Planning Patna's Urban Green Corridor

URP 645 - PLANNING STUDIO-III
DETAILED PROJECT REPORT Lovely school of Architecture & Planning
Lovely Professional University
M.Plan (2018-20)
Section – A 1816
PLANNING OF URBAN GREEN CORRIDOR, ASHIANA-DIGHA ROAD,
PATNA
M. Plan (Urban Planning) (IV-Semester)
(Session 2019-2020)
Submitted By:-
ISHA KIRTI
(1180754)
Dissertation Supervisor-
Ms. Aasna Arora
Lovely School of Architecture and Planning,

M.Plan (2018-20)
Section – A 1816URP 630 THESIS
PLANNING OF URBAN GREEN CORRIDOR
IntroductionIntroduction To Exercise
Aim To develop Ashiana-Digha Road as a urban green corridor.
Objective
To develop strategies for the corridor systems.
Need
This thesis exercise is about the developing of Urban Green Corridor in Patna, Bihar. Urban Green
Corridor aims to bridging of habitat populations that have been split by human development such as
a road, settlement or other human activity. A green corridor in an urban area could provide an
attractive breathing space for local residents and be more acceptable to them.
To identify the issues and challenges in the stretch of Ashiana- Digha Road.
To prepare green road design concept and beautification plan for enhancing
transportation and landscaping.
The stretch falls under Sub Arterial Road according to Patna Master Plan 2031
and having different Right of Way maximum of 26m and minimum of 7m.
Carriageway is occupied at the margins by vendors, unauthorized structures and
parking of vehicles. The road gets blocked by the Vehicular Traffic due to major
festivals like Durga Puja and Chathh Puja.
There is growing vehicular pollution which is a cause of great concern, changing air
quality and noise levels.
According to City Development Plan (2010-30), The road provides North-South Connectivity
(NH30) which provides entrance towards the main city area.
As the area is nearby to Ganga River (0.67 Km), in the month of June- September flood often
happens every area and Water logging is the main issue.
According to Patna Master Plan 2031, the area is commercializing day by day due to the
presence of main market of Patna i.e. Raja Bazaar, increased number of encroachment at
Ramnagri More which falls under the stretch and no pedestrian pathways is present which
caused reduced road width and leads to increases in the volume capacity ratio causing congestion
issues.
Carriageway 7m
ROW 7m
Median 1m
Carriageway 12m Carriageway 12m
ROW 25m
Year Month AQI (PM 2.5) Month AQI (PM 2.5)
2019
Jan 200~300 Sept 100~125
Feb 200~300 Oct 200~300
Mar 150~175 Nov 200~300
Apr 125~150 Dec 300~400
May 125~150
Jun 125~150
Jul 100~125
Aug 100~125
0~50 Good
51~100 Moderate
101~150 Unhealthy for Sensitive Groups
151~200 Unhealthy
201~300 Very Unhealthy
300+ Hazardous
Source- IGSC Planetarium Complex, Patna
Month Jan Feb Mar Apr May Jun Jul Aug Sept Oct Nov Dec
Average
Rainfall
(in mm)
12.2 14.1 9.4 10.8 38.1 142.5 381.2 281.6 229.3 78.6 8.7 7.1
Source- Doppler Weather Radar, India Meteorological Department, Patna
Road Name Max PCU/hr PCU/12 hour Right of way Carriage
way
Capacity (PCU)
Ashiana-
Digha Road
953 11434 10.3 3.8 869
Source- Traffic volume survey-2006, Patna Master Plan 2031
Scope To have literature studies on different guidelines, policies and case
studies.
To have physical surveys for land use, landscape, traffic volume survey, road
inventory and parking studies.
Limitations
Table 1- Air Quality Index of Patna
Table 2- Average Rainfall of Patna
Table 3- Peak Hour Traffic Volume With Capacity Of Road
Considered morning peak hour from 9 AM to 11AM and evening peak hour is between 5 PM to
7 PM
Structural and Detailed engineering work in transportation.
Finance involved.
Working only on limited road stretch length of 5.19 Km.

