People first places and streets, chloe

“PEOPLE FIRST” PLACES AND STREETS.
A CASE OF MAPUSA TOWN.
http://www.somervillebydesign.com/

“PEOPLE FIRST” PLACES AND STREETS.
A CASE OF MAPUSA TOWN.
A project report submitted to the Goa University in partial fulfillment of the
requirements for the Degree of
Bachelor of Architecture
Guide: Researcher:
Arch. Arvind D’souza Chloe Rodrigues

Goa College of Architecture
T. B. Cunha Complex, Altinho, Panaji, Goa
April, 2011
GOA COLLEGE OF ARCHITECTURE
T.B. CUNHA EDUCATION COMPLEX
ALTINHO, PANAJI
CERTIFICATE
The following study is hereby approved as a creditable work on the approved subject,
carried out and presented in the manner sufficiently satisfactory to warrant its
acceptance as a pre-requisite for the award of degree for which it has been submitted.
It is understood that by this approval the undersigned does not necessarily endorse or
approve any statement made, opinion expressed or conclusion drawn therein, but
approves the study only for the purpose for which it has been submitted and has
satisfied himself/herself as to the requirements laid down by the college.
Name of the Student: Maria Chloe Tonia Rodrigues
Dissertation Title: People first, places and streets
Guide: Arch. Arvind D’souza
Principal: Dr. A. K. Rege
Dated:
Place:

UNDERTAKING
I, Chloe Rodrigues, the author of the dissertation titled:
PEOPLE FIRST, PLACES AND STREETS
Hereby declare that this is an independent work of mine, carried out towards partial
fulfillment of the requirements for the Degree of Bachelor of Architecture at Goa College
of Architecture, Goa University, Panaji, Goa. This work has not been submitted to any
other institution for the award of any Degree/Diploma; no material from other sources
has been used without proper acknowledgment.
Sign:
Place: Panaji-Goa
Date:5/05/2016

ACKNOWLEDGEMENT
The secret of any great endeavour depends largely on the encouragement and
guidelines of many others. I take this opportunity to express my gratitude to the people
who have been instrumental in the successful completion of this dissertation.
I would like to express my deepest gratitude to my project guide Arch. Arvind D’souza
for his valuable guidance and assistance in the completion of this dissertation.
For their constructive criticism and advice that helped in the completion of this research,
I thank the year co-ordinator Prof. Suhas Gaonkar and his team of Prof. Amita Kanekar,
Prof. Rohit Nadkarni, Prof. M Jacob, Prof. Ketan Govekar and Prof. Neelesh Juwarkar.
My thanks also goes to Prof. Vishvesh Kandolkar for always making time to help me in
his busy schedule.
A big thank you to Miss Madhulika Kanchi for her generosity in assisting me during the
documentation of Mapusa town, central core.
Finally I thank my family and friends for their contribution directly or indirectly in the
completion of this dissertation.

PEOPLE FIRST PLACES AND STREETS
66Goa College of Architecture. 2016 Chloe Rodrigues
TABLE OF CONTENTS
LIST OF TABLES.......................................................................................................................III
LIST OF FIGURES.....................................................................................................................III
LIST OF PHOTOS........................................................................................................................V
CHAPTER 1. “PEOPLE FIRST” PLACES AND STREETS................................................1
1.1 INTRODUCTION................................................................................................................1
1.2 RATIONALE / NEED FOR THE STUDY ...............................................................................2
1.3 CENTRAL ARGUMENT .....................................................................................................2
1.4 AIM AND OBJECTIVES OF THE STUDY .............................................................................2
1.5 SCOPE AND LIMITATION ..................................................................................................3
1.6 DEFINITIONS....................................................................................................................3
1.7 METHODOLOGY...............................................................................................................6
1.8 CHAPTER OUTLINE........................................................................................................10
CHAPTER 2. STREETS AND PUBLIC SPACES................................................................12
2.1 SPACES ..........................................................................................................................12
2.2 LITERATURE REVIEW....................................................................................................13
2.3 WHAT IS A PUBLIC SPACE?............................................................................................15
2.4 PALEY PARK MID TOWN MANHATTAN..........................................................................18
LANDSCAPE ARCH. ZION AND BREEN........................................................................................18
2.5 VALENCIA STREET –SAN FRANCISCO...........................................................................19
2.6 TIMES SQUARE –NEW YORK CITY................................................................................20
2.7 USES AND ACTIVE SPACES.............................................................................................23
2.8 WHAT ARE STREETS? ....................................................................................................24
2.9 PEDESTRIAN STREETS....................................................................................................26
2.10 THE CONCEPT OF STREETS BEFORE THE ADVENT OF VEHICLES ....................................27
2.11 THE CONCEPT OF STREETS AFTER THE ADVENT OF VEHICLES ......................................28
2.12 THE STREET EDGE .........................................................................................................29
CHAPTER 3. PEOPLE FIRST DESIGN...............................................................................30
3.1 WHAT IS “PEOPLE FIRST”, PLACES AND STREETS?........................................................30
3.2 ROLE OF PUBLIC LIFE IN DESIGN ...................................................................................31
3.3 WALKABILITY OF STREETS ...........................................................................................32
3.4 COMFORT OF STREETS AND PUBLIC SPACES..................................................................42
3.5 SOCIABILITY..................................................................................................................45
3.6 IMPORTANCE OF THE 5 SENSES IN DESIGN.....................................................................46
3.7 THE SENSES ...................................................................................................................47
3.8 WHAT IS PHENOMENOLOGY?........................................................................................49
3.9 HUMAN CENTERED DESIGN ...........................................................................................49
CHAPTER 4. MAPUSA TOWN .............................................................................................51
4.1 LOCATION AND SIGNIFICANCE OF THE TOWN ...............................................................54
4.2 DEMOGRAPHICS ............................................................................................................54
4.3 SETTLEMENT PATTERN..................................................................................................55
4.4 IMPORTANT PUBLIC SPACES IN MAPUSA.......................................................................56
4.5 ISSUES FACED IN MAPUSA TOWN ..................................................................................57
4.6 THE STUDY AREA ..........................................................................................................58
4.7 MAPUSA TOWN WITH RESPECT TO THE 4 CHARACTERISTICS OF WALK ABILITY OF
PLACES 60
CHAPTER 5. AUDIT – TESTING FOR WALKABILITY AND........................................1

MEASURING URBAN DESIGN QUALITY..............................................................................1
5.1 AUDITS ............................................................................................................................1
5.2 TESTING FOR WALKABILITY............................................................................................1
5.3 MEASURING URBAN DESIGN QUALITY ............................................................................1
CHAPTER 6. STREETS OF MAPUSA TOWN......................................................................1
6.1 HISTORY OF THE STREETS ...............................................................................................1
6.2 SOLIDS AND VOIDS ..........................................................................................................3
6.3 ACTIVITY PATTERN.......................................................................................................10
6.4 PHYSICAL BARRIERS.....................................................................................................18
6.5 PROPORTION AND SCALE ..............................................................................................21
6.6 GROUND TEXTURE AND BUILDING FACE (ELEVATION).................................................23
CHAPTER 7. SOLUTIONS TO DESIGNING WALKABLE STREETS...........................27
7.1 STREET DESIGN .............................................................................................................27
7.2 TECHNIQUES FOR MAKING CITIES WALKABLE ..............................................................29
7.3 SUGGESTIONS..................................................................................................................1
7.4 RECOMMENDATIONS.......................................................................................................1
BIBLIOGRAPHY ..........................................................................................................................1
APPENDIX :...................................................................................................................................1

