DISSERTATION REPORT ON

URBAN PLANNING
AND ITS ELEMENTS

SUBMITTED BY

OJASWINI BANSAL

UNDER THE GUIDANCE OF

Ar. NIKHIL HARRY

SCHOOL OF ARCHITECTURE

IPS ACADEMY, INDORE

RAGIV GANDHI PROUDYOGIKI VISHWA VIDYALAYA, BHOPAL

 DECLARATION

I HERE BY DECLARE THAT THE DISSERTATION PROJECT TITLE URBAN PLANNING AND
ITS ELEMENTS SUBMITTED BY ME, IS THE PARTIAL FULFILLMENT FOR THE AWARD FOR
DEGREE IN BACHELOR IN ARCHITECTURE; RAGIV GANDHI PRODYOGIKI
VISHWAVIDYALAYA IS A RECORD OF MY OWN WORK. THE MATTER EMBODIED IN THIS
PROJECT IS NOT BEEN SUBMITTED FOR ANY OTHER DEGREE OR DIPLOMA.

OJASWINI BANSAL
 CERTIFICATE
THIS IS TO CERTIFY THAT THE ABOVE DECLARATION OF OJASWINI BANSAL SCH. NO
0809AR121063 IS TRUE TO THE BEST OF MY KNOWLEDGE AND THAT SHE HAS WORKED FOR
ONE SEMESTER FOR PREPARING THIS PROJECT

RECOMMENDED ACCEPTED

NAME OF GUIDE: AR. NIKHIL HARRY Dr.(Prof) Kiran P. Shinde

Head of the department/Principle

 ACKNOWLEDGEMENT

I MUST FIRST EXPRESS MY DEEP GRATITUDE TOWARDS OUR PRINCIPAL Dr. (Prof) KIRAN P.
SHINDE FOR PROVIDING US WITH PROPER GUIDANCE AND EVERY POSSIBLE SUPPORT FOR
THE COMPLETION OF THE PROJECT

I AM GRATEFUL TO MY GUIDE AR. NIKHIL HARRY AND THE DISSERTATION

COORDINATOR AR. SUMAN SHARMA AND AR. RATIMA DAGAONKAR FOR GUIDING ME ALL
THROUGH THE SEMESTER FOR THE PROPER METHODOLOGY OF THE RESEARCH, PUTTING
ME ON THE RIGHT TRACK FROM TIME TO TIME AND CONSTANT ACCOMPLISHING THE
PROJECT.

OJASWINI BANSAL
 CHAPTERIZATION

CHAPTER 1: SYNOPSIS

1.1 Introduction
1.2 Aim
1.3 Objective
1.4 Need and Importance
1.5 Scope
1.6 Limitations

CHAPTER 2: TYPES OF URBAN PLANNING

2.1 The formalist or the classical approach

2.2 The organic tradition or the garden suburb

2.3 The modernist or technocratic approach

CHAPTER 3: BUILDING FAADE

3.1 Introduction

3.2 Articulation of street faade

3.3 Special Considerations

CHAPTER 4: PUBLIC SQUARES

4.1 Introduction

4.2 Considerations for plazas

4.3 Types of squares

4.3.1 The enclosed square

4.3.2 The dominated square

 4.3.3 The nuclear square

4.3.4 Grouped squares

4.3.5 Amorphous square

CHAPTER 5: STREETS

5.1 Introduction

5.2 Types of streets

5.2.1 Main streets

5.2.2 High street

5.2.3 Overpass

5.2.4 Skyway

5.2.5 Boulevard

5.2.6 Avenue

5.2.7 Alley

5.2.8 Esplanade

5.3 Considerations while Designing Street and its spaces

5.3.1 Pedestrian interaction

5.3.2 Landscape and greenery

5.3.3 Safety and security

5.3.4 Weather protection

CHAPTER 6: TRANSPORT

6.1 Importance of transit

6.2 Types of transport

CHAPTER 7: LANDSCAPE AND OPEN SPACES

7.1 Introduction

7.2 Types of spaces and their considerations

7.2.1 Residential

7.2.2 Commercial

7.2.3 General public spaces

CHAPTER 8: CASE STUDIES

8.1 Park DuValle, Kentucky

8.2 Brazilia, Brazil

8.3 Runcorn, England

CHAPTER 9: CONCLUSION

CHAPTER 10: BIBLIOGRAPHY

CHAPTER 1 : SYNOPSIS
1.1 INTRODUCTION

Urban design is concerned with the arrangement, appearance and function of our suburbs, towns and
cities. It is both a process and an outcome of creating localities in which people live, engage with each
other, and engage with the physical place around them. It involves the design and coordination of all that
makes up cities and towns. The creative articulation of space is the most prominent aspect of urban
design.
The various major elements of urban design are:
Building Facade
Public Spaces
Streets
Transport
Landscape

Urban Design weaves together these elements into a coherent, organized design structure.