M.Plan (2018-20)
Section – A 1816
Definitions
➢ According to Cali, Colombia World Bank Report, The Green Corridor will include a network of
electric light rail, high-quality public spaces and cycle paths. The corridor aims to improve access
to economic opportunities for the population (especially low income groups) and reduce emissions
from transportation.
➢ According to Huaiyin Institute of Technology, China, Green corridor is a design concept of road
engineering design, in order to harmonize the human, motor vehicle, road and their surrounding
environments, which is a comprehensive design concept of moderation, coordination and
mutualism.
➢ According to Manchester City Council, Green corridors are linear routes with a primary purpose
of providing opportunities for walking, cycling whether for leisure purposes or travel. Green
corridors can be particularly valuable in cities, creating links with local residents.
Components of Urban Green Corridor
Road Design
Landscape
Pedestrian
Pathways
Parking Space
Traffic Signs, Signages and Signal
Fig 1- Urban Green Corridor
1.Road Network and Design
The basic objectives in design are to optimize
efficiency and safety while minimizing cost
and environmental damage. Road cross section
design includes carriageway design, median,
number of lanes, design speed, gradients, bus
shelter.
6. Landscape
A landscape includes the physical elements of
geophysical defined landforms such as rivers,
lakes, ponds indigenous vegetation, human
elements including different forms of land
use, buildings, and structures, and transitory
elements such as lighting and weather
conditions.
4. Parking Space
A parking space is a location that is designated
for parking, either paved or unpaved. The space
may be delineated by road surface markings.
The automobile fits inside the space, either by
parallel parking, perpendicular parking or
angled parking.
5. Traffic Sign, Signages and Signals
Street Lights
Bus Shelters
Non Motorized
Transport
2. Non Motorized Transport
Traffic lights, also known as traffic signals,
are signaling devices positioned at road
intersections, pedestrian crossings, and other
locations to control flows of traffic. Traffic
signs give information about the road
conditions ahead, provide instructions to be
followed at the major crossroads or junctions,
warn or guide drivers, and ensure proper
functioning of road traffic.
Theoretical Framework
NMT is often a key element of successfully
encouraging clean urban transport. It includes
1.walking, 2.cycling, and 3.cycle rickshaw.
NMT is a highly cost-effective transportation
strategy and brings about large health,
economic and social co-benefits, particularly
for the urban poor.
URP 630 THESIS
3. Accident
A road accident refers to any accident involving
at least one road vehicle, occurring on a road
open to public circulation, and in which at least
one person is injured or killed. Different factors
contribute in Accidents are Drivers: Over-
speeding, rash driving, violation of rules, failure
to understand signs and fatigue. Pedestrian:
Carelessness, illiteracy, crossing at wrong places
moving on carriageway.