List of Tables
TABLE 1 : QUALITIES OF THE STREET, MAPUSA, GOA 10
TABLE 2 : SCORES FOR TESTING OF WALKABILITY OF STREETS OF MAPUSA, GOA 1
TABLE 3 : SCORES FOR TESTING OF URBAN DESIGN QUALITIES OF STREETS OF MAPUSA, GOA 1
TABLE 4 : MEASURE FOR URBAN DESIGN QUALITIES FOR MARKET STREET, ,MAPUSA, GOA 2
TABLE 5 : MEASURE FOR URBAN DESIGN QUALITIES FOR D.B. MARG, ,MAPUSA, GOA 3
TABLE 6 :MEASURE FOR URBAN DESIGN QUALITIES FOR BALA DESAI STREET,MAPUSA,GOA 4
TABLE 7 : ACTIVITY PATTERNS OF STREETS IN MAPUSA TOWN, GOA 10
TABLE 8: QUALITIES OF THE STREET, MAPUSA, GOA 26
TABLE 9 : KEY CONSIDERATION FOR STREET DESIGN, (SOURCE: DESIGNING STREETS: A POLICY
STATEMENT FOR SCOTLAND, 2010) 28
TABLE 10 : SHOWING QUALITIES PRESENT OR ABSENT IN MAPUSA TOWN, GOA 29
List of Figures
FIGURE 1 : PERSONAL SPACE AND SOCIAL SPACE.............................................................................1
FIGURE 2 : USES OF PUBLIC SPACE, ................................................................................................15
FIGURE3: WHAT MAKES A GREAT PLACE........................................................................................17
FIGURE 4 : PALEY PARK, MID TOWN MANHATTAN. ......................................................................18
FIGURE 5 : VIEW OF PALEY PARK AND ISOMETRIC VIEW ...............................................................19
FIGURE 6 : BROADWAY AND 7TH AVENUE BETWEEN 42ND AND 47TH STREETS.......................21
FIGURE 7 : TWO-TONED CUSTOM PAVERS ARE EMBEDDED WITH NICKEL-SIZED STEEL DISCS AND
GRANITE BENCHES ORIENTED ALONG BROADWAY WILL DEFINE AND FRAME THE AREA'S
PUBLIC PLAZAS .......................................................................................................................22
FIGURE 8 : STREETS AND BLOCK PATTERNS,..................................................................................24
FIGURE 9 : DIAGRAM SHOWING SPEED AND SPACE OCCUPIED IN DIFFERENT MODES MOVEMENT.32
FIGURE 10 : HEIRACHY OF MOVEMENT ..........................................................................................33
FIGURE 11 ; AUTO PEDESTRIAN ACCIDENTS,..................................................................................34
FIGURE 12 : GREENHOUSE GAS EMISSIONS FROM DIFFERENT FORMS OF TRANSPORT (SOURCE:
HTTP://BICYCLEPERTH.BLOGSPOT.IN/) .....................................................................................35
FIGURE 13 : INDUCED DEMAND (ROAD WIDTH IS INCREASED WHICH LEADS TO INCREASE IN
TRAFFIC), (SOURCE: LECTURE BY JEFF SPECK, 2013) ............................................................37
FIGURE 14: SPATIAL DEFINITION....................................................................................................39
FIGURE 15 : MEIDIVAL PARIS,VILLAGES WITHIN A 1MILE RADIUS................................................42
FIGURE 16 : ARRONDISSEMENTS PARIS,VILLAGES WITHIN A 1MILE RADIUS.................................42
FIGURE 17 : SHOWING THE PROXIMITY OF BASIC AMENITIES.........................................................43
FIGURE 18 : VILLAGES IN GERMANY, ONE MILE RADIUS/20 MINUTE WALK, .................................43
FIGURE 19 : BODY SPACING AND POSTURE,....................................................................................44
FIGURE 20: MAPUSA TOWN, GOA, (SOURCE: GOOGLE EARTH, 2016) ............................................51
FIGURE 21 : MAPUSA TOWN, GOA, (SOURCE: GOOGLE EARTH, 2016)............................................51
FIGURE 22: WARD MAPS, MAPUSA, GOA .......................................................................................53
FIGURE 23 : NEIGHBORING VILLAGES ............................................................................................54
FIGURE 24 :TOPOGRAPHIC MAP OF MAPUSA TOWN, (SOURCE: CONTOUR MAP SOURCED
DRAWINGS REPRODUCED FROM LAND SURVEY DEPARTMENT AND TCP, GOA, BY HEMANG
MISTRY, HEERA MOHAN, VASIM SHAIKH AND NAVAJYOTHI MAHENDERKAR, SEM 3 URBAN
TRANSFORMATION STUDIO, 2009, CEPT UNIVERSITY., AND CHLOE RODRIGUES)...............55
FIGURE 25: LOCATION OF LANDMARKS IN MAPUSA TOWN, GOA ..................................................56
FIGURE 26:......................................................................................................................................58
FIGURE 27 : MAPUSA MASTER PLAN (LAND USE PLAN 2011),........................................................59
FIGURE 28: LAND USE PLAN 2006, .................................................................................................59
FIGURE 29 : CAFES IN MAPUSA TOWN, GOA, .................................................................................60
FIGURE 30: SCHOOLS IN MAPUSA TOWN, GOA, .............................................................................60

FIGURE 32: HOSPITALS IN MAPUSA TOWN, GOA,...........................................................................61
FIGURE 31 : BANKS IN MAPUSA TOWN, GOA, ................................................................................61
FIGURE 33: BUS STAND, MAPUSA TOWN, GOA, .............................................................................62
FIGURE 34: URBAN BLOCKS, MAPUSA, GOA..................................................................................64
FIGURE 35 : DRAWING SHOWING....................................................................................................65
FIGURE 36 : HIERARCHY OF LINKAGES IN MAPUSA, GOA................................................................1
FIGURE 37 : TRAFFIC CIRCULATION OF MAPUSA, GOA....................................................................2
FIGURE 38 : COMMERCIAL CORE, MAPUSA, GOA.............................................................................3
FIGURE 39: RAMMANOHAR LOHIYA GARDEN, MAPUSA, GOA ........................................................4
FIGURE 40 : MAPUSA MARKET, MAPUSA, GOA................................................................................1
FIGURE 41 : THE TAXI STAND, MAPUSA, GOA,.................................................................................3
FIGURE 42: SECTION THROUGH THE D.B.MARG AND MARKET STREET, MAPUSA, GOA .................1
FIGURE 43 : RAMMONOHAR LOHIYA GARDEN, ................................................................................1
FIGURE 44 : SECTION THROUGH SIRSAT LODGE AND TAXI STAND, MAPUSA, GOA.........................1
FIGURE 45: PLAN SHOWING MIX-USED BUILT - FORM IN MAPUSA, GOA..........................................1
FIGURE 46: PLAN SHOWING BUILDING HEIGHTS IN MAPUSA, GOA..................................................2
FIGURE 47 : STREETS SELECTED FOR AUDIT 1: TESTING FOR WALKABILITY ...................................2
FIGURE 48 : STREETS SELECTED FOR AUDIT 1: TESTING FOR WALKABILITY ...................................3
FIGURE 49: BALA DESAI STREET,MAPUSA, GOA .............................................................................1
FIGURE 50 : DRAWING SHOWING POINT AT WHICH SIGHT LINES WERE RECORDED, BALA DESAI,
MAPUSA, GOA ..........................................................................................................................1
FIGURE 51: FRAME, ..........................................................................................................................1
FIGURE 52: MEASURING PROPORTION OF SKY, BALA DESAI STREET, MAPUSA, GOA.....................1
FIGURE 53: LOCATION OF NEW MARKET AND BUST STAND, MAPUSA, GOA....................................2
FIGURE 54: SOLIDS VS VOIDS, MAPUSA, GOA ..................................................................................3
FIGURE 55 : PART 1 OF BALA DESAI STREET, FIGURE GROUND, MAPUSA, GOA..............................4
FIGURE 56: PART 2 OF BALA DESAI STREET, FIGURE GROUND, MAPUSA, GOA..............................4
FIGURE 57: PART 3 OF BALA DESAI STREET, FIGURE GROUND, MAPUSA, GOA ..............................4
FIGURE 58: PART 1 OF BALA DESAI STREET, BUILDING USE, MAPUSA, GOA ..................................5
FIGURE 61: PART 1 OF BALA DESAI STREET, SHOPS AVAILABLE, MAPUSA, GOA ...........................6
FIGURE 64: PART 1 OF BALA DESAI STREET, CIRCULATION, MAPUSA, GOA.................................11
FIGURE 67: PART 1 OF BALA DESAI STREET, ACTIVITY PATTERN, MAPUSA, GOA ........................12
FIGURE 70 ;PART 1 OF BALA DESAI STREET, ACTIVITY PATTERN, MAPUSA, GOA ........................13
FIGURE 79: PART 1 OF BALA DESAI STREET, MORNING (SHADE AND LIGHT), MAPUSA, GOA......16
FIGURE 82: PART 1 OF BALA DESAI STREET, AFTERNOON (SHADE AND LIGHT), MAPUSA, GOA..17

FIGURE 85: PART 1 OF BALA DESAI STREET, EVENING (SHADE AND LIGHT), MAPUSA, GOA .......17
FIGURE 88: PART 1 OF BALA DESAI STREET, VEHICULAR PARKING, MAPUSA, GOA.....................19
FIGURE 91: PART 1 OF BALA DESAI STREET, OBSTRUCTIONS AND PATHS, MAPUSA, GOA ...........20
FIGURE 94: PART 1 OF BALA DESAI STREET, SCALE 1:1, MAPUSA, GOA.......................................21
FIGURE 95: PART 1 OF BALA DESAI STREET, SCALE 1:1, MAPUSA, GOA.......................................21
FIGURE 96: PART 1 OF BALA DESAI STREET, SCALE 1:1.5, MAPUSA, GOA....................................22
FIGURE 97: PART 1 OF BALA DESAI STREET, BUILDING FACE, MAPUSA, GOA..............................23
FIGURE 100: PART 1 OF BALA DESAI STREET, GROUND TEXTURE, MAPUSA, GOA .......................24
FIGURE 103: SPACE OCCUPIED BY VEHICLES, PUBLIC TRANSIT, BICYCLES, PEDESTRIANS, (SOURCE:
HTTPS://PROGRESSIVETRANSIT.WORDPRESS.COM/)...................................................................29
FIGURE 104: PARKING SPACES IN MAPUSA TOWN, GOA ................................................................32
FIGURE 105: EFFECTS OF CORNER RADII ON PEDESTRIAN,.............................................................34
FIGURE 106: EFFECTS OF CORNER RADII ON CYCLIST, .....................................................................1
FIGURE 107: VISIBILITY, ..................................................................................................................1
FIGURE 108 ; ....................................................................................................................................1
FIGURE 109 : D.B. MARG, MAPUSA, GOA........................................................................................1
FIGURE 110: D.B. MARG, MAPUSA, GOA.........................................................................................1
FIGURE 111: DRAWING SHOWING THE ROAD AS POTENTIAL OPEN SPACE, MAPUSA, GOA,
(SOURCE: CHLOE RODRIGUES).................................................................................................1
FIGURE 112: POTENTIAL OPEN SPACE, MAPUSA, GOA.....................................................................2
FIGURE 113: MAIN STREET WITHIN THE MAPUSA MARKET, MAPUSA, GOA...................................1
List of Photos
PHOTO 1 : PUBLIC GARDEN.............................................................................................................16
PHOTO 2: PUBLIC SEATING..............................................................................................................16
PHOTO 3 : VALENCIA STREETS BEFORE ROAD DIET...................................................................19
PHOTO 4 : VALENCIA STREETS AFTER ROAD DIET
(SOURCE:HTTP://WWW.PEDBIKESAFE.ORG/BIKESAFE/CASE_STUDIES/CASESTUDY.CFM ).......19
PHOTO 5 : ELEMENTS OF TIMES SQUARE, NEW YORK, ..................................................................20
PHOTO 6 : BEFORE AND AFTER IMAGE OF THE SNOHETTA PROJECT BEING IMPLEMENTED IN TIMES
SQUARE (SOURCE:HTTP://WWW.TIMESSQUARENYC.ORG/LIVE-WORK/TIMES-SQUARE-
TRANSFORMATION/) .................................................................................................................21
PHOTO 7 : TIMES SQUARE ,1950, TIMES SQUARE AFTER IMPLEMENTING THE DESIGN SCHEME ....22
PHOTO 8 : D.B MARG ,MAPUSA, GOA............................................................................................25
PHOTO 10 : BRIGADE ROAD,...........................................................................................................27
PHOTO 9 : 1980, BRIGADE ROAD,BANGALORE,INDIA....................................................................27
PHOTO 11 : 1935, HOSUR ROAD, ....................................................................................................28
PHOTO 12 : HOSUR ROAD, BANGALORE, INDIA,.............................................................................28
PHOTO 13 : AKIHABARA, JAPAN, 2014...........................................................................................30

