Urban Planning Literature study of St. Marks Road, Bangalore. Includes: 1. Road Details 2. Survey Details & Analysis 3. Action Needed 4. Proposals 5. Action Made 6. Before & After Scenerio 7. Anatomy of Changes

1. URBAN DESIGN:
LITERATURE STUDY
SUBMITTED TO:
AR. MANISH TRIPATHI
AR. RICHA GUPTA
PRESENTED BY:
ANSH AGARWAL
B.ARCH (4TH YEAR)

2. ST. MARKS ROAD
BANGALORE
INDIA

3. Name: St. Marks Road
Location: Bangalore, India
Population: 8.42 million
Context: Central Business District
Right-of-way: 18–20 m (on average)
Length: Approximately 1 km
Cost: 1.15 billion INR (20 million USD)
for the first phase
Funding: Public
Traffic Flow Allowed: Partial One Way
Max. Speed: 40 km/h
ABOUT ST. MARKS ROAD:
• St.Mark's Road gets its name from the
famous St.Mark’s Cathedral which is the
oldest Anglican Church in Bangalore.
• The improvement of the St. Marks road
from its existing condition into a
planned world class road is undertaken.
• Starting from Museum Road the stretch
is one way towards Bishop Cottons
School and one way on the other side
towards Anil Kumble junction.
• This road is varying with its width from
11m to 22m.
• There are four junctions starting from
Bishop Cottons school to Shivajinagar.
• This stretch has the well-known
buildings acting as landmarks for
travelers like: Prestige Samrah, Sophias
Choice, UB Plaza, Halcyon complex, Hard
Rock Café, Koshy's restaurant, KC Das,
Joyalukas, Garden Palm Canteen and
then the Shivajinagar .
STRETCH DETAILS:

4. • The reconstruction of this one-way street
addressed several major challenges, including:
 Inadequate design and planning,
 Poor maintenance standards, and
 Inefficient utility management.
OVERVIEW:
• The project took a comprehensive, multidimensional
approach under the program PROJECT TENDER S.U.R.E. :
break once, and fix once and for all.
• This approach promotes upfront investment in quality
materials and construction to increase durability.

5. ST. MARKS ROAD,BANGALORE
PROJECT
TENDER SURE

6. • Designing the roads for
consistent travel lanes and
removal of choke points at
intersections.
• Providing clear pedestrian paths
and cyclist paths.
• Cleaning up of geometry at
intersections.
• Identifying bus stops locations
and numbers.
PROJECT OBJECTIVE:
• Retaining existing trees as far as possible
• Introducing street landscaping and new
trees
• Aligning all street furniture in a single line
• Integrating and streamlining all sub-
terrain Utility lines - power, water,
sewerage, OFC and telecom, gas, street
light wiring - such that they are easy to
maintain and future proofed against road
damage.
• Formalizing space for street vendors
• Ensuring a network of storm water
drains for rainwater overflow that will
not pool on road surface and is easy to
maintain
• Meticulous specifications and costing of
the Bill of Quantities for each road
• Draft proposal for the contractor
agreement
• PUBLIC AGENCIES
 Government of Karnataka,
 Bangalore Municipal
Corporation (BBMP),
 Bangalore Development
Authority,
 KPTCL,
 Traffic Police,
 Bangalore Metropolitan
Transport Corporation (BMTC),
 BESCOM
• NON-PROFIT ORGANIZATIONS
 Jana Urban Space,
 Janaagraha Centre for Citizenship and
Democracy
• DESIGNERS AND ENGINEERS
 Jana USP (Designer),
 NAPC (Contractor)
• Interagency coordination.
• Public participation and involvement
from the early stages of the project.
• Documentation and verification of
existing utilities as part of planning and
design process.
KEYS TO SUCCESS:INVOLVEMENTS:

7. ROAD INVENTORY

8. TRAVEL LANE:
• Travel lanes do not follow constant width along the road network or even the individual roads.
• Width of the lane does not remain constant and varies at junctions.
• This variation of lane alignment gives freedom to motorists and vehicles to maneuver at their will.
• This is a big hindrance to the 'lane discipline' which is one of the major problems we are facing in our cities.
 Minimum travel lane width:9.5m
 Maximum travel lane width:24m
 Difference between minimum and
maximum:14.5m
TRAVEL LANES

9. • The footpath on road are paved with interlocking stones,
Shabad tiles, cover slabs over drains (itself as footpath) and at
some places concreted.
• Along the road corridor section, the footpaths are damaged or
settled due to leakage of water / sewage lines etc.
• Manholes are not in same line and grade with the footpath
surface, and hence effective width of footpath is reduced at
certain locations for safe pedestrian movement.
• There are many obstructions(either electrical power box or
transformer or manholes opened up or service) on the
footpath which shortens the effective Usable pedestrian area
on the path.
• Due to increasing traffic and regular maintenance of
underground services the footpaths have vanished at places as
they are tarred for vehicular use and some places these
footpaths have overtaken the travel lanes also.
• Accessibility of these footpaths was not kept in mind while
laying them.
• Height of footpath varies on road.
• Minimum footpath width: 1.2M
• Maximum footpath width: 5.4M
• Average width: 2.2M
FOOTPATH:
UNEVEN FOOTPATHS