M.Plan (2018-20)
Section – A 1816
Source- The Indian Roads Congress Standard (IRC) code for urban roads, IRC 86-1983, The
Geometric Guidelines for Urban Roads in Plains, focuses on the safe and economic operation
of the vehicle.
Sub Arterial Roads
This category of road follows all the functions of an Arterial
Urban road and are characterized by mobility, and cater to
through traffic with restricted access from carriageway to the
side. It carries same traffic volumes as the arterial roads.
Due to its overlapping nature, Sub arterial roads can act as
arterials. This is context specific and is based on the function
and the land use development it passes through and caters to a
speed limit of 50 km/h(same as arterial roads ) .The ROW of
this category of roads varies from 30-50 m. Fig. 1-Schematic Sketch of traffic
• Lighting
➢ To minimize the effect of glare and to provide the most economical lighting installation,
luminaires are mounted at heights of at least 9 m [30 ft].
➢ High mast lighting, special luminaires on masts of 30 m [100 ft], is used to light large highway
areas such as interchanges and rest areas.
Table 5- Required illumination levels for different types of roads
Particulars Illumination Level
Roads 30 lux
Pedestrian crossings 50 lux
Residential street lighting 1 -10 lux
Cycle track 20 lux
Design Components- Cross Sections
• Carriageway
➢ Horizontal clearance- For urban arterials, sub arterials , collectors, and local streets where curbs
are utilized, space for clear zones is generally restricted. A minimum offset distance of 500 mm
[18 in] should be provided beyond the face of the curb, with wider offsets
Table 4- Design Speed And Carriageway Width
Criteria Sub Arterial Roads
Design Speed 50 km/h
ROW 30m – 50m
Horizontal curve 30m or more
Gradient 2%
Number of lanes Minimum 4 lanes divided(using a raised median)
Minimum Width for car lane 3.0 to 3.5m width each
Minimum Width for bus lane 3.5m -(segregated ) or painted lane
• Infrastructure For Non Motorized Vehicles
Cycle infrastructure width requirements are based on vehicle dimensions, volume and clearance
requirements of moving vehicles (cycle rickshaw, freight rickshaw).
Non Motorized Vehicle Segregated Cycle Track
Location Between Carriageway or street parking and
footpath on either edge of the carriageway
Gradient 1:12 – 1:20
Lane width 2.2 to 5.0m
Minimum Width 2.0 for a two lane cycle track and 1.7m for a
common cycle track and footpath
Table 3- Infrastructure for NMV
• Pedestrian Paths
Paths should be shaded and space for facilities such as service providers (hawkers), benches,
street light poles etc., should be provided outside the pedestrian path, the edge of which needs to
be clearly defined. The spacing of such facilities should be between 18 to 360m.
URP 630 THESIS
Gradient 1:20
Lane width 1.7 (including curbs) to 5m each. (including
curbs )
Effective capacity as per LOS C in
persons per/min counted
Effective width of footpath
(m)
Over 15 1.5
23-50 2.5
58-83 3.5
81-116 5.0
Table 4- Pedestrian Paths

M.Plan (2018-20)
Section – A 1816
• Median
The divider between the two way traffic lane is called median. In urban areas medians are often
used as a pedestrian refuge. Pedestrians can use medians as narrow as 1.2 m but the preferable
width is 2m where space permits.
• Service Lanes
Service lanes provided on the left of bicycle tracks/lanes help in reducing the number of motorized
vehicle conflicts on the bicycle infrastructure. Minor vehicular access to properties, and minor
roads is channelized through service lanes reducing the number of punctures on bicycle facility to
the bare minimum required for accessing this lane. These are generally spaces at an interval of
200m or more. Most urban roads require provision of parking facilities which can be conveniently
integrated with service lanes eliminating conflicts between parked vehicles and bicycle lanes.
• Parking
Parking Area No parking on main carriageway. Service lanes
to be used for parking.
Any other conditions Parking may be provided on any one or both
sides of the carriageway as per available space.
As arterial roads also serve the flow function, it
is desirable that parking be limited to dedicated
service lanes. Though some conditions may
require provision of on street service/emergency
parking as well parking for para transit modes,
which may be located between carriageway
and bicycle track on each side. This provision
should not be continuous for distances longer
than 40m .
Table 6- Parking Conditions
• Bus Shelters
➢ A minimum distance of 500 m is recommended between the bus shelters. Shorter distance
maybe required for specific locations like schools or offices.
➢ The distance between the bus stops should not exceed more than 1 km because access distance
for bus commuters exceeds 500 m.
• Traffic Signal
➢ Green signal – traffic except pedestrians may cautiously enter the intersection to
make movement indicated by GREEN ARROWS.
➢ Steady Amber Signal – warn that green movement is being terminated or red
indication will be immediately exhibited.
➢ Steady Red Signal – traffic shall stop at a clearly marked stop line.
Fig. 2-
Traffic
Signal
➢ Pedestrian Signal-
o Steady Green- Proceed across roadway on the cross-walk.
o Flashing Red- Pedestrians already on the carriageway shall quickly proceed to
nearest refuge island or footpath and those on footpath or island shall not enter
the roadway.
o Steady Red- Pedestrians shall not enter roadway.
Fig. 3-
Pedestrian
Signal
➢ Bus stops must be located where it is safe and convenient for bus commuters to reach the bus
stop.
➢ Bus stops locations must minimize the delays faced by commuters (pedestrians) and motorized
traffic at junctions.
➢ Bus stop platform design should minimize boarding and alighting time.
➢ Location & number of signal faces
o Minimum of two signal faces for through traffic shall be provided.
o One of them shall be erected on near side of intersection (primary) & other on far side
(secondary).
o If visibility is obstructed, a suitable sign, supplemented by a flashing amber shall be erected in
advance to warn driver about approaching traffic.
o At least one signal face over the travelled roadway for each approach.
o Supports for post-mounted signal heads at the side of street with kerbs shall have a horizontal
clearance of not less than 60 cm.
URP 630 THESIS