PHOTO 14 : AMOUNT OF SPACE REQUIRED TO TRANSPORT THE SAME NUMBER OF PASSENGERS BY
CAR, BUS AND BICYCLE, (SOURCE : CPF (CYCLING PROMOTION FUND).................................32
PHOTO 15: PANAJI CITY, GOA, .......................................................................................................36
PHOTO 16 : MAPUSA CITY, GOA,....................................................................................................36
PHOTO 17 : BALA DESAI STREET, MAPUSA, GOA,..........................................................................37
PHOTO 19 : FORT LAUDER DALE, FLORIDA,...................................................................................38
PHOTOS 18: BALA DESAI STREET,.................................................................................................38
PHOTO 20 : TIME LAPSE .................................................................................................................40
PHOTO 21 : NH17, PORVORIM, GOA...............................................................................................40
PHOTO 24 : MAPUSA TAXI STAND,MAPUSA,GOA ..........................................................................41
PHOTO 22 : UPCOMING PARKING LOT NEAR THE SANTA MONICA JETTY, PANAJI, GOA,...............41
PHOTO 23: D.B. MARG, MAPUSA, GOA..........................................................................................41
PHOTO 25 : THE HANDS AS THE EYES, ............................................................................................46
PHOTO 26 : TAXI STAND, MAPUSA TOWN, WHERE INTERSTATE BUSES ARE PARKED...................62
PHOTO 27 : BUS STAND, MAPUSA...................................................................................................62
PHOTO 28:.......................................................................................................................................63
PHOTO 29: LANES OF BALA DESAI STREET, MAPUSA, GOA ..........................................................65
PHOTO 30 :......................................................................................................................................65
PHOTO 31 : MAIN ENTRY TO THE GARDEN, MAPUSA, GOA .............................................................1
PHOTO 32: SPACE WITHIN GARDEN WHERE PEOPLE USUALLY SIT ...................................................1
PHOTO 33: SPACE WITHIN GARDEN WHERE PEOPLE USUALLY SIT ...................................................1
PHOTO 35 : RAMMONAHAR LOHIYA GARDEN, MAPUSA, GOA ........................................................1
PHOTO 34 : THE UNUSED SPACE WITHIN THE GARDEN,....................................................................1
PHOTO 36: ENTRY TO MARKET FROM BUS STAND, MAPUSA, GOA...................................................1
PHOTO 37: FRIDAY MARKET, MAPUSA, GOA...................................................................................1
PHOTO 38: PATH WITHIN MAPUSA MARKET.....................................................................................2
PHOTO 39: PATH WITH NO SHADE, MAPUSA MARKET......................................................................2
PHOTO 40: FRUIT SELLERS USING UMBRELLAS FOR SHADE, MAPUSA MARKET, GOA .....................2
PHOTO 41: D.B.MARG,.....................................................................................................................3
PHOTO 42: TAXI STAND, MAPUSA, GOA...........................................................................................1
PHOTO 43: UNUSED PATHWAY OF TAXI STAND, MAPUSA, GOA......................................................1
PHOTO 44 : SIRSAT LODGE, MAPUSA, GOA, .....................................................................................1
PHOTO 46: D.B.MARG, MAPUSA, GOA.............................................................................................1
PHOTO 45: D.B.MARG, MAPUSA, GOA.............................................................................................1
PHOTO 47: BARRIERS CREATED DUE TO IMPROPER MAINTENANCE OF ROAD AND NON-EXISTING
PAVEMENT, ...............................................................................................................................2
PHOTO 48 : BARRIERS CREATED ALONG PAVEMENT, MAPUSA, GOA...............................................2
PHOTO 49: BARRIERS CREATED ALONG PAVEMENT, MAPUSA, GOA ...............................................2
PHOTO 50: PLAN SHOWING BUILDING CONDITION IN MAPUSA, GOA...............................................3
PHOTO 51: BALA DESAI SREET, MAPUSA, GOA, (SOURCE: CHLOE RODRIGUES)............................1
PHOTO 52: BARRIERS CREATED DUE TO STEPS, BALA DESAI STREET, MAPUSA, GOA....................1
PHOTO 53: BUSES MOVING ALONG BALA DESAI STREET, MAPUSA, GOA .......................................1
PHOTO 54: BALA DESAI STREET,MAPUSA, GOA..............................................................................1
PHOTO 55: DIRT PATH WITH WASTE DISPOSED, BALA DESAI STREET, MAPUSA, GOA....................1
PHOTO 56: PAVEMENTS IN POOR CONDITION, BALA DESAI STREET, MAPUSA, GOA.......................1
PHOTO 57: GUTTERS IN POOR CONDITION,.......................................................................................1
PHOTO 58: BALA DESAI STREET, MAPUSA, GOA.............................................................................1
PHOTO 61 :........................................................................................................................................1
PHOTO 62 : TAILOR SHOP AND COBBLER, BALA DESAI, MAPUSA, GOA..........................................1
PHOTO 63 : BALA DESAI STREET, MAPUSA, GOA ............................................................................1
PHOTO 64: MORNING........................................................................................................................1
PHOTO 65: AFTERNOON....................................................................................................................1
PHOTO 66: EVENING.........................................................................................................................1

PHOTO 67 : JOAO MENEZES PHARMACY BUILDING, MAPUSA, GOA, ...............................................1
PHOTO 68: HISTORIC BUILDING FRONTAGE, BALA DESAI, MAPUSA, GOA......................................2
PHOTO 69: IMAGE SHOWING IDENTIFIERS ALONG BALA DESAI STREET, MAPUSA, GOA ................2
PHOTO 70: POINTED ARCH WINDOWS, BALA DESAI, MAPUSA, GOA ...............................................1
PHOTO 71 : SIGHT LINE ONE ALONG BALA DESAI,MAPUSA, GOA ...................................................1
PHOTO 72: SIGHT LINE TWO ALONG BALA DESAI STREET, MAPUSA, GOA .....................................1
PHOTO 73: SIGHT LINE THREE ALONG BALA DESAI STREET, MAPUSA, GOA ..................................1
PHOTO 74 : PROPORTION OF SKY AHEAD STREET, BALA DESAI, MAPUSA, GOA .............................1
PHOTO 75: PROPORTION OF SKY ACROSS STREET, BALA DESAI STREET, MAPUSA, GOA ...............1
PHOTO 76: STREETS FACADE COVERED BY LARGE WINDOWS, BALA DESAI STREET, MAPUSA, GOA
..................................................................................................................................................1
PHOTO 77: ACCENT COLORS, BALA DESAI STREET, MAPUSA, GOA................................................1
PHOTO 78: TRAFFIC SITUATION ALONG D.B. MARG, MAPUSA, GOA.............................................30
PHOTO 79: TRAFFIC SITUATION ALONG BALA DESAI STREET, MAPUSA, GOA..............................30
PHOTO 80: DOMPLATZ ON A SUNDAY WHEN THE CITY IS CLOSED, MUNSTER, GERMANY,...........30
PHOTO 81: MAPUSA MARKET STREET ON A TUESDAY, MAPUSA, GOA..........................................31
PHOTO 82: DOMPLATZ ON A WEDNESDAY WHEN THE CITY IS CLOSED, MUNSTER, GERMANY,....31
PHOTO 83: MAPUSA MARKET STREET ON A FRIDAY, MAPUSA, GOA.............................................31
PHOTO 84:.........................................................................................................................................1
PHOTO 85: D.B. MARG, ....................................................................................................................1
PHOTO 86: POTENTIAL OPEN SPACE, MAPUSA, GOA........................................................................2
PHOTO 89 : SPACE USED AS A ...........................................................................................................1
PHOTO 87 : POTENTIAL PUBLIC INTERACTION SPACE,MAPUSA, GOA ..............................................1
PHOTO 88 :........................................................................................................................................1
PHOTO 90 : SPACE USED FOR SELLING HANDMADE GOODS ON SATURDAY, SUNDAY AND FRIDAY,
MAPUSA, GOA, .........................................................................................................................1
PHOTO 91 : SPACE USED AS PARKING SPACE ON MONDAYS AND WEDNESDAYS, MAPUSA, GOA ...1
PHOTO 92: MAIN STREET WITHIN THE MAPUSA MARKET, MAPUSA, GOA......................................1