10. WATER SUPPLY MAINS:
• Water supply pipe lines are present on road is considered in this study.
• Water is distributed to household connections through distributary only.
• These pipe lines are laid at an average depth of 1m to 1.2m and are located below travel lane close to footpath or
underneath footpath.
• There are 'valves' through which water is left to distributary, valve man of BWSSB operate them once in a day to make
sure water reaches last mile in the network.
• According to officials of High Grounds Sub Division, VV Puram Sub Division and Johnson Market GLR .
 Ø of water pipes on LHS: 100 mm
 Flow Path: From BRV to Residency
• There are Laterals and Sewers existing in the Sewerage System.
• A lateral carries household sewage and sullage to Sewers.
• The Sewers in study area run parallel to the natural drain/nallah i.e., Bellandur major stream.
• Location of these laterals and sewers are identified through manhole covers.
• No. of Manholes: 34
• Laterals: 100MM Ø
• Sewers: 300MM Ø (These sewers are laid at 1.5m to 4m depth.)
• Path of flow is from BRV to Residency.
SEWER MAINS:

11. INTERSECTION JUNCTIONS:
• Intersections are the points of conflict for vehicles,
pedestrians and non- motorized traffic.
• This intensity of conflict depends on the type of
intersection and its number of legs and whether they are
signalized or non-signalized.
• The essence of the intersection control is to resolve these
conflicts at the intersection for the safe and efficient
movement of both vehicular traffic and pedestrians.
• For safe operation, these locations should be kept under
some level of control depending upon the traffic quantity
and behavior.
1
1
2
3
4
5
JUNCTIONS OF ST. MARKS ROAD

12. • There is no access controls used
along the road stretch.
• But at some places footpath are
guarded with guard-rails and
bollards.
• The entry and exits to private
properties are not given enough
space and slope to merge with the
travel lane on the main street.
• Hence the accesses are not
controlled.
• The road do have a few markings at
places and also signage near
important places like school and
zebra crossings etc.
• For the street architecture there are
no seating arrangements,
plantation, drinking water etc.
observed on these roads.
ACCESS CONTROL:
ACCESS CONTROL DETAILS

13. FIELD INVESTIGATION & ANALYSIS

14. TRAFFIC SURVEY:
• Traffic survey was carried out to know the number of Commercial Vehicles per day on these roads to design pavement
structure.
• Volume/Capacity ratio on all these roads exceeds 2 during peak hours.
• Especially in evenings traffic moves at very slow speed around 10kmph.
• 24-hour video from surveillance camera was obtained from Ashok Nagar Traffic Management Centre and these were
converted into spread sheets.
• In the study it is found that St. Marks carry lot of through traffic.
SURVEY DETAILS OF ST. MARKS ROAD

15. • Topographic survey was done to capture site features with total station and auto levels for capturing vertical data.
• GTS benchmark was transferred to the site by carrying out fly leveling and the benchmarks were established at site.
• Entire leveling was carried out using Great Trigonometry Survey benchmarks established by survey of India. Details of
the features around the roads are collected, for e.g
TOPOGRAPHIC SURVEY:
 Location of roadside drains, clearly identifying the type (open/close), width of drain,
including the beginning and end of drains. All water features within row i.e ponds, lakes,
streams, canals.
 Existing pavement surface, its variation in width along with all other pertinent road details
— centerline of carriageway, pavement edge, side drains, signs, signage posts etc.
 Traffic islands and their positioning also median and police chowkis, within limits of ROW.
 Positioning of bridges, culverts, flyovers and foot over bridges etc.
 Existing schools, hospitals and public buildings abutting the road.
 Electrical equipment and establishments on the ROW like transformer, poles, mast and
tower etc.
 Locating manholes, water pipelines, sewage pipes and OFC lines existing under and above
the pavement.
 Locating trees with its type and girth so that they can be preserved and similar ones can be
planted.

