Inter-city & Intra-city

Circulation

Submitted By:
Anjali – 2K6/ARCH/606
Natasha – 2K6/ARCH/617
Rajat – 2K6/ARCH/624
 Circulation
• The function of a city's circulation system is to provide for the movement of people
and goods. It ranges from the movement of an individual on foot to the daily hordes
of commuters entering and leaving the city from distant points.

• It comprehends automobiles, buses, trucks, and railroads on the surface,

underground and overhead ships and airplanes. It is the series of routes traversed
for a variety of purposes work, entertainment, shopping, transport of raw materials
and manufactured products, education, relaxation, affairs of state, and law
enforcement. The mixture of these demands for transport, and the vehicles to
serve them, compounds the equation for the system.

• It embraces walkways, service lanes, major streets, highways, freeways, the

rights-of way for rail lines, and airway routes.

• Since one-third of the land in the urban community is devoted to the road system,
it forms an important component in the functioning of the city.
A Place to Walk :
The amazing attachment which man has for the wheel of his car results in the
automobile being used for a trip to the corner grocery only two blocks from home.
This has impelled the subdivider of lots for sale to assume that streets must go in
all directions, for he was never quite sure on which corner the stores might be built.
With some reasonable planning preceding the subdivision of land today, the street
system may be simplified and restoration of the walking habit has some prospects
for fulfillment. Internal walks through the sites of large-scale housing developments
provide safe and pleasant circulation to the various community facilities.

The most economical, convenient, and maneuverable means of movement is

locomotion on foot.
The Right-of-Way.:

Since one-third of the land in the urban community is devoted to the road system, it is pertinent to
observe how this land came into public ownership.

In early times travel over the safest and most easily traversed routes created "public" roadways
through usage. Since the basic ownership of all land was the sovereign right of the state, it
was normal for the ruler to designate "post" roads and highways to assure protection for
channels of communication between communities.

When ownership was granted to individuals, the head of the state provided for a means of access
to property, although some passageways remained toll roads until a very late date. In cities the
subdivision of land into individual parcels was regulated by decree to maintain certain open
spaces for travel and safety against fire.

This practice is reflected in modern subdivision design whereby the state, in granting the right to
individuals to subdivide land, requires that the roadways which give access to property be
dedicated to public use. Streets thus dedicated to public use and accepted by the city for
maintenance may either remain as public easements for such time as they are required as
streets or they may be deeded to the city in "fee simple."
The Regional System:

Following old Indian trails, the winding, twisting, meandering routes between communities
became the post roads, the plank roads, and the high roads. These were the trade routes
between centers of population and between the rural areas where products were grown
and the towns where they were marketed.

Like the roads in the center of the early city, they followed the easy why irrespective
of property boundaries. As property ownership was formalized the roads served as
dividing lines. They represented access to property and a way to and from markets.
Most of the important regional links follow, to some extent, these original lines.

With the expansion of communities, many of these primitive roadways have been lost in the
maze of internal growth* They left their mark, however, as the basis for orientation of other
streets and highways, parallel and perpendicular to these original spinal lines.

With the expansion and congestion of cities, the intercommunity roads collapsed under the
impact of traffic loads.
The Traffic Lane:
Traffic hazards arise from excessive speed, but they may be due also to deficiencies
in the design of roadways. Separations between traffic traveling in opposite
directions and the elimination of intersections are essential. The provision of off-
street parking so curb parking may be prohibited is necessary; only one disabled
car can reduce a three-lane roadway to a two-lane street and add the hazard of
rapid accumulation of vehicles at this bottleneck.

Given the free flow of traffic which these improvements offer, the effectiveness of the
motor car depends upon the shape of the roadway over which it travels.

Traffic lanes vary from 8 to 15 feet and this variation is not a fault until it occurs within
the same line of travel. The local street may have a width of 10 feet and the
through-traffic artery may be 12 feet, but the width should be constant for each.
Local streets serving residential areas are customarily designed for a lane of 10
feet, being 4 feet wider than the standard automobile and none too great a
separation between two moving vehicles passing at a rate of 25 miles per hour.
Street Design:
The gridiron street plan formed a pattern of rectangular blocks divided into rectangular
lots which were usually very narrow to conserve on utility lines and very deep to
conserve on streets. The curvilinear design was then devised to give some
semblance of "character" to the subdivision, or subdue the deadly monotony of
parallel streets stretching to infinity.

The alternative soon developed into a curved grid, a series of parallel curved streets,
with no more living amenities than the rectangular grid provided. The more
exaggerated of the "designs" assumed the form of a violently swirling street system
in which orientation was completely obscured.

It is customary to maintain the narrowest practicable width for local residential streets
which serve only the abutting properly. When parking is desired on each side of the
street, the right-of-way is between 54 and 64 feet wide, with a pavement width of 36
feet. The paved surface may be as narrow as 30 feet, but this suggests parking on
one side only since the traffic lanes should not be less than 9 feet wide.
 Circulation – Element of Urban
Design
• Circulation refers to movement which may be
to and fro in an urban landscape.
Traffic safety:
Conditions such as narrow streets, an incomplete street network, and
poor sight distances at some intersections may contribute to traffic safety
hazards unless mitigated by street improvements, traffic engineering
activities, and traffic law enforcement.