M.Plan (2018-20)
Section – A 1816
• Traffic Signages
Signage is a comprehensive system of Regulatory, Informatory and Warning messages
corresponding to the information for all road user groups.
Required viewing Distance(m) Maximum Size of Symbol(mm)
0.7 60 x 60
7.18 110 x 110
18+ Min. 200 x 200 Max. 450 x 450
Table 7- Height of Symbol of access for varying viewing distances
➢ Regulatory Signages
To inform road users of traffic laws. These include signs such as, STOP,
YIELD, SPEED LIMIT, etc. Shape & color: The signs shall be in
shape of a circle, with a red (retro-reflective) border and a white
background.
➢ Warning Signages
To alert the road users of unexpected conditions. These include
pedestrian crossing, ‘T’ or ‘Y’ intersection, etc. Shape & color: The
signs shall be in shape of an equilateral triangle, with apex pointing
upwards. It has a red (retro reflective) border and white background.
The symbol will be black. To give emphasis to pedestrians and
cyclists certain symbols have yellow background.
Theoretical Framework➢ Height of signal face
o Bottom of signal face shall be 2.5m above footpath or crown of the roadway.
o For signals suspended over a roadway, height shall be 5.5m above crown.
o Maximum height of bottom of post-mounted signal face shall not exceed 4.6m & in case of
over-head signal face, it shall not exceed 5.8m
➢ Informatory Signages
To inform the road users of routes, important destinations, cities, etc.
Shape & color: The signs shall be in shape of square or rectangle with a
blue background and white legend, symbols and border or white
background and black legend, symbols and border.
Landscaping and Tree Plantation
Sensitive Noise Receptors Water Logging Area
All along the sub arterial roads have certain
sensitive receptors for noise should be identified,
Schools, residential colonies and Hospitals.
Special treatment should be given to all these
sites in terms of landscaping and planting.
If the surrounding area has standing water on
both sides of the road, it may not be possible to
treat land in the usual way. In such cases, aquatic
plants like water lilies, lotus, etc., should be
introduced to make the area beautiful.
• At these sites the first row should be of tall shrub
of 1.5-3 m height with dense foliage for the
purpose of maximum possible screening effect.
• The intermediate rows may have flowering trees
like Amaltas, Gulmohar, Kachnar etc. As far as
possible, three rows of plantation may be planted
for reducing the noise levels.
Planting of such sites after proper drainage
is now a common practice. T. Arjuna,
Jamun and Eucalyptus are usually
recommended for waterlogged areas.
Bamboos can also be planted in such areas.
Table 8- Trees and Shrubs suitable for Sensitive Areas and Water Logging Area
• Improving Landscape Of Existing Roads
Distance from preceding rows 3.0 m
Spacing between plant to plant 8-12 m (6 m if high mortality expected)
Size of the pits 60x60x60 cm
No. of plants per km 84 (167 at 6 m spacing)
Height of the saplings at the time of planting More than 2 m
Survival percentage of plantation 90% after replacement of casualties in first two
years. 80% afterwards
Table 8- Placing and Size for Landscape
Table 9- Trees and Shrubs suitable for Indo Gangatic Plains (Bihar)
Botanical Name Common Name
Albizzia proeera Safed Siris
Dalbergia sissoo Sheesham
Ficus sp Peepal, Bagad, Pakur, etc
Gravellea robusta Silver Oak
Polyalthea longifolia Ashok
Syzigium cumini Jamoon
Terminalia arjuna Arjun
Mengifera indica Desi Mango
Shrubs
Bougainvellia Garden glory
Nerium oleanider Kaner
Thevetia nerifolia Yellow Kaner
➢ By properly regulating the advertisement boards and improving the illumination, the road may
be made more pleasant to the traveler.
➢ Near market places and congested areas, the trees known for behaving as 'pollution sink' are
proposed. Though, trees in general absorb the pollutants, filter the air from pollutants, and act as
noise barrier, but some trees like Neem (Azadirachta Indica), Mango (Mangifera Indica),
Shisham (Dalbergia Sisso), Imli (Tamarindus Indica), Karanj (Pongamia sp.), and some
flowering trees like Amaltas, Gulmohar, Kachnar etc. can do it in a better way.
URP 630 THESIS