1.2 AIM

The aim of this study is to understand the basic meaning of urban planning and study the various
elements which affect the planning and functioning of a city.

1.3 OBJECTIVE

To study the major elements of urban planning that is the streets, building faade, public spaces,
landscape and transport.
to draw out the conclusion as to how they affect the planning of a city
their interrelation with each other and how the change in one element affects the other element

1.4 NEED AND IMPORTANCE

Today due to the increasing problems in urbanization it has become very important that the cities should
be planned or developed keeping in mind the elements that affect it.

Without studying the elements and their effect on each other it is not appropriate to find the core
problems and find solutions while redeveloping the cities and building new cities.

1.5 SCOPE
 The cities today are facing with a lot of problems such as environmental degradation, congestion, slum
development, bad living conditions etc. so the proper planning and development of a city is must and
therefore the study of the elements which shape the city is very important in order to understand the
problems and find solutions.

1.6 LIMITATIONS
The study is limited to the major and basic elements of urban design. The smaller factors are not studied
individually but may come in as a part of the main elements. The types in urban planning is also given at
a general level but not further elaborated.

CHAPTER 2: TYPES OF URBAN PLANNING

2.1 The formalist or the classical approach

In the formalist tradition, blocks and streets are laid out in regular grid. The grids of streets take the lead in
shaping block structure.

The blocks are usually rectangular or square, with widely varying dimensions depending on the town. The
small blocks were 200 feet or so with larger ones ranging up to 2000 feet. There are various types of blocks
that accommodate mixed use and medium residential densities where the cars fit in the middle, out of sight
from the street. Blocks may have alleys running down the middle, providing rear access to the blocks lots for
parking and services.

The streets width range from 40 feet to 100 feet and wider. Major arterial or boulevard type streets might be
still wider.in the quiet residential streets the width of the travel way, between the curbs, may range from 20
feet to 32 feet allowing for parking on both sides and two narrow travel lanes.

The street system is logical and readable. If one path gets clogged up, a parallel one is likely to be available.
Grid of streets provide the greatest flexibility since alternative paths are always available and all block fronts
have equal access

2.2 The organic tradition or the garden suburb

In this approach the buildings and the blocks take the lead in shaping street patterns. It does not contemplate

providing for the mixes of uses, densities, and building types. Buildings tend to be set back farther from the

curd, and most properties have their own driveways. In residential areas, block widths are usually functioning

of the local single family house market. The block width varies from 200 to 300 feet.
Organic or naturalistic street patterns, with less predictable interconnectivity and larger blocks, tend to make

alternative travel paths less certain or clear. The streets are usually organized in a loose mesh of curving

streets, usually not as predictably connected, following natural contours or other features. The street pattern

maybe confusing changing directionally as they curve, discontinuity of cross streets, and reduced access

caused by larger block size. The street landscape is similarly informal, often lacking sidewalks altogether.

2.3 The modernist or technocratic approach

Modernist tradition is where street and building are dissociated from each other. The base is separated, single

use blocks that can be found both in urban renewal areas of core cities and in strip commercial street

environments, malls, residential complexes etc. The rational, utilitarian efficiency separated all of the

formerly mixed together urban activities into discrete parts. It also imparted an economic meaning. Large
blocks under single or unified ownership with single purpose meant less development cost. The resulting

pattern was big developed blocks which were hard to break up i.e. single use complexes are resistant to

diversification. The combination of big blocks and single use complexes makes pedestrian travel and even

some forms of transit untenable.

Modernist street pattern with its emphasis on hierarchy and very large blocks tend to break down as travel

paths when any part of the hierarchy is blocked and they tend to limit street fronting. The dendritic street

pattern requires less land to be given over transit in which sidewalks are often disconnected from the

vehicular traffic way.