Chapter 1. “People first” places and streets
1.1 Introduction
While walking through the city, it’s often forgotten that the environment in which we live has
been wholly and meticulously planned to dictate our every move. Every intersection and
building orientation has been put through series of plans and approvals. Architects are
sometimes an over imaginative boon to city officials and rigid minded structural engineers. The
generous manner of grandeur and design sometimes supersedes rational city build or the
consideration that the public should be the centre of design principles. A lot can be said about
the success of a space based on the way people meet and gather in the space. However if one
observes the existing architecture, there are just a series of buildings occupying the allotted
space and performing the function they were built for with no relation to each other.
The lack of attention given to streets edges that lace these buildings lead to desolate spaces.
This is the outcome of centralizing structure, form and function as the main criteria of city design
than the comfort and public life of those that actually reside and use it. It is mainly because form
and space is easy to communicate and work with, than life which is ephemeral and difficult to
describe, due to which the latter is often neglected. However if more humane, detailed and
intimate spaces were to be designed it would create an experience that makes spaces walkable,
approachable, safe and attractable to the public.
This study is devoted to the rapidly increasing demand for walkable cities and towns and to an
indictment of our automotive cities, which have efficiently created “non-walking zones”. A public
realm that is unsafe, uncomfortable, and just plain boring. The automotive streets do not
nurture creativity or create opportunities for encounters that turn into friendships. This leads to
people remaining in their own personal space and prevents social space to be created.(as seen in
sketch)
Figure 1 : personal space and social space

1.2 Rationale / Need for the study
The preservation of one’s sense of place and the continual belonging to a community should be
at the forefront of the architect’s vision. Moving blindly and ignorant to the environment around
is a common impulse for the common city dweller. This is mainly because most towns and cities
are designed around the movement of vehicles and not people.
In Mapusa town, the streets are plagued with parked bikes and cars. They create a sort of metal
barrier between the pavement and the road. Though this creates barriers of safety it also
prevents the free flow of pedestrian movement. People are distanced from fully experiencing
their environment as a result of the barriers created by bikes, cars and ill designed footpaths.
One can possibly achieve comfort, safety and a complete experience of the surroundings if it
engaged all the human senses.
Designing a space based on senses that are vision, touch, sight, sound and smell accentuates a
space and attracts people. A space with people attracts more people which lead to the success
of the space.
Keeping this theory as the base, the dissertation is primarily focused on investigating the
existing condition of the streets and spaces in Mapusa based on permanent and temporary
barriers, light, shade, raised paths, ditches, material for facades etc and proving whether
Mapusa has the potential to be a walkable town. Thus justifying the need for walkable
pedestrian friendly streets for a successful town or city.
1.3 Central Argument
For streets and spaces to be more successful, safe, economical, environment friendly, intimate
and walkable, a human centered design approach is required for a successful city, town design.
1.4 Aim and Objectives of the Study
Aim of the study –
To study and analyze the streets and spaces selected in Mapusa town and to identify the
factors that are pros and cons to a rich walkable experience for the public. To help formulate a
resource material that would be useful when designing built environments for the public(able
and differently able). Applying this understanding to analyze existing public spaces and streets
in Mapusa and to assess their design for better development.

Objective of the study –
In order to achieve the aim the following objective should be achieved:
1. To study and understand public space.
2. To obtain parameters along which architectural observation of the streets and spaces
can be made.
3. To analyze the conditions of the street scapes of selected case studies in Mapusa town
with respect to the principles of walkability and people first design.
4. To identify the public-form-space relationship in order to establish practical design
criteria from the findings that can be used for future design implementations.
1.5 Scope and limitation
 The scope of the study is to document the quality of the selected street scapes.
 The study will be done in order to find the relevance of the existing public-form-
space relationship in the selected case studies.
 Time constraint may limit the number of case studies and extent of study.
 The Researcher is not well versed in the field of Psychology of the senses and thus
must depend on literature and comments of previously published material and
views of professionals in the field of Psychology.
 Suggestions/guidelines to be formulated will only be done for the context of Mapusa
in terms of the project in hand.
 The study does not aim to impart any absolute rules or definite conclusions, but to
provide certain knowledge of how People first design is carried out and what cities
in Goa and India contain or lack that is required for people centered design.
1.6 Definitions
1. Usage: the action of using something or the fact of being used.
: the act of using something.
: the way that something is used.
: the amount of something that is used.
2. Spatial: relating to, occupying, or having the character of space .
: of or relating to facility in perceiving relations (as of objects) in
space.

3. Road: a hard flat surface for vehicles, people, and animals to travel on.
: a process or a course of action that leads to a certain result.
4. Street: a road in a city or town that has houses or other buildings on one or
both sides and is used by all modes of movement- pedestrian and vehicular.
5. Space: the amount of an area, room, surface, etc, that is empty or
available for use.
: an area that is used or available for a specific purpose.
: an empty area between things.
6. Place: the position of a figure in relation to others of a row or series.
: a proper or designated niche or setting.
7. Edge: the line or part where an object or area begins or ends .
8. Pedestrian: relating to or designed for people who are walking.
9. Automobile: a vehicle used for carrying passengers on streets and roads.
10. Automotive: of, relating to, or concerned with cars and other vehicles.
11. Transitional: a change from one state or condition to another.
: passage from one state, stage, subject, or place to another.
12. elements : a particular part of something (such as a situation or activity)
: a constituent part.
13.Barriers: something (such as a fence or natural obstacle) that prevents
or blocks movement from one place to another.
: a law, rule, problem, etc., that makes something difficult or
impossible.
: something that makes it difficult for people to understand
each other.

14.Phenomenology: the study of the development of human consciousness
and self-awareness as a preface to or a part of philosophy.
: a philosophical movement that describes the formal structure of
the objects of awareness and of awareness itself in abstraction from
any claims concerning existence.
: the typological classification of a class
of phenomena <the phenomenology of religion>.
15. Facades: External face or elevation of a building, especially the principle front.
: The front of a building.
: A way of behaving or appearing that gives other people a false
idea of your true feelings or situation.
16.Paths: a track that is made by people or animals walking over the ground.
: a track that is specially made for people to walk or ride on.
: the area in front of someone or something that is moving.
17. Comfort: to cause (someone) to feel less worried, upset, frightened, etc.
18. Community: a social unit of any size that shares common values, or that is situated in a
given geographical area (e.g. a village or town).
19. Haptic space: The bodily senses that inform our perception of the inside and outside, of
inner and outer space. It involves all the 5 main senses and also sense such as balance,
sense of being, sense of movement.
20. Atmosphere: a surrounding influence or environment.
: the overall aesthetic effect of a work of art.
: an intriguing or singular tone, effect, or appeal.
(Merriam Webster online dictionary: http://www.merriam-webster.com, 2016)

1.7 Methodology
STAGE 1
Formulation of the project
The study focuses on stating the importance of walkable streets and creating people first places
and streets by making people the prime focus.
STAGE 2
Background literature study
 Brief explanation on importance and evolution of streets and public spaces.
 Brief study on already existing examples of walkable streets.
 Brief study on relationships between senses and architecture.
STAGE 3
Establishing criteria of selection of streets and spaces
 Identifying vehicular and pedestrian streets.
 Identifying public spaces for functional and leisure purposes.
 Identifying functionally important streets and spaces.
STAGE 4
Data collection
 The importance of Mapusa town (Brief history)
 Plans of Mapusa town.
 Previously done research material on streets and spaces selected.
 Procuring methods of documentation of the case studies.
STAGE 5
Process of analysis
 Architectural setting of the streets and spaces.
 Location, heights of buildings and widths of streets.
 Understanding the various factors that are related to people first design and walkability
absent or present on the streets of Mapusa town.

 Parameters of analysis
Will take place in two parts that’s
1) Study of plans and a planar analysis.
2) Audits and study of elevations.
1) Study of plans and a planar analysis.
• Maps on figure ground built space and enclosed space, building use, circulation, types of
stores, foot paths, barriers, shade and textures.
• Section showing the foot path stretch.
• Observation study.
Methods: direct observation
• Counting (a 10min or 1hour basis at different times day and location)
• Mapping (traffic flow, people flow, activities, place of stay, used spaces)
• Tracing(paths of flow)
• Traces(paths through lawn, paan stains, spaces where garbage is dumped)
• Test walks (observe time taken and time wasted at obstructions)
• Photography
(How to study public life - Birgitte Svarre and Jan Geh, 2013)
Documentation and testing of quality of streets chosen for study will be done with the
help of two audits and also observation of elevations of the streets.
2. Audits and study of elevations.
An audit is an unbiased examination/evaluation of the walking and biking environment. The
general purpose of an audit is to identify concerns for pedestrians and bicyclists related to the
safety, access, comfort, and convenience of the environment. In addition to identifying problem
areas, an audit can be used to identify potential alternatives or solutions (such as engineering
treatments, policy changes, or education and enforcement measures). Audits can be performed
before, during, or after the construction of a project.(http://www.pedbikeinfo.org/index.cfm,
2015)

 Testing walkability
A. Pedestrian Facilities (High): presence of a suitable walking surface, such as a sidewalk or
path.
B. Pedestrian Conflicts (High): potential for conflict with motor vehicle traffic due to driveway
and loading dock crossings, speed and volume of traffic, large intersections, low pedestrian
visibility.
C. Crosswalks (High): presence and visibility of crosswalks on roads intersecting the segment.
Traffic signals meet pedestrian needs with separate ‘walk’ lights that provide sufficient crossing
time.
D. Maintenance (Medium): cracking, buckling, overgrown vegetation, standing water, etc. on
or near walking path. Does not include temporary deficiencies likely to soon be resolved (e.g. tall
grass).
E. Path Size (Medium): measure of useful path width, accounting for barriers to passage along
pathway.
F. Buffer (Medium): space separating path from adjacent roadway.
G. Universal Accessibility (Medium): ease of access for the mobility impaired. Look for ramps
and handrails accompanying steps, curb cuts, etc.
H. Aesthetics (Medium): includes proximity of construction zones, fences, buildings, noise
pollution, quality of landscaping, and pedestrian-oriented features, such as benches and water
fountains.
I. Shade (Low): amount of shade, accounting for different times of day. Each component is
scored from 1 to 5
Sum of High importance (A+B+C): __________ x 3 = __________
Sum of Medium importance (D+E+F+G+H): __________ x 2 = __________
Sum of Low importance (I): __________ x 1 = __________
Total Score: __________ / 100
(U.S Department of Health and Human Services Centers for Disease Control and Prevention,
2010)