M.Plan (2018-20)
Section – A 1816
Theoretical FrameworkGreen Highways Policy 2015
To develop eco friendly roads with participation of the community, farmers, NGOs, private sector,
institutions, government agencies and the Forest Department for economic growth and development
in a sustainable manner.
• Objectives
• To evolve a policy framework for plantation.
• To reduce the impact of air pollution and dust as trees and shrubs are known to be natural sink
for air pollutants.
• To provide much needed shade on glaring hot roads during summer.
• To reduce the impact of ever increasing noise pollution caused due to increase in number of
vehicles.
• To prevent glare from the headlight of incoming vehicles.
• To moderate the effect of wind and incoming radiation.
➢ The entire road network is to be divided into two categories based on the legal status of the
existing road-side plantations.
➢ MoRTH/NHAI has authorized, IHMCL a company promoted by NHAI, for empanelment of
Plantation Agencies.
➢ The plantation scheme has been broadly classified into two categories which are as follows :-
(i) Tree planting along the Road Turfing with grasses and shrub/ herb.
(ii) Planting on medians/special landscapes/embankment slopes.
➢ A study on the local flora and vegetative cover native to these sections will be carried out as part
of the field surveys to enable a choice of the suitable species for particular section.
➢ Region-wise specific choices will be made with the help of local experts from the Forest
department and Horticulture department.
➢ For successful implementation of plantation in an ecofriendly manner throughout the country,
development of green belts along the highways will be done through outsourcing of Plantation
work to expert and experienced agencies/ organizations. The Nodal Agency will appoint
empanelled agencies for plantation work. The successful agency shall follow the model TOR,
IRC SP 21-2009 conditions for plantation and maintenance.
Source- Ministry of Road Transport and
Highways
Non Motorized Transport Policy 2014
The policy aims to arrest the current decline in walking and cycling in the city by creating safe and
pleasant network of footpaths, cycle tracks, greenways and other NMT facilities.
• For streets where the right-of-way (ROW) is 12 m or less and that do not require access for
public transport vehicles, Authorities will employ shared space designs ensuring that vehicle
speeds are slow enough for the safe intermingling of vehicles and pedestrians (approximately
15 km/hr).
• Footpaths, crossings and other elements of the pedestrian environment are accessible to all users,
in compliance with the draft National Building Code/BIS Indian Accessibility Standards
(2009).
• Multiuse islands for NMT amenities such as trees, public seating, street vending, and cycle
parking.
• At locations with either high motor vehicle speeds or heavy pedestrian volumes, such crossings
will be elevated to the height of the adjacent footpath with ramps for motorized vehicles to
mount the crosswalk. The slope for ramp should be at least 1:4 to adequately slow traffic
speeds
• Medians with at least 1 m clear width that are mountable by pedestrians on all streets with
carriageway widths of over 5.5 m per direction.
• Prohibit pedestrian cul-de-sacs. The pedestrian network that, when combined with the street
network, ensures that pedestrians have access to the shortest path for all journeys.
• Bus shelters at key destinations or at frequent intervals. Bus stops will be located in the
furniture zone or on bulb-outs in the parking lane, leaving clear space for pedestrian
movement behind and allowing bus passengers to board without waiting and/or stepping
into the carriageway.
• The placement of street lighting with other user amenities (especially advertising panels and
utility boxes) to maintain a 2m clear width path of travel to not obstruct through movement
of pedestrians and cyclists, and avoid unnecessary clutter.
URP 630 THESIS
Source- Institute of Transport and
Development Policy