CHAPTER 3: BUILDING FAADE

3.1 INTRODUCTION
The street is often described by urban designers as a large outdoor room. The ability to shape this room
exists on every street, and its walls are defined by the primary faades of its buildings, which create a street
wall. Well-designed buildings work together to create a sense of place.
Building facades should be composed of elements scaled to promote pedestrian comfort, safety, and
orientation. Transparency at the street level enlivens the street environment, providing interest and activity
along the sidewalk and at night providing a secondary, more intimate, source of lighting.

3.2 ARTICULATION OF STREET FAADE

The building facade can be articulated in various ways so that it is more interacting and engaging. Some
ways are:

Open facades (i.e., arcades and shop fronts);

Multiple building entries;
windows that encourage pedestrians to look into the building interior;
Merchandising display windows;
5 street front open space that features art work, street furniture, and landscaping;
6 exterior finish materials having texture, pattern, lending themselves to high quality detailing
Provide activenot blankfacades. Buildings should not have large blank walls facing the street,
especially near sidewalks. Blank facades limit pedestrian interaction with the building, effectively
deadening the street environment where they occur. They provide opportunities for defacement
with graffiti and encourage other undesirable activities.
Entries should be clearly identifiable and visible from the street and easily accessible and inviting to
pedestrians. In order to increase personal safety, entries and associated open spaces should be
designed to avoid the creation of isolated areas and to maintain lines of sight into and out of the
space.
Ensure that the new faade relates harmoniously with the nearby faade patterns.
3.3 SPECIAL CONSIDERATIONS
Facades which for unavoidable programmatic reasons may have few entries or windows should receive
special design treatment to increase pedestrian safety, comfort, and interest.

Enliven these facades by providing:

Small retail spaces (as small as 50 square feet) for food bars, newsstands, and other specialized retail
tenants;
Visibility into building interiors;
limited lengths of blank walls;
a landscaped or raised bed planted with vegetation that will grow up a vertical trellis or frame
installed to obscure or screen the walls blank surface;
High quality public art in the form of a mosaic, mural, decorative masonry pattern, sculpture, relief,
etc., installed over a substantial portion of the blank wall surface;
Small setbacks, indentations, or other architectural means of breaking up the wall surface;
Different textures, colors, or materials can be used that break up the walls surface.
Special lighting, a canopy, awning, horizontal trellis, or other pedestrian-oriented feature to reduce
the expanse of the blank surface and add visual interest;
seating ledges or perches (especially on sunny facades and near bus stops); and
Merchandising display windows or regularly changing public information display cases.
 Chapter 4: PUBLIC SQUARES

4.1 INTRODUCTION
Great public squares are the living room of the city - the place where people come together to enjoy the city
and each other. Public spaces range from grand central plazas and squares, to small, local neighbourhood
parks.

A square or plaza is both an area framed by buildings and an area designed to exhibit its buildings to the
greatest advantage. There are two main methods of categorizing squares by function and by form. Activity
in a square is important for its vitality and, therefore, also for its visual attraction.

The character of a square depends on the enclosing buildings, their heights and what happens on their ground
floors as much as the design of the square itself.

The types of space needed in a city are: the setting for a civic building; the principal meeting places; places
for great ceremonial occasions; spaces for entertainment around buildings such as theatres, cinemas,
restaurants and cafes; spaces for shopping, shopping street, arcades and markets; spaces around which offices
are grouped; spaces of a semi-public nature around which residential accommodation is arranged; and,
finally, the spaces associated with urban traffic junctions.
4.2 CONSIDERATIONS FOR PLAZAS

To add interest and enrich the quality of public spaces, art may be part of wall or paving surfaces, elements of
landscaping, fountains, or free standing sculpture.
Plazas can be made more functional by providing them with:

public art;

street furniture, such as seating, newspaper boxes, and information kiosks;

distinctive landscaping, such as specimen trees and water features;

retail kiosks;

public restroom facilities with directional signs in a location easily accessible to all; and

public seating areas in the form of ledges, broad stairs, planters and the like, especially near public
open spaces, bus stops, vending areas, on sunny facades, and other places where people are likely to
want to pause or wait.
 4.3 TYPES OF SQUARES

There are five types in which squares can be classified. These are on the basis of their form , building
type around it , size etc.

4.3.1 THE ENCLOSED SQUARE

In this square the space is self-contained. The overriding quality of this spatial type is a sense of enclosure.