 Measuring urban design qualities
A. Imageability
The quality of a place that makes it distinct, recognizable, and memorable.
o Number of courtyards, plazas, and parks
o Number of major landscape features
o Proportion historic building frontage
o Number of buildings with identifiers
o Number of buildings with non-rectangular shapes
o Presence of outdoor dining
o Number of people
o Noise level
B. Enclosure
The degree to which streets and other public spaces are visually defined by buildings,
walls, trees, and other vertical elements.
o Number of long sight lines
o Proportion street wall
o Proportion sky
C. Human Scale
Human scale refers to a size, texture, and articulation of physical elements that match
the size and proportions of humans and correspond to the speed at which humans walk.
o Number of long sight lines
o Proportion windows at street level
o Average building heights
o Number of small planters
o Number of pieces of street furniture and other street items
D. Transparency
Defined as the degree to which people can see or perceive human activity or what lies
beyond the edge of a street or other public space.
o Proportion windows at street level
o Proportion street wall
o Proportion active uses
E. Complexity
The visual richness of a place that depends on the variety of the physical environment,
including: the numbers and kinds of buildings, architectural diversity and ornamentation,
street furniture, and human activity.
o Number of buildings
o Number of basic building colors
o Number of accent colors
o Presence of outdoor dining
o Number of pieces of public art
o Number of people
(Field Manual , July 5, 2006 , Prepared by : Marnie Purciel, Research Coordinator : Mailman
School of Public Health and Graduate School of Architecture, Planning, and Preservation,
Columbia University Ellen Marrone, Research Assistant Urban Studies, Columbia College,
2006)

 Study of elevations
• Sections and image
o Solids and voids
o Proportion and scale
o color
o Material
o Texture
o Functions
o Barriers
o Car parks
The information obtained on the Bala Desai Street, the Market Street and the D.B Marg will
be studied and documented. A tabular layout of elements affecting the human senses
existing on these streets (favorable or unfavorable) will be prepared.
Table 1 : Qualities of the street, Mapusa, Goa
Mapusa town
Streets
Bala Desai Street D.B. Marg Market Street
Function
Shade/Light
Physical
Barriers
Obstructions
Raised platforms
Car parks
Ground texture
and Building
faces
Paving
Elevation
treatment
STAGE 6
Findings and observations Correlate findings to establish a conclusion on the case
studies.
1.8 Chapter Outline
Chapter 2
Streets and public spaces
The chapter explains the definition of streets and spaces. The importance of the public spaces
for life to thrive in cities. The evolution and types of streets and spaces.
Chapter3
People first design
The chapter provides the introduction to public spaces designed for the people .The role of the
public as a main component of design of successful public spaces. It explains that walkable

streets are the need of the hour with the increase in carbon dioxide formation, sedentary
lifestyle and negligence to efficient use and well designed public spaces. Importance of creating
or maintaining past street styles alongside measures taken to design safer, comfortable,
efficient, economical transit spaces. The chapter sheds light on the relevance of human scale
design and the human senses.
Chapter4
Introduction of Mapusa town
The chapter provides a brief on the Mapusa town. It explains the conditions of the central
commercial core of Mapusa town based on the hierarchy of heights, quality of buildings, land
use, circulation patterns and hierarchy of roads. It explains the relevance of the town in Goa. The
chapter also gives a brief analysis of the central commercial core with respect to the four
principles discussed in chapter 3.
Chapter5
Audits – Testing for walkability and Measuring urban design quality
The quality of the streets will be tested with the help of two audits namely - Testing for
walkability and measuring urban design quality. The first is a general study of seven streets
according to particular parameters, while the latter is a more detailed and specific study of the
three main selected streets in Mapusa town.
Chapter 6
Streets of Mapusa town
The chapter provides a brief introduction of the streets. This chapter contains all the detail
documented plans of the three streets. It also provides analysis and conclusions in tabular forms
of the activity patterns and qualities pertaining to a sensory rich environment etc. In this chapter
the streets are also explained based on topics such as function, user, activity patterns, physical
barriers, car parks, proportion and scale, enclosure and sense of belonging etc.
Chapter 7
Solutions to designing walkable streets
Information based on how walkable streets can be designed is discussed under this chapter. The
case study of Munster, Germany is used as an example due to the fact that it is one of the best
livable (walkable) cities of the World. With respect to the case study and design solutions the
existing condition of the streets is discussed and suggestions of what could be designed in the
town are mentioned too.

Chapter 2. Streets and public spaces
The chapter explains what is a public space, the importance of public spaces and which elements
are required to create successful public spaces. The chapter also defines what streets are and
how streets have evolved with the advent of the automobile.
"What attracts people most, it would appear, is other people."
- (Project for public spaces, William H. Whyte, 1980)
2.1 Spaces
Spaces can be explained as a three dimensional extent within which element and events exist.
Architecturally spaces are designed with the use of a set of conceptual spatial elements.
Therefore spaces can be understood by one due to the existence of the spatial elements.
Space: a continuous area or expanse which is free, available, or unoccupied.(oxford dictionary)
Place: something more than abstract location, it is a totality made up of concrete things having
material, substance, and shape, texture and color. (the aesthetics of everyday life by Andrew
Light, Jonathan M. Smith, 2001)
Spaces can be broadly divided into private and public spaces; Private spaces are central
courtyards of houses, rooms. They are protected from the external environment, encroachment
and climate. Public spaces are the spaces open to all and can be used by the public; they are
open to the natural environment and climate. Public spaces attract human interaction as they
are laden with social significance. A person has the right to use a public space freely, thus
creating habitual routines. A public space affects a community as a whole as it is open to all.
Some public spaces are restricted by time, where they can be only used either during the day or
at night. Since the success of public spaces depends on the people using it, it is a must that they
are given utmost attention in detail. Having successful public spaces leads to a successful city for
the people.(Urban spaces by Rob krier, 1979)

2.2 Literature Review
 The eyes of the skin, Juhani Pallasma, 1996
The book speaks about the importance of having an intimate
connection with one’s public spaces. That a space has to be
detailed at a human scale and should have poetry beyond
just being a well designed functional area .Juhani Pallasma
introduces his Theory on phenomenology “multi sensory
architecture”.
 Spaces between buildings, Jan Gehl , 2000
It explains the important and forgotten realm just outside
the buildings that define most people’s lives. Jan Gehl
helps readers understand the larger public life of cities and
how this knowledge can help improve society as a whole.
 how to study public life, Birgitte svarre and Jan Gehl, 2013
Provides an extensive study based on Jane Jacobs, William
Whytes and Jan Gehls methods of documenting human
behavior in a public space. Here a public space is defined
by Jan Gehl as a street, open space, alleys, lanes, buildings,
squares, bollards et. It explains that design and structure
were given utmost importance while public life and
interaction between people and built form was neglected.
This is because form and space are easy to work with and
communicate, however life is ephemeral and therefore
difficult to describe. It quotes Jane Jacobs (the death and
life of great American cities ,1961“please look closely at
real cities, while you are looking you might as well also
listen, linger and think about what you see”.

 Social life of small urban spaces, William Whyte,
1980
Whyte wrote that the social life in public spaces contributes
fundamentally to the quality of life of individuals and
society as a whole. He believed that we have a moral
responsibility to create physical places that facilitates civic
engagement and community interaction.
 Walkable City: How Downtown Can Save America,
One Step at a Time, Jeff Speck, 2012
The author fits a remarkable collection of data and
anecdotal evidence from his long career in urban design. It
explains about the challenges that the community faces with
the built form of today and the need for walkability. The
book discusses what walkability is and why it is an efficient
component for streets. Also it provides guidelines in creating
walkable streets.

2.3 What is a public space?
It is a space open to all public for social interaction. Public spaces include streets, roads, parks,
avenues, lanes etc. It has multiple uses. (As seen in figure2)
Figure 2 : Uses of public space,
(Source: www.pps.org, 2016)
What does active and inactive space consist of?
It consists of a scene that is ever changing. It gives the person the freedom to always be on the
move without delays of stops, even the movement patterns of the person are constantly
shifting. It depends on the amount of activities available and also number of activities. Then can
one assume the place is used efficiently.
An inactive space lacks scenes, texture or any kind of arrangements of elements that can
encourage experiences. It is an unresponsive and desolate location. Degradation of spaces can
be caused due to inaccessibility caused by barriers such as car park, garbage, lack of shade, open
drains.
Why are public spaces important?
What makes a successful public space?
When people think about cities and towns, the buildings, streets, pavements, signs, buses, taxis
and noise of the place come to mind. But why not look at a city in a different perspective and
think about the people that bring life to the city. Cities ,towns, villages etc are fundamentally
about people and where people go and where they meet are the core of what make a city work.
Therefore even more important than buildings in a city and town are the public spaces between
them and today some of the most transformative changes in cities and towns are happening in
public spaces.