M.Plan (2018-20)
Section – A 1816
Case Studies
New Delhi Mumbai Barcelona, Spain Welwyn, UK
Length of
Stretch
12.5 Km, South Delhi Santa Cruz – Chembur Link Road: 6.5 km,
Maximum width along entire stretch 25m
1.2km long, The Rambla 26 Km, From Highgate to Hatfield
Concept • Socially interactive environment with
vibrancy of activities
• Reduction in transport network
• Sustainable development
• Reduction in CO2 emissions
• Liveliness
• The Greenway
• An environment friendly green
transport
• Leisure solution
• Green space & connectivity.
• The Greenway
• Sustainable Development
• Eco-friendly transportation
• Green Space and its Connectivity
• Biodiversity
• The Greenway
• Urban Transportation and Safety
• Sustainable development
• Greenhouse gas emissions
• Air quality
• Green Space and its Connectivity
Elements • Non Motorized Transport
• Mixed Land uses
• Greening
• Road Design
• Sidewalks
• Non Motorized Transport
• Streetscaping
• Road Design
• Pedestrian Pathways
• Greening
• Eco-friendly development
• Climate friendly environment
• Affordability and Accessibility
• Public Safety
Issues • Road congestion
• Lack of dedicated lanes for
pedestrians/cyclists
• Depleting green cover
• Curbed pedestrian movement
• Increased traffic movement
• Travel delay
• Air Pollution
• Road congestion
• Encroachment by vendors
• Lack of dedicated lanes for
pedestrians/cyclists
• Curbed pedestrian movement and
increased traffic
• Water logging.
• Air Pollution
• Standing water in scruffy area
• Landscape damage
• Transportation cost
• Delays in travel time
• Greenhouse gas emission
• Traffic accidents
• Air pollution
• Greenhouse gas emissions
• Lack of transport services
Right of
Way
34 m 24.5 m 30 m 40 m
URP 630 THESIS

M.Plan (2018-20)
Section – A 1816
Urban Green Corridor
New Delhi Mumbai Barcelona, Spain Welwyn, UK
Proposals • A 4-km stretch from Jawaharlal
Nehru stadium to Sarai kale khan
near the Barapullah elevated road
and another 4 km of kushak nallah
near the INA market, the greenway
will be lined with food courts and
recreational facilities, education and
entertainment hubs, medical
facilities, IT hubs, business districts
and transit hubs.
• Critical ‘last-mile’ connectivity to
the public transport systems
• Connecting Haji Ali to Mahalaxmi Race
Course, Mahalaxmi railway station &
Jacob Circle via a green walkway to
satisfy the mobility needs of people for a
better quality of life and to give the public
complete access to open spaces,
encouraging active interchangeable modes
of transport.
• Creating a landmark in the city, with
street furniture, landscaping, public
performances, installation art, public
exhibitions, etc.
• The construction and improvement
of sidewalks and squares around the
city.
• Building bicycle lanes
• Developing priority areas for
pedestrians and non-motorized
transport. At-grade intersections,
first priority will be given to
pedestrians, then cyclist, followed
by public transport and then private
transport.
• Alternate routes for mobility of
private vehicles.
Fig.4: Illustration of the Green Corridor
Fig.1: Proposed Green Corridor in
South Delhi Fig.2: Green Corridor Model Fig.3: Green Corridor
• Create new footways, cycleways and
bridleways where required to link up with
existing, and create a continuous network
of paths along this route. New
connections to the Alban Way, Cole
Green Way and Lea Valley walk.
• Minimal amounts of parking will need to
be provided in appropriate locations
throughout the corridor to allow those
with mobility issues to access the network
of paths and promote walkability.
• Create new Row including footpaths and
cycle routes through all new strategic
development sites.
URP 630 THESIS
Sources https://naturvation.eu/nbs/barcelona/ur
ban-green-corridor
Development company: Proeixample
S.A.-(city council-barcelona)
Welwyn Hatfield Borough Council
https://welhat.gov.uk/media/12969/Matter-2-
EH-and-WH-JointExamBGS/pdf/Matter_2_-
_EH_and_WH_Joint_Exam_BGS.pdf
Authority Green Rating for Integrated Habitat
Assessment, Abraham John Architects
Delhi Development Authority,
Municipal Corporation of Delhi
http://southdelhigreenway.org/c2.asp
http://grihaindia.org/grihasummit/tgs2015/pres
entations/Abraham-john-Bombay-Greenway-
Project.pdf.