The square is an outdoor room and with the room it shares the quality of enclosure. The key to enclosure in
the square is the treatment of its corners .The more open the corners of the square the less the sense of
enclosure, the more built up or complete they are. Each building block is isolated and retains its own three
dimensional properties. if possible, only one street opened at each point, while a second one would branch
off further back on this street out of sight from the plaza.

Other important qualities of squares and their surrounding buildings affect the degree of enclosure. These
include the nature of the enclosing buildings roof line, the height of the enclosing buildings in relation to the
size of the space, the degree of their three-dimensional modeling, the presence or absence of a unifying
architectural theme and the overall shape of the space itself. The height of the sky above a closed square is
imagined as three or four time the height of the tallest building on the square. This lid or dome to the square
appears to sit more securely when the roofline is more or less of equal height throughout its length.

4.3.2 THE DOMINATED SQUARE

 The dominated square is characterized by one individual structure or a group of buildings toward which
the open space is directed and to which all other surrounding structures are related. The whole space is
directed towards one building or structure. This space acts as an fore ground to this structure. The
building can be a historical monument, a civic centre, main block of an area etc.

4.3.3 THE NUCLEAR SQUARE

There is a centralizing feature being big or bold enough to dominate its surroundings.the space is formed
around a centre. There is a nucleus, a strong vertical accent a monument, a fountain, an obelisk
powerful enough to charge the space around with a tension that keeps the whole together. Which
generates the impression of a square.The idea of the size, shape and location of such a space as formed in
the mind of the observer, is the result of designing a three-dimensional object around which the observer
can move and not the design of an enclosed space through which the observer moves.

4.3.4 GROUPED SQUARES

These are also called linked squares as spatial units are combined to form larger compositions. There are
number of square which are connected with each other.
 There are numerous methods by which links between squares may be formed, A public square may be of
complex shape so that it consists of two or more overlapping or interpenetrating spaces: quite clearly
defined spaces may open onto each other; a series of spaces may be physically connected by streets or
alleyways; one or two major public buildings may be surrounded by a series of spaces which use the
walls of the buildings for definition; spaces may be related by an external reference point, a dominant
element such as a tower

4.3.5 AMORPHOUS SQUARE

In this type the space is unlimited or very large compared to the human scale.

This large square is framed by buildings on all sides yet being too large for the surrounding heterogeneous
structures it lacks enclosure. Its enlarged proportions are such that it has become something other than a city
square.
 CHAPTER 5: STREETS

5.1 INTRODUCTION
These are the connections between spaces and places, as well as being spaces themselves. They are defined
by their physical dimension and character as well as the size, scale, and character of the buildings that line
them. The pattern of the street network is part of what defines a city and what makes each city unique.

There are two main types of streets, those within towns and those that run between towns. The street is not
only a means of access but also an arena for social expression. Streets and their sidewalks, the main public
places of a city, are its most vital organs. In the planning of a street the physical factors that appear most to
influence street use are, user density, land-use mix, pedestrian-vehicular interaction, configuration and
context.

5.2 TYPES OF STREETS

5.2.1 MAIN STREETS

It is usually a focal point for shops and retailers in the central business district, and is most often used in
reference to retailing and socializing.
5.2.2 HIGH STREET

Frequently used for the street name of the primary business street of towns or cities

5.2.3 OVERPASS

It is a bridge for motor vehicles or pedestrians to pass over other road or rail traffic.

5.2.4 SKYWAY

Skyway is usually used for long or high bridges for traffic.

5.2.5 BOULEVARD

Multilane arterial thoroughfare, divided with a median down the center, and perhaps with roadways along
each side designed as slow travel and parking lanes and for bicycle and pedestrian usage, often with an
above-average quality of landscaping and scenery.

5.2.6 AVENUE

It is traditionally a straight route with a line of trees or large shrubs running along each side.
5.2.7 ALLEY

Alley is a narrow passageway between or behind buildings. Alleys downtown can be threatening or alluring,
and often both. Alleys should accommodate a variety of needs while providing for a safe and comfortable
pedestrian environment.
Some considerations are adding effective lighting to enhance visibility and safety, locating the alley parking
garage entry and/ or exit near the entrance to the alley; and chamfering the building corners to enhance
pedestrian visibility and safety.