Enjoyable comfortable spaces are the key to successful cities and towns. But what makes a
public space work? What attracts people to public spaces? What is it about unsuccessful places
that keep people away?
A few tips on how public spaces should be designed.
• Attention to detail
• Comfort and greenery
• seating
• creating phenomenon’s (as seen in photo 1 and 2)
Photo 1 : Public garden
(Source: www.pinterest.org)
Photo 2: public seating
(Source: apops@mas.org)

The successful public space (as seen in figure :
• Creates improved accessibility
 compatible for public transport
 reduces need for cars and
parking
 more efficient use of time and
money
 creates connections between
users
• Builds and supports local
economy
 local ownership, local value
 more desirable jobs
 economic development
• Social interaction
 improves sociability
 culture exposure
• Promotes health
 increased physical activity
 greater security
 enhanced environmental health
• Nurtures and defines sense of community
 self-managing
 sense of volunteerism
 greater community organization
• Promotes sense of comfort
 greater security
 feeling of freedom
 sense of belonging
 generally stimulating
It is observed that the vehicle and commercial investment is given the highest status when it
comes to city and town design .The common good of the city is not aligned with commercial
investments and there lies the conflict.
Creating public spaces which are accessible to all and sensorial rich elements blanket the space
which creates comfort is the primary goal for the success of a city or town.
Figure3: what makes a great place
(Source: www.pps.org, 2016)

Therefore if spaces were to be designed giving human standards the primary position, while
functional, structural and engineering standards the secondary, successful public spaces could
be achieved. It would create a sense of belonging, instead of creating desolate, unsafe
spaces.(Lecture by urban designer. Amanda burden – How public spaces make cities work, 2014 )
2.4 Paley park mid town Manhattan
Landscape Arch. Zion and Breen
The Paley Park is an example of a successful space as it drew numerous people to it. The reason
for its success is that it provided comfort, greenery, shade, tactile experience. The park was open
to able and differently able. Therefore it attracted people which in turn attracted more people.
Primary functions are simply for sitting, relaxing, eating, and serving as a place to meet up with
peers.
Comfort and public life were made the focus for design.
• Honey locust trees (equally spaced)-shade
• Central rough hewn granite paving
• Movable chairs(wire mesh)
• Green ivy on the walls (vertical green space)
• Water fall (grey noise) –rear wall
• Smooth granite
• Ramps
• Raised by a few steps from the street level
Figure 4 : Paley Park, Mid town Manhattan.
(Source: https://in.pinterest.com/pin/, 2016)

Figure 5 : View of Paley park and isometric view
(Source: https://in.pinterest.com/pin/)
Urban parks were originally created so people could escape from the duty reality of city life.In
the 21st
century the best city parks are also multi-use destinations and catalysts for community
development.
2.5 Valencia Street –San Francisco
Photo 3 : Valencia streets before Road
diet
(Source:http://www.pedbikesafe.org/BIKES
AFE/case_studies/casestudy.cfm)
Photo 4 : Valencia streets after Road diet
(Source:http://www.pedbikesafe.org/BIKES
AFE/case_studies/casestudy.cfm )
To create ‘complete streets’ a road diet
street policy was taken up for the
Valencia street in San Francisco (as
seen in photo 3 and 4). Road diet is
making spaces for bicycle lanes and
pedestrians, wider sidewalks, safer for
movement. This reduced the number
of collisions by 36%.Though there were bicycle collisions, the number was irrelevant since the
change in street design led to increase of bicycle users by 150 users.

(http://www.westerncity.com/Western-City/February-2015/Road-Diets-Make-Streets-Leaner-
Safer-and-More-Efficient/, 2015)
2.6 Times Square –New York City
In 2010, the New York City Department of Design and Construction and the New York City
Department of Transportation selected Snøhetta to lead the design of the new public spaces in
Times Square. The hugely-successful pedestrian-only public spaces permanently redefined
Times Square with a threefold purpose that is : to upgrade crucial utility infrastructure; provide
event infrastructure for new and expanded public events; and make permanent the temporary
improvements that the City piloted in 2009.
The project site also known as the “Bowtie” (as seen in figure below), forms the heart of the
Times Square theater district. The project site was an area of 25,000sq m. The designers were
inspired by the past and rich entertainment history of Times Square. The proposal therefore
created a duality that creates integrated and iconic multi-functional public space.
Photo 5 : elements of Times Square, New York,
(Source: http://snohetta.com/project/9-times-square-reconstruction)

Figure 6 : Broadway and 7th Avenue between 42nd and 47th streets
(Source: http://snohetta.com/uploads/project/9/)
Photo 6 : Before and after image of the Snohetta project being implemented in Times Square
(source:http://www.timessquarenyc.org/live-work/times-square-transformation/)

The project aims to reduce congestion, created shorter travel times, reduced the number of
accidents, welcomed much more pedestrians and making Times square the 10th
best in the
world for retail. City led tactile urbanism intervention from car friendly to people friendly
spaces.(as seen in photo 6).
Uncluttered pedestrian zones and clean simple ground surface is used. Seating served not only
as resting space but also as orientation strips for the public. The ground surface was given dull
natural colors with nickel sized steel disc to reflect and showcase the bright lights of the street
scapes. (As seen in figure 7)
Figure 7 : two-toned custom pavers are embedded
with nickel-sized steel discs and granite benches
oriented along Broadway will define and frame the
area's public plazas
The Times Square’s signature buildings and signs created the glowing walls of the project sight.
Thus creating an outdoor room in the heart of Manhattan. Simple pre cast concrete was used to
treat the ground surface. The difference between an image from the 1950s Times Square and
the current situation in 2016 explains how detail thinking and placing the public first in design
can lead to success of streets in the United States and also set an example for many ideas
around the world.(http://snohetta.com/project/9-times-square-reconstruction, 2014)
Photo 7 : Times Square ,1950, Times square after implementing the design scheme
(Source: http://www.timessquarenyc.org/live-work)

Access and linkages
You can judge the quality of a place by its linkages to its surrounding spaces.A successful public
space is easily accessible and visually visible from far and up close.Public space egdes are
important to0, as it is the first component of the space one sees and is in contact with.
Accessible spaces have a high parking turnover .(http://www.pps.org/, 2016)
Questions
• Is the interior visible from the outside and is the space visible from a distance?
• Is the connectivity between the space and adjacent buildings good?
• Is the public space surrounded by blank walls?
• Do the occupants of the buildings use this space?
• Do pathways lead to these public spaces?
• Does the space provide functions to allow differently abled to use it too?
• Do the road and paths through the place take people to where they wish to go?
2.7 Uses and active spaces
The activities occuring in a space are the building block of the space. Having something taking
place in the space gives a reason for the people to use the space, otherwise the space would
remain empty.(http://www.pps.org/, 2016)
Principals
• The more the activities gives people more reasons to participate.
• The space should be used through out the day
• The space should be safe
• The space should be well managed
• A space that is used by singles and people in groups is a much better space than spaces
where individuals sit.It speaks about the place as a habour of interaction and socialising
with friends.
Questions
• Is the space being efficiantly used or is it empty?
• What age groups of people use the space?
• Is the space used by groups,pairs and singles?
• Which parts of the space are mostly used and which are not?
• Why are some parts used more frequently than the others?
• Are there multiple activities provided?
• Is there proper management of the space?
(http://www.pps.org/, 2016)

2.8 What are streets?
“If you plan cities for cars and traffic, you get cars and traffic.
If you plan for people and places, you get people and places.”
- (Project for public spaces, Fred Kent, 2008)
A public road in a city, town, village typically with houses, buildings, pavements on either side
form a street. A Street is an urban form as well as an institution .Great streets are the backbone
of a successful community.
Streets are basic units of urban tissue. The streets are the pervading principal element of the
street grid, but due to the fact of its endings being identified, they are thought off as segments
rather than continuous runs. The vehicular and pedestrian loads determine the hierarchy of the
street.(As seen in figure 8)
The evolution of the patterns created by the activities taking place on a street impact the quality
of the urban environment. The street nowadays is recognized more as a link between two
places, rather than to
provide a rich and
varied social
environment. Streets let
social interactions occur
between groups. The
street also brings with it
the concept of privacy
and private property.
Figure 8 : Streets and
block patterns,
(Source:http://bricoleurbn
anism.org/ideas/urban-
fabric-form-comparison/)
According to Spiro Kostof (1936-1991),
“More than a mere traffic channel ensconced within the cities mesh, the street is a complex.”
Streets are some of the most precious resources that a city has. Yet it is an asset that is largely
hidden in plain sight. For successful streets, streets should be remade quickly, inexpensively,
provide immediate benefits and are popular. This is important as we live in an urban age, where
for the first time in history most people live in the cities and the UN estimate that in the next 40
years the population is going to double on the planet .Therefore the design of cities and towns is
the key issue of our future.

Cities are in a global market place and that if we are going to continue to grow and thrive and
attract more people, we need to focus on the quality of life and efficiency of our infrastructure.
For many cities and towns, the streets have been in some kind of suspended animation.
For many decades the solution to solving traffic was increasing the number of lanes or widening
roads, which led to building more roads. Due to this cities and towns are built with respect to
vehicles being at the top of the hierarchy of transport .The design of a street tells you everything
of what is expected of it.(Lecture by ex-commissioner of New York city .Janette Sadik Khan, New
York's streets? Not so mean any more, 2014)
Thus public realm is disproportionately distributed to the private automobile rather than the
people. Surface parking like seen in Mapusa town occupies majority of the spaces (As seen in
photo8). The streets form an important container of public life in the context of Mapusa. It is the
streets which become the most important public realm and it gives Mapusa its distinct
character. However leaving open spaces unused and streets being designed with vehicles placed
at the top of the hierarchy is what has caused a sort of urban amnesia that has caused such to
happen.eg Bangalore.(As seen in photos 9-12)
Photo 8 : D.B Marg ,Mapusa, Goa

A few requirements for a well-designed street are:
 Allow street vendors
 Provide pedestrian street lamps
 Install curb extensions at crosswalks
 Create dedicated bus lanes
 Create dedicated bike lanes
 Install raised, textured crosswalks
 Adjust street lights to give lead to pedestrians
 Install bollards at intersections
 Nurture street trees and plantings
 Use speeds bumps where necessary
(http://www.jetsongreen.com/2009/04/how-to-design-livable-streets.html, 2009)
“We go back to some streets more often than to others… maybe a street unlocks
memories or offers expectation of something pleasant to be seen…streets are places of
social and commercial encounter and exchange…a place to be comforted by the
presence of others.” (From Great Streets, Allan B Jacobs, 1993)
2.9 Pedestrian streets
Pedestrian streets are car free zones .In history there have been many parts of the world in
which streets were once pathways and have turned into highways. They are instituted by
communities who feel that it is desirable to have pedestrian-only areas. These pedestrian streets
are used for bicycle commuting, this provides a chance to see the city. It also boosts business.
According to Spiro kostof (1936-1991),
“in the process of urbanization, country patterns of paths, lanes and trails leave their impression
on the urban street networks.”
It provides a space for human powered vehicles such as cycles and skate boards.
The pedestrian streets create a sociable and healthier life style.

