slip in both wet and dry weather. Joints should be closed and flush to prevent small wheels, walking sticks and canes from becoming trapped.
Covers and gratings in particular should be flush with the surface, nonslip, and have no openings greater than 13mm wide6. It is preferable to avoid the use of gratings or 'slot' type drainage within pedestrian areas and at pedestrian crossing points because they can trap small wheels and canes. However, if this is not possible, then gully covers and drainage slots should be positioned as far as possible from and at right angles to the main pedestrian flow lines.
The surface color should contrast with that of the surroundings, and especially that of the road used for vehicular traffic.
7.Longitudinal gradients
For pedestrians and especially for wheelchair bound, sudden or irregular gradient changes should be avoided, with gradients kept to 1:20 or less wherever possible. Wherever this is not possible, a maximum gradient should never exceed 1:12.6
Optional
8. Markings to aid blind people
While this is highly desirable, good quality footpath which maintain 1 to 7 above should be first achieved. Then one needs to begin working on making these disabled friendly.
No IRC guidelines on this aspect are available. However, there are a number of other national standards5,6 which have detailed guidelines for these.
9. Verge and barrier
Verges or nature strips, in addition to beautifying the road, are useful to accommodate electric poles, lighting columns. In addition, they ensure proper vehicle placement and development of full carriageway capacity (IRC2). They also improve segregation between footpath and the paved road. Wherever space is available, verges with minimum of 1m width should be given.
Wherever appropriate, pedestrian guard-rails can be given (IRC1). One must be aware that it would not be beneficial to provide parallel parking where guard rails are present as one would need to park at a distance to be able to open the vehicle door. Hence, angular parking must be provided wherever parking is provided next to a guard rail.
Guard –rail helps the control and regulation of pedestrian traffic. However, if quality footpaths are not provided, pedestrians are likely to use the paved road and will be further dissuaded from using the footpath even in quality streches.
Guard-rail designs are given in IRC3
b) Bicyclists
5.1.3 Street intersections, turns and pedestrian crossings
a) 3 intersection streets
b) 4 intersection streets
c) Multi intersection streets
d) Roundabouts
e) Single turns from and into the street
f) U-turns
g) Standalone pedestrian crossings
5.1.1 Parking
a) 2 wheeler parking
b) 4 wheeler private parking
c) 3 wheeler[rickshaw],Taxi and Para-transit parking
5.1.2 Hawkers
5.1.3 Bus-stops and transit facilities
1. Location
· Conveniently located for pedestrians
o Unobstructed access to and from stop
o Preferably close to pedestrian crossing
o Should keep in mind that Q can build up beyond the stop itself and certain area should be kept free for passengers beyond the stop
· Minimizes disturbance to regular flow of traffic.
o Should not be so close to main junction so as to affect road safety or junction operation
o Should not be at the entry/exit ramp of a flyover as that creates unnecessary pile up
· Clear of parking and other street furniture
o Dissuade other vehicles from parking near bus-stop area
o Should not have street furniture which would obstruct buses or bus-passengers accessing the bus-stop
· Visibility
o Driver should get clear view of passenger
o Passengers should get clear view of approaching bus and its number/destination
· Access to other bus-stops
o Should be situated to minimize walking distance between interchange stops
o Tail to tail, on opposite sides of the road, preferably with a pedestrian crossing between them.
o Distance between bus-stops. Depending on locality, the distance should not be excessive (> 2 km) as this would burden passengers. Similarly bus-stops should not be too close (< 0.5 km) as this would slow down the bus service.
2. Information
· Bus-numbers, bus-routes and bus timings
o Critical, but not done. Bus-stops should clearly have the bus numbers that stop at their stop, their routes and destinations and timing information.
o Name of bus-stop. Should be visible from the bus as well as from a distance for pedestrians
· Maps
o A city map which indicates all the bus routes and rational behind the bus numbering
· Standardisation
o Above should be standardized, so that each bus-stop looks and feels identical. This will help quickly finding the relevant information for passengers.
3. Shelter design
· Seating arrangement
o Are there adequate seating/standing berths depending on loading at that stop
o Is the seating arrangement easy to clean and maintain, given its heavy use
o It should facilitate the Q system. If there are multiple buses accessing a stop, it should be possible for passengers to access it without disturbing the Q system
o Incoming bus and number visible from where seated
o Protection from the elements, ie sun and rain
· Box design aspects
o Should not obstruct pedestrian footpath
Design should be such or placed such that the footpath is not obstructed/reduced or minimally altered
o Entry/Exit should be facilitated
Passengers entering the bus and those alighting from the bus should not conflict, with smooth movement of both
o Prevent spillover to road
We observe that passengers tend to spill over to the road and wait on the road. This results in the bus stopping away from the stop, further inconveniencing passengers in the stop. In addition, this takes a higher portion of the road, also makes it unsafe for the passengers. Design should take this aspect into account, and see if a barrier for spilling over into the road can be incorporated.
o Height of kerb
While getting into the bus, if the kerb is at a height, this will facilitate entry to the bus. Also it will give a distinct flavour to the bus-stop. However, it will be effective only if the bus stops sufficiently close to the kerb
· External aspects
o Lighting
Well-lit bus stops are important for security purposes and identifying bus-stop
o Bus-stop signage and flag
· Identifying bus-stop from a distance.
Enable bus to stop close (< 6”)
Markings on the road to help driver identify and stop close to the bus-stop
o Cleanliness
Bus-stop and surroundings should be kept clean. A litter-bin to be placed if required.
4. Driver training
All the above would not have the necessary impact if it is not supported by extensive driver training. Among the points the training should cover is
· Importance of stopping at bus-stops
Ensure that drivers stop only at bus-stops and not at junctions or mid-road to pick up passengers
· How to approach bus-stops
Important that the bus approaches the stop slowly and stops very close to the bus-stop such that the door aligns with the passenger entry.
· Minimize time spent at bus-stop
Quick but safe entry and exit of passengers. The time saved at a bus-stop means less pile up of people and traffic, faster average speeds of the bus, thus lower travel times for passengers. If it could be calculated, there would be a significant economic value to lowering stoppage times.
5.1.4 Streetlights
5.1.1 Electricity
5.1.2 Water
5.1.3 Sewerage
5.1.4 Telephone cables
5.1.5 Internet cables
5.1.6 Cable TV
5.1.7 Others