M.Plan (2018-20)
Section – A 1816
Methodology
Theoretical
Framework
Selection of Site
Data Identification Kit
Case
Studies
Concept
Field Survey
Data Presentation
Data Analysis and its
Interpretations
Problems, Potentials and
Constraints
Conceptual Plan
Proposals
Definition, and
Components - Urban
Green Corridor
New Delhi, Mumbai,
Welwyn(UK),
Barcelona(Spain)
• Length, Concept
used, Elements,
Issues, Proposals,
Authority
Site Selection on
the basis of Issues
and need for
development
1. Introduction to Site
(Population, Major
Connectivity, ROW,
Map)
2. Defining:
• Aim
• Objective
• Need
• Scope
• Limitations
Data Collection SecondaryPrimary
• Stakeholder meetings
with government and
local people
• Visiting Smart City
Patna, Urban
Development
Department.
• Site features, Land use
updating
• Reports, Maps which
are already done on the
large scale like
geographic surveys
• Policies and
Schemes
• Transportation data
like Accident, Road
map
• Traffic Volume Count
• Road Inventory Survey
• Pedestrian Survey
• On-Street Parking
Presentation
of Survey
data and data
collected
from offices.
Significance, Implication and Conclusion
of the findings from the data collected
• Land Use and Land Cover
• Traffic Patterns
• Right-of-Width
• Road Safety
• Pedestrian friendly
• Ecological
• Road Network and
Design Plan
• Traffic Signs and
Signal Plan
• Landscape PlanAnalysis of different
issues, potential of area
for its development and
its limitations.
• Strategies to
improve the road
width, traffic
congestion and
encroachment.
• Providing
alternative routes,
better landscape and
road infrastructure.
• Guidelines as per IRC 86-1983,
IRC 103-2012, IRC SP 021-
2009, IRC SP 67-2001, IRC 93-
1985
URP 630 THESIS

M.Plan (2018-20)
Section – A 1816
Data Identification Kit
URP 630 THESIS
5 Physical Infrastructure Electricity
Main Pipelines, Location of
electric poles, drains
Urban Development Department Map/ Tabular Data
To provide support to the
road infrastructure
Serial No. Aspect Sub-aspect Data Source/Office Form Relevance
1 Physiography
Topography
Slope
Doppler Weather Radar India
Meteorological Department,
Anishabad, Patna
Diagrams/ Charts/
Graph
To know Ecological niches
for Green Corridor,
Controlling factor for road
network expansion,
intensification of
movement
Contour
Climate
Rainfall
Temperature
Wind Direction
3 Land Use
Residential
Location on Map, Distance from
selected stretch
The Patna Municipal Corporation
Urban Development Department
Map
To know Impact of land use
distribution for improving
the transport efficiency
Commercial
Industrial
Public-Semi Public
Institutional Building
4 Transportation
Circulation
Road Map, Right-of-Width,
Pedestrian Pathway, etc. Bus
stand, NMT, Autorickshaws, etc.
Traffic Data, Congestion and
Encroachment, Vehicular
accidents, Parking areas,
Availability
Transport Department, Govt. of
Bihar Vishwesaraiya Bhawan,
Bailey Road, Patna
Primary Survey/
Maps/ Diagrams/
Sketches/ Tabular
Data
To know Hierarchy of
roads, Motorization rate
over a period of time,
Existing condition of roads
and road infrastructure,
Efficiency of road and its
safety parameters.
Hierarchy of Road
Traffic Volume Survey
Pedestrian
Accidents
Public Transport
On Street Parking

Planning Patna's Urban Green Corridor

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Planning Patna's Urban Green Corridor