2.10 The concept of streets before the advent of vehicles
According to Rob Krier (1979), ‘’the street is a product of the spread of a settlement once house
have been built on all available space around its central square. It provides a framework for the
distribution of land a gives access to the individual plots. It has a more pronounced functional
character than the square in whose confines one is perceived in passing. The street layout which
we have inherited in our towns, were devised for quiet different functional purposes. They were
planed to the scale of a human being, the horse and the carriage. The street is unsuitable for the
flow of motorized traffic, whilst remaining appropriate to human circulation and activity. It
rarely operates as an autonomous isolated space as for example in the case of villages built
along a single street. It is mainly to be perceived as a part of the network.”
The Chandni Chowk Street in Old Delhi, North India was once a quiet street shaded by Banyans
on either side, with a canal flowing along the entire length.
It was christened with the name Chandni Chowk as the square was built at the centre of this
street by Shah Jahans daughter Jahanara. This square had a pool fed by the canal. The pool
reflected the light of the moon at night. With the increase of the fame of this street, the nobility
began to build buildings along it and shops began to string along the streets.
The Brigade road and Hosur Road, Bangalore, India is an example of how streets scape rapidly
changed over the decades. (As seen in the images below)
Photo 10 : Brigade Road,
Bangalore, India, 2015,
(Source:https://www.youtube.com/
)
Photo 9 : 1980, Brigade Road,Bangalore,India
(Source:
http://www.discoverbangalore.com/oldbangalore
.htm)

2.11 The concept of streets after the advent of vehicles
According to Rob Krier (1979),
“Although the asphalt carpet which serves as a channel for the movement of cars it is still called
a street; it retains no connection with the significance of the term. Certainly the motorized
transportation of the people and goods is one of the primary functions of the town, but it
requires no scenery in the space around it. The movement of pedestrian or public transport
vehicles which move at a moderate speed, like carriages is very different from the motorized
transportation.”
Main commercial streets are at least 15 to 20 m wide. According to the zoning laws of a place
the commercial buildings are required to leave a considerable amount of space as setbacks.
These places are often left unused and completely desolate. The factor causing this is the fact
that these spaces do not create a sense of belonging or invite people to use the space. Therefore
a disconnect is created between the building, space and road. Connectivity, comfort and people
lead to visitation. Thus form and structure by itself do not complete a street unless the other
requirements are met that is having public life and activity present in these spaces.
Photo 12 : Hosur road, Bangalore, India,
Photo 11 : 1935, Hosur Road,
Bangalore, India,

2.12 The street edge
The street edge is the indicator of where a space begins and ends. Many physical and visual
elements may overlap the street edge rendering the street edge unnoticeable .The street edge is
very important as it is a base point for spatial demarcations .It indicates the terminating point of
a private space and where a public space begins. Street edges are shaped around the
interactions that take place between pedestrians and the habitual practices. A well designed
street edge attracts the public which leads to the different realms being successful; a not well
planned street edge will prevent people from feeling welcomed or entering private spaces.
Jane Jacobs states (1961), planning fails because of the misconception of how cities should be
designed and how cities work primarily. Modernist planning has led to monotonous projects.
These modernistic designs are desolate, dull and have uniformity counterproductive to a vital
and buoyant city life.
The city is considered to be the hub for social and economic relations that are reflected in the
physical form of the street scape.
According to “Montgomery (1998), the public realm of a city performs numerous functions from
acting as meeting places, to defining the built environment. It also offers spaces for local events
and customs to take place. In order to create a successful public realm, diverse activities that
make up the urban environment must be designed in such a way so as to create an outdoor
room that is aesthetically pleasing, and provides a convenient setting for human activity.
Therefore the design of public realm and street edge is as important as the structure of the city
in order to create a good viable city.

Chapter 3. People first design
Design of cities affect our behavior .Therefore people should be made the centre of design. A
system of design could be inculcated where designs operates at the intersection of built form
and public life. This chapter explains the why? What’s? And how’s? Of People first design.
Physical space
• Infrastructure
• Streets and public open spaces
• Buildings
Life
• Behavior and use of patterns
• Culture
• Commerce, exchange, free time
(Senses Scale and 12 Quality Criteria, Birgitte Svarre,2015)
3.1 What is “People first”, places and streets?
In the 21st
century, cities have been designed around the vehicle. Form and structures are given
primary attention while the pedestrian moving through a city has been forgotten. This has
culminated to vehicle dominant streets, where the roads, curbs and even the movement of
pedestrians have been designed to favor the movement of the automobile. The term ’ ‘’People
first”, places and streets’ can be defined as simply saying that the people come first and then
are the streets and spaces designed around them. People are essentially the main vital
component of a city, as they lead to the success of its spaces and streets. There is no point
designing streets and spaces, if they are not used by the common public.
But how do we design these spaces and streets to be attractable to the public? Formulating a
vision or programmes based on the type of life activities and attractions that are inherent in a
given area is primarily the main successful route taken. Through scale, form and sense a network
of public spaces are designed to support public life.
Photo 13 : Akihabara, Japan, 2014
(Source: www.pinterest.com)

Envisioning how buildings can contribute to public life aspirations, in terms of height, massing,
scale as well as functionality and interaction. Having better streets is not a single plane but
rather a flexible frame work for improving mobility, sense of place and quality of life.
3.2 Role of public life in design
"Cities have the capability of providing something for everybody, only because, and
only when, they are created by everybody." – (The death and life of great American
cities, Jane Jacobs, 1961)
Design of a space is not successful unless it is efficiently used by the public life in a city or town.
In the 21st
century the form, structure is given more preference over public life. This leads to
high rise buildings with clean edges and huge setbacks that are not really people friendly. Due to
the negligence to the general public that move through the streets, spaces are left desolate and
unsafe. Therefore designing around the vehicle or roads have left narrow pedestrian spaces and
barrier of cars between the sidewalks and roads, which is a difficulty for the public to cross
roads. It is designed to such an extent around vehicles that people are directed on how to
maneuver through bustling traffic with signs and traffic light etc.
Large scale thinking and over rationalized specialized processes has led to forgetting that streets
and spaces are really used by public and not vehicles. Public life and public spaces are needed to
be treated as cohesive units.
Jan Gehl emphasizes that life between buildings is a dimension of architecture that deserves
more careful treatment .It is where social interactions, perception, urban reaction and sensory
experience of a city takes place.
Public spaces comprises the entire spectrum of human activities, the necessary, the optional and
the social types of behaviors. These are the vital areas and thus planning processes must begin
by understanding spaces in the perspective of the user. Places that carry the most people are
the most efficient in the use of space and the most
pleasant.(http://www.pps.org/reference/jgehl/, 2016)
Considering the public(able and disabled) as a main design element leads to a robust, well
connected, accessible, mass transit system, higher job opportunities, reduction in accident
numbers, improvement in travel time, increase in retail sales.(Lecture by Arch.Chris
Downey,Design with the bling in mind, 2013)

3.3 Walkability of streets
"Walkable places are thriving places," (Walkable city, Jeff Speck, 2012)
Walking is our most basic form of movement. It is easy, healthy, sustainable and costs nothing. It
offers us the opportunity to use our senses experience and create memory and socialize with
people. Walking is urban life.
The introduction of walkability in cities could lead to more pedestrian mass on the streets as
compared to the automotive mass. Also the space occupied by a large crowd of pedestrians on
city streets, occupy less space as compared to a few cars. (As seen in images below) 4 people per
car, thus 48 people. The space occupied by the 12 cars required to transport these 48 people is
much more than public transit that is the bus and unsafe as compared to traveling by bicycle.
Photo 14 : Amount of space required to transport the same number of passengers by car, bus
and bicycle, (source : CPF (Cycling Promotion Fund)
Figure 9 : Diagram showing speed and space occupied in
different modes movement