5.2.8 ESPLANDE

An esplanade is a long, open, level area, usually next to a river or large body of water, where people may
walk.
5.3 CONSIDERATIONS WHILE DESIGNING STREET AND ITS SPACES

5.3.1 PEDESTRIAN INTERACTION

Spaces for street level uses should be designed to engage pedestrians with the activities occurring within
them.

In the planning of a street the physical factors that appear most to influence street use are, user density, land-
use mix, pedestrian-vehicular interaction, configuration and context. Its expressive function also includes its
use as a site for casual interaction, including recreation, conversation, and entertainment, as well as its use as
a site for ritual observances.

Walking is also an integral part of many other matters, such as looking at shop windows, admiring the scene,
or talking to people. In all, it does not seem to be far from the truth that the freedom with which a person can
walk about and look around is a very useful guide to the civilized quality of an urban area.

A second element basic to any public open space plan is to recognize the importance of streets as the
framework of public open spaces .The street is not building frontage but a space about which dwellings are
grouped to form a series of street pictures; or alternatively the street is a space that may be expanded into
wider spaces such as closes or squares. For a street to function as a place or exterior room in the city it must
possess similar qualities of enclosure as the public square: When the street is long and wide with houses on a
common frontage, it is most difficult to obtain a sense of enclosure. The street is a path enlivened by a series
of nodes where other paths meet it or where activities intensify to such an extent that place and rest vie for
dominance with function of pathway and movement. Such places or nodes should be at intervals of 200 to
300 m.

One feels at ease in a space where the gaze cannot be lost in infinity

One of the prejudices is that cars are bad and need to be kept out of the way. What needs to be recognized is
that automobile usage is very much part of many lives and the generator of activity. Often cars and
pedestrians really need to be segregated. The standard manner is to provide streets with
pavements/sidewalks. Pedestrianizing streets and forming superblocks is another way. Yet another way of
separating pedestrian and vehicular traffic has been vertically. Skywalks and subterranean passageways have
been designed to ease the flow of people.

It appears that most street activity occurs when it is convenient for large numbers of pedestrians to use the
street in a variety of ways. Activity in streets increases when densities are high enough to inhibit the use of
the motor car and to support a range of facilities such as shops and schools which are within walking distance
from a sustainable catchment area. It also appears that a variety of land uses stimulating many activities is a
prerequisite of a lively street.

Considerations to promote pedestrian interaction

Provide spaces for street level uses that:

reinforce existing retail concentrations;

vary in size, width, and depth;
enhance main pedestrian links between areas; and
Establish new pedestrian activity where appropriate to meet area objectives.

5.3.2 LANDSCAPE AND GREENERY

Street trees are required to lend a human scale to the urban environment (with their textures, colors, and
spacing), providing for pedestrians a perceived buffer from the noise and dirt of street traffic. Deciduous
trees are preferred as they bloom in spring, filter sunlight through their leaves and change colour in different
climate.

Street trees should be selected in ways that consider positive visual impact, growth rate, suitability for a
constrained urban environment, shape, seasonal performance and shedding characterstics.Street trees should
be at least 3 inches caliper measured at breast height and either vase shaped or limb up able so that clearances
for pedestrians, awnings and curbside trucks and buses are sufficient

Tightly planted rows of trees separated he busy center lanes from the local access streets.Trees along the
centre mall of the roadway cast less of a shadow onto the windows and yards unlike trees along the
sidewalks.

Street plays an important role in the natural ecology of the city. As the landscape on street effect the
microclimate and health of the city Green Streets are street rights-of-way that are enhanced for pedestrian
circulation and open space use with a variety of pedestrian-oriented features, such as sidewalk widening,
landscaping, artwork, and traffic calming. Interesting street level uses and pedestrian amenities enliven the
Green Street and lend a special identity to the surrounding area.

5.3.3 SAFETY AND SECURITY

Livelier street edges make for safer streets. Sidewalk-related spaces should appear safe, welcoming, and open
to the general public.

Ground floor shops and market spaces providing services needed by downtown workers, visitors, and
residents can generate foot traffic on the streets, increasing safety through informal surveillance. Entrances,
arcades, open space, shop fronts, seating, and other elements can promote use of the street front and provide
places for friendly interaction.

There must be eyes upon the street, eyes belonging to those we might call the natural proprietors of the street.
And the sidewalk must have users on it fairly continuously, both to add to the number of effective eyes on the
street and to induce the people in buildings along the street to watch the sidewalks in sufficient numbers.