16. SOIL TEST:
PAVEMENT DEFLECTIONS:

17. PROPOSALS

18. KEY ELEMENTS:
• Enhanced and extended
sidewalks.
• One-way protected cycle tracks.
• Consistent travel lanes.
• Dedicated and paved bus, auto
rickshaw, and parking bays.
• Landscaped strip between the
motorized and non-motorized
paths.
• Protection and enhancement of
existing trees with pits and
guards.
• Reconfiguration of underground
utilities with the creation of
access chambers for utility lines.
PROPOSALS SECTION OF ST. MARKS ROAD

19. BEFORE AFTER

20. BEFORE AFTER

21. • Streetlights are decided based on two principles:
 VISIBILITY: to have clear vision for not only motorists but also pedestrians and non-motorized users of road.
 SAFETY: clear vision would help in preventing accidents hence make the streets or roads safer for users.
• On key corridors of St. Marks Road LED lights are proposed which are energy efficient and gives clear visibility compared to
conventional sodium vapour lamps.
• The LED's recommended will be of neutral white.
• Besides above characteristics the luminaire would also have
 Direct access to gear and electronic compartment
 Large surface area for best possible heat extraction
 Surge protection up to 10kv
 Universal mounting piece: inclination adjustment system on-site. Side- entry or vertical mounting.
STREET LIGHT:
ON-STREET PARKING:
• As recommended in Tender SURE, for parallel parking standard space required is (2.75x6)m which can be reduced to (2x4.5)m
excluding markings.
• Few slots in between is allocated for two wheeler parking, which requires (Ix2)m.
• Appropriate locations are identified in the network for auto rickshaws and buses, for idle parking.
PUBLIC TOILET:
• Portable toilets are proposed at appropriate locations on major corridors considered in this DPR.
• Access and visibility are considered along with proper connections of services like water supply and sewer connections.

22. BEFORE AFTER

23. BEFORE AFTER

24. INTERSECTION DESIGNS:
• All the junctions have their own characteristics, problems and requirements which have been understood and solved to
maximum extent.
• The details with respect to traffic signals are to be worked out and design is done to achieve discipline on lanes and safety
for all Junctions.
• Visibility: clarity in vision to have visible sharp lanes, to have visible signal posts, zebra crossings and cautionary and
mandatory signage.
• Discipline: to follow lane discipline
• Safety: provision of zebra crossings and cycle waiting areas at junctions for safe cross overs
• Pedestrian friendly: the footpath is broader at junctions to accommodate more pedestrians and fulfill their space
requirements. Provision of green spaces to control pollution.
• Aesthetics: use of materials in a clean and defined design of eight roads network and giving an appealing look of each
path so that users would love them to use.
• Services: Junctions are not only convergence point for people or motor using it over but also the services which are
running under it. These are the main point where services interchange their path and flow line which requires more
space and maintenance require accessibility, so these requirements have been considered and accommodated in the
design.
• The proposed signs and' signage is designed with preference given to mandatory signs only and not the precautionary
signs. Hence signage proposed includes: stop signs, cautionary signs, give way/ yield signs, prohibitory signs and direction
markings and also the pedestrian crossing signage wherever applicable.
• The positioning of this signage is based on the distances and standards mentioned in IRC: 93-1985. Also as per the design
the signal post would require another timing having 10 seconds extra added for cyclist to cross the road.
SIGNS & SIGHNAGE:

25. Cash Pharmacy Junction
Before TENDER SURE
Cash Pharmacy Junction
After TENDER SURE
Cash Pharmacy Junction
After TENDER SURE (LIVE)
SBI Junction
Before TENDER SURE
SBI Junction
After TENDER SURE
SBI Junction
After TENDER SURE (LIVE)

26. PARKING:
• Parking on street or off street if not managed could
generate traffic confusions and ultimately
congestions.
• To avoid illegal parking the roads are studied with
the requirement and trends followed till date so
that existing trend could be inherited in the design.
• The design of road is successful only if the trend is
followed in a manageable way.
• This means accommodating hawkers, pedestrian
shoppers, parking, easy access to public transport,
and spaces for auto rickshaw etc. without
compromising on space for regular pedestrians and
motorists and
• non-motorists.
• The design of network requires facility of parking
at regular intervals and commercial frontages to
accommodate the visitors. This if followed and
lanes for travel if bifurcated would lead to
continuous flow and obstruction free traffic.
• Hence on street parallel parking is considered.

27. EVALUATION: PROJECT TIMELINE:
ROAD MARKINGS:
• Road Marking performs an important function of guiding and controlling traffic on a urban roadway.
• The markings serve as a psychological barrier and signify the delineation of traffic path and its lateral clearance from traffic
hazards for safe movement of traffic.
• Painted road markings have the advantage of conveying the required information to the user without distracting his/her
attention from the travel lanes during poor visibility due to dust or heavy rains.
• Road markings are defined as lines, patterns, words or other devices, except signs, set into applied or attached to the
carriageway or kerbs or to objects within or adjacent to travel lane, for controlling, warning, guiding and informing the users

28. ANATOMY OF CHANGES

32. THANK YOU
SOURCE:
https://www.janausp.org/portfolio/st-marks-road/
https://globaldesigningcities.org/publication/global-street-design-guide/streets/neighborhood-streets/neighborhood-main-
streets/case-study-st-marks-rd-bangalore-india/