What is walkabiltiy of streets?
"Every city should have a law of two words: pedestrians first"
(Gil Penalosa, Founder & Chair of the Board of 8 80 cities)
It is a city in which the car is an optional instrument of freedom rather than a prosthetic part. A
walkable city is more than just basic infrastructure; it is what a city looks like, feels like and
sounds like. A walkable environment is made in the details, the height of the buildings, the width
of the street, the quality of the store fronts, the availability of services and the general feeling
and character of the area. Walkability could be a key to a successful city. People have evolved
over millions of years to be walking creatures, how far we can see, how quickly we can process
information, the shape and dimension of our feet have developed so that we can safely move
around by foot.
The use of the ground floor, urban building should be oriented towards the pedestrian passing
by the sidewalk and incorporate elements that are interesting and attractive such as signage and
displays that can be observed closer at the speed of the pedestrian. These are elements that give
character to a city. They are the small details that can create identity of the community and the
people that live there.
Other elements include pedestrian
amenities such as benches for sitting
and socializing. Transit shelters,
accessible curb designs, community
information boards and way finding
signage. One of the main elements that
add character to the walkability of a
city is trees. They provide shade,
coolness, sound. Trees add a sense of
nature and human scale connection to
a dense urban environment.
While evaluating any city, the first of
the citizens that should be thought of
are the most vulnerable citizens. They
are the young, old, disabled and poor.
From the point of mobility who are the
most vulnerable, the people who are
walking, the people who are on bicycles, public transit and then people who are using cars,
therefore this should be the order of priority.(As seen in figure 10). Speed limit policies also help
in the walkability of a city(As seen in figure 9). It is useful having speed limits such as 30km per
hour as it reduces the chances of fatal accidents. At 50km per hour itself there is an 80% chance
that a pedestrian will die, while if a pedestrian is hit by a car moving at 30 km per hour, it is a
95% chance of surviving. Slower speeds save lives. (As seen in figure11).
Figure 10 : Heirachy of movement
(Source:http://bicycleperth.blogspot.in/2012/12/s
hopping-with-bicycle.html)

Figure 11 ; Auto pedestrian accidents,
(Source: http://www.placemakers.com/2015/04/06/better-streets/)
Many people who drive spend up to 1/3 of their income on mobility. Walkability gives more
options for saving income which can be utilized for education, health care, travel etc. Walkability
is important for a successful city as it is about sustainability, democracy and equity .It helps
improving mobility, recreation, the economic development, the environment and happiness of
the community. A city that is great for walking for a child and for an aged person will be a great
city that is walkable, safe, enjoyable and healthy for everyone.(Lectures by Arch. Jeff Speck, The
walkable city, 2013)
Why is a walkable city required?
The first main reason for why walkable cities are a better option of city design is because of the
amount of economy that goes into designing spaces around the automobile. A city designed
around an automobile leads to the obligation for the need of one and therefore majority of the
working classes are stunted or handicapped without the ownership of a car or bike.
Second is health, allowing the free movement for pedestrians and bicycles leads to a healthier
way of life. It prevents illnesses such as obesity. Non walkable cities lead to 65% chance of
obesity which can cause an obese generic society.
Third the environment,
in the 21st
century cities will account for
90% global population growth
80%global carbon dioxide
75% global energy use
(As seen in figure 12)
(Lecture by Arch. Kent Larson, Brilliant designs to fit more people in every city, 2012)

Figure 12 :
Greenhouse gas emissions from
different forms of transport
(Source:
http://bicycleperth.blogspot.in/)
This leads to respiratory diseases, global warming, exhaust of natural resources etc.
How do you get people to walk?
Having traditional neighborhoods in which all amenities required are within a mile radius is one
solution to giving people a reason to walk. Creating paths with multiple experiences, discovery
and choice of fabric are essential for a walkable city. Also designing at comfortable scales, that is
street width to building height ratios, eg 1:1, 3:1 are comforting, while 1:6 is not comfortable.
1) It has to be an experience –A reason to walk (balance of uses)
There are only two ways that have been tested by the thousands to build communities around
the world and they are the traditional neighborhood and suburban sprawl. The neighborhoods
are compact and diverse. Places to walk, shop, recreate and get educated, all within a walking
distance.
Suburban sprawl is mainly not compact, not diverse and not walkable. Therefore separating all
the functions and then reconnect it with automotive infrastructure would lead to a huge number
of large and unnecessary roads.
Public transit is also very essential for a walkable city as it connects a pedestrian to every part of
a city. Therefore every transit experience should begin or end as a walk essentially.

2) Safe to walk (reality and perception)
One main component that plays a primary role when creating a safe city is the block size.
Thus having a city with block sizes of 60m would require two lanes while a city with blocks of
180m would require 6 lanes. When the block size is doubled, it quadruples the number of fatal
accidents on non-highway streets.
The block sizes seen in the cities of Goa that is Panaji city and Mapusa have an average block size
of 60m to 90m. This therefore justifies that major cities in Goa have already existing
characteristics of walkability. This is mainly due to the fact that most places in Goa and India
keep strong ties to their traditional design.
Photo 15: Panaji city, Goa,
(Source: Google earth, 2016)
Photo 16 : Mapusa city, Goa,
(Source: Google earth, 2016)

Induced demand
This brings the requirement of explaining
what ‘induced demand’ is, it is applicable
to both highways and to city streets.
Induced demand explains that when
streets are widened to accept the
congestion that is anticipated in
congested systems, it is principally that
congestion that is constraining demand
and therefore it leads to widening of the
roads. This opens a window to latent trips
that are ready to happen, people move
further from work and make decisions to
where they commute, which leads to
further widening of the streets.
Wider streets lead to cars moving at
faster speeds. Widening has also resulted
in narrower Foot paths.
(As seen in figure 13)
Figure 13 : Induced demand (road width is
increased which leads to increase in traffic),
(Source: lecture by Jeff Speck, 2013)
In the case of Mapusa city an e.g. Bala
desai road has little to no foot path,
however even the little that exists of the
footpath is unused, as the public prefer
walking on the street road. Therefore the
road serves all the buses, cars, bikes and
also the public, which is unsafe. Having
skinny streets do reduce speeds which is
observed along the same road, however
there is still a neglect to common public
amenities such as sidewalks or seating.
(As seen in photos 17,18).
Photo 17 : Bala Desai street, Mapusa, Goa,
(Source: Chloe Rodrigues)

Parallel parking also serves as safety as it creates a barrier of steel between walking pedestrians
and moving vehicles. It blocks the view of the moving cars and sounds ,thus creating voids or
spaces on the curb that are pleasant to sit and a have a small coffee without the disturbance of
the traffic. Trees also are good elements in design, they slow down cars and provide a lot of
shade, curb details, such as
return radices, ether it is 30cm
or 12m, determines the speed
of the car and the room
provided for crossing. An
example is Fort Lauderdale,
Florida (As seen in photo 19)
Photo 19 : Fort Lauder dale,
Florida,
(Source: Lecture by Arch.Jeff Speck,
2013)
Photos 18: Bala Desai Street,
Mapusa, Goa,

3) A comfortable walk (Space and orientation)
All beings seek simultaneously prospect and refuge. Therefore humans are drawn to good edges.
Good edges attract people, as they are flanked with facades that are interesting and provide the
sense of safety, while having a proper undisturbed path of vision of the street. Thus a proper
ratio of height to width should be maintained. A ratio beyond 1:6 is not very comfortable as it
does not provided enclosure, while 1:1 ratio is very comforting. In the figure 14 the spatial
enclosure by recess height creates an artificial 1:2 scale rather than having a tall building.
Tree canopy break the width of the road and also act as marker for the pedestrian and vehicular
realm.(as seen in figure14).
Figure 14: Spatial definition
Side with parallel parking Side without parallel parking

Comfort pertains to the time taken from destination A to B. Designing the most shortest path to
ones destination by foot is more preferable. Such a zebra crossing being available near a Bus
stop.(As seen in photo 20) A person who wishes to reach home should not be forced to walk a
long distance just because the zebra crossing is provided that far, when their home or end point
is bang opposite the street.
Photo 20 : Time lapse
(Source: Lecture by Molly Robison, 2014)
Such a situation is seen in Porvorim,Goa along the NH17 near the Holy Family church.Instead of
the zebra crossing being provided near the bus stop.It is near the exit of the church mainly to
provide safety for those visitin the Holy Family church.There would be no harm having two zebra
crossings, one nera the exit of the church and one near the bus stop.
Photo 21 : NH17, Porvorim, Goa
(Source: Google Earth, 2016)

4) An interesting walk (signs of humanity)
Humans attract other humans. However
for a place to have people, it should be
welcoming and rich with activities. In
spaces such as parking lots etc (As seen in
photos22 and 23), people are not present
. This is mainly because the space is not
welcoming. It takes 7meters of building to
hide 75m of garage space. Having spaces
which are enveloped with discovery after
discovery, provide scope for conversation
or interaction with the structures built
form creates a hive that attracts people.
E.g.: Barrier free paths by allocating
spaces differently help in creating a
comfortable path of movement for the
public. Small initiatives such as tree
planting, narrow paths, widen footpaths,
same level path and road, safety, zebra
crossing and having designated spaces
for pedestrian, automobile, protected
bicycle lanes and system for rapid bus
lines.(Lecture by Arch. Jeff Speck,The
general theory of walkability, 2013)
Photo 24 : Mapusa Taxi stand,Mapusa,Goa
“Broad is the road that leads to destruction, narrow is the road that leads to life”
(Mathew 7:13-14)
Photo 22 : Upcoming parking lot near the Santa
Monica jetty, Panaji, Goa,
Photo 23: D.B. Marg, Mapusa, Goa

3.4 Comfort of streets and public spaces
Settlements typically began with people clustered around water bodies, wells and spaces where
daily requirements were available. These settlements were roughly the size based on the
distance walkable. The home was the centre of life. People had everything available in the
comfort of their home that is medical care, entertainment, education, food etc.
After industrialization functions began to separate hospitals for medication, industries for
production, schools for education and factories on the out skirts. These functions were
designated particular spaces. An example can be taken of Paris in its medieval time and the
current state of Paris and also the villages in Germany. The villages are clustered and designed
within a one mile radius that is a 20minute walk. Within this one mile all amenities required for
day to day use are available. (As seen below)
Figure 15 : Meidival Paris,Villages within a 1mile radius.
(Source: Lecture by Arch.Kent Larson, 2012)
Figure 16 : Arrondissements Paris,Villages within a 1mile radius.
(Source: Lecture by Arch. Kent Larson, 2012)

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