Parking:
Parking
An inadequate parking near Main Street hinder business activity and in
the future unless improvements are implemented these contribute to
congestion, safety problems, and frustration.

Street Capacity and Service:

As the city grows, increased traffic on the street system will follow. So
there is a need to balance growth and accommodate traffic and widen the
roads and increase the frequency of inter-state and intra-city
transportation services.
Non-motorized Transportation:
Transportation
The city needs to provide a safe transportation system for
pedestrians and bicyclists, which shall include the upgrading of
existing curbs and sidewalks.

Public Transportation:
Public transportation should be increased as growth occurs
and demand increases.

Aesthetics:
Attention should be given as to how the roadways, streets and
pedestrian ways contribute to the overall fabric of the city.
 Street Design
GRID IRON-
The gridiron street plan is formed by a pattern of rectangular
blocks divided into rectangular lots .
CURVILINEAR -
The curvilinear design was then devised to give some semblance
of "character" to the subdivision, or subdue the deadly monotony
of parallel streets stretching to infinity. The alternative soon
developed into a curved grid, a series of parallel curved streets.

When parking is desired on each side of the street - 54 and 64 feet

wide, with a pavement width of 36 feet.

The paved surface may be as narrow as 30 feet, but this suggests

parking on one side only since the traffic lanes should not be less
than 9 feet wide.
TYPES OF STREET
TYPES OF STREET
INTERCHANGES OF HIGHWAYS
INTERCHANGES
OF HIGHWAYS
Road Intersections
& Walkways

 Each intersection should

include a designated
crosswalk area to enable
comfortable and safe
pedestrian crossing.
Crosswalks should be at
least 2m in width.
 Pedestrian crossings
should be marked and
should have proper
signage.
Parking lot Walkways

 Parking areas should

incorporate pedestrian
walkways to enable safe
and direct movement to
building entrances.

 Pedestrian crossings
should be marked and
should have proper signage.
Transit & Transport

 Bus stops should be

located in close proximity to
activity nodes, such as
commercial retail areas.
 These should include
shelters for weather
protection.
Residential Street
Interconnectivity

 Streets should be
interconnected to provide
options for direct access to
adjoining areas. Cul-de-sacs &
dead-end streets should not be
permitted except where no
practical alternatives are
available.
 Blocks greater than 250m in
length should include a mid block
pedestrian link .
Mixed – Use Main Streets

 Commercial street
sidewalks should be at least
2.0m wide, but 3.0m is
preferred.
 The curb edge may be
constructed of a different
material to identify the limits
of sidewalk for visually
impaired pedestrians.
 Side lanes for two-wheelers
should be at least 1.5m in
width.
Major Roads

 Landscaped boulevards
should be ~2.5m wide.
 Trees should be planted
generally every 6~9m & low
level plantings such as
flower beds, shrubs must be
included.
Neighbourhood Streets

 Alternative streets are

suitable for local residential
streets, or to connect existing
residential neighbourhoods.
 These roads reduce vehicular
accidents, & increase
neighbourhood safety & also
facilitate access by emergency
vehicles.
Street Trees

 These should be planted

to provide visual & natural
connection to existing open
spaces, parks, & community
assets.
 These should planted
every 6~9m.
Bicycle & Trail Connections

 Neighbourhoods should
have strong physical
connections & links into
parks & other open spaces.
 Streets located adjacent
to open space, pedestrian &
bicycle crossings should be
clearly designated for
safety.
Transit & Transport

 Bus stops should be

located in close proximity to
activity nodes, such as
commercial retail areas.
 These should include
shelters for weather
protection.
Circulation in some Indian
cities
 Master Plan of Chandigarh
• The city roads have been divided into 7
V’s which cater to the road traffic. The
road network is as follows:-
 V1 – It brings the traffic from outside the
city the city. It is known as ARTERIAL
INTER-STATE ROADS.
 V2 – Two arteries of the city MADHYA
MARG AND JAN MARG.
 V3 – They are the SECTOR DEFINERS
and bind the city on four sides.
 V4 – This runs through the shopping
center in each sector and runs across to
connect V3 on both sides.
 V5 – It is the loop road going round in
the interior of the sector.
 V6 – This is the access lane to the
houses.
 V7 & V8 – Meandering through the green
spaces they are the pedestrian paths,
cycle tracks throughout the city.

The 7 V’s were established 10 years ago at the request of UNESCO to try to
constitute and eventual acceptable proposition of urbanisms for general world
applications.
 Jaipur
• The city was planned according to
Indian Vastu Shastra (Vedic Planning
for the comfort and prosperity of the
citizens). The directions of each
street and market are East to West
and North to South.
• The town of Jaipur is built in the form
of a eight-part Mandala known as the
'Pithapada'. Nine signifies the nine
planets of the ancient astrological 
zodiac. It is also known that Sawai Jai
Singh II was a great astronomer and
a town planner, and hence the
'Pithapada'. Also, the commercial
shops are designed in multiples of
nine (27), having one cross street for
a planet.
THE END