Empty streets, can lead to the public domain being donated to the thug, mugger and rapist. In turn this leads
to the reaction, a plea for the privatization of the public street and its policing by the private security force: a
policy leading to the city being compartmentalized into unfriendly, highly defended private estates where the
normal writ of public law does not run.

In the design of the residential street a proper balance is required between privacy, defensible space, access
for the car and safe pedestrian use of the street

Design considerations the building and site to promote the feeling of personal safety and security in the
immediate area.
To help promote safety for the residents, workers, shoppers, and visitors who enter the area:
provide adequate lighting;
retain clear lines of sight into and out of entries and open spaces;
use semi-transparent security screening, rather than opaque walls, where appropriate;
avoid blank and windowless walls that attract graffiti and that do not permit residents or workers to
observe the street;
use landscaping that maintains visibility, such as short shrubs and/or trees pruned so that all branches
are above head height;
use ornamental grille as fencing or over ground-floor windows in some locations;
avoid architectural features that provide hiding places for criminal activity;
design parking areas to allow natural surveillance by maintaining clear lines of sight for those who
park there, for pedestrians passing by, and for occupants of nearby buildings;
install clear directional signage;
encourage eyes on the street through the placement of windows, balconies, and street-level uses;
and
Ensure natural surveillance of childrens play areas.
5.3.4 WEATHER PROTECTION

Aesthetic factors such as scale and proportion are by no means the only considerations in street design; other
factors may of necessity be of greater significance. One such practical consideration conditioning street form
is climate. For those of a temperate and cool air, the streets ought to be made ample and broad; considering
that by their breadth the city will be much wholesome, more commodious and more beautiful. The more the
city therefore is in a cold place, and has subtle air, and where edifices are very high, so much the wider the
streets ought to be made, that they may, in each of being in a hot country, its streets ought to be made narrow,
and the houses high, that by their shade, and by the narrowness of the streets, the heat of the site may be
tempered; by which means it will be more healthy.

Overhead weather protection helps to define the pedestrian realm and reduce the scale of tall buildings.
Transparent or translucent canopies along the length of the street provide welcome weather protection,
resulting in a more pedestrian friendly environment. Lighting beneath canopies and marquees adds intimacy
and promotes a sense of security. Busy downtown bus stops benefit greatly from canopies extending along
the building facade.
 CHAPTER 6: TRANSPORT

6.1 IMPORTANCE OF TRANSIT

Transport systems connect the parts of cities and help shape them, and enable movement throughout the city.

They include road, rail, bicycle, and pedestrian networks, and together form the total movement system of a
city. The balance of these various transport systems is what helps define the quality and character of cities,
and makes them either friendly or hostile to pedestrians.

The best cities are the ones that elevate the experience of the pedestrian while minimizing the dominance of
the private automobile.

6.2 TYPES OF TRANSPORT

The various types of transport available in a city:

TRAIN

A train is a form of rail transport consisting of a series of vehicles that usually runs along a rail track to
transport cargo or passengers although magnetic levitation trains that float above the track exist too.

BUS

A bus is a road vehicle designed to carry many passengers. Buses have utilitarian fittings designed for
efficient movement of large numbers of people, and often have multiple doors

TAXI AND PRIVATE AUTOMOBILES

A taxi is an automobile that carries passengers for a fare usually determined by the distance travelled. The
taxi and private automobiles both use the roadways.

BICYCLES AND SIDEWALKS

Sidewalks are also considered transport since it allows pedestrian to go to other places.
 CHAPTER 7: LANDSCAPE AND OPEN SPACES

7.1 INTRODUCTION
The landscape helps define the character and beauty of a city and creates soft, contrasting spaces and
elements. Green spaces in cities range from grand parks to small intimate pocket parks. It is the green part of
the city that weaves throughout, in the form of urban parks, street trees, plants, flowers, and water in many
forms.

The landscape quality of open spaces is crucial to the experiencing of cities and perceptions of their quality
Much landscape architecture in the city is, however, concerned only with the space between buildings. It is
concerned primarily with the horizontal surface.

Landscaping is one tool by which unity is achieved when buildings of great individuality are placed in close
proximity. Trees, bushes and lawns placed between buildings of different form, materials and colour isolate
them by a mass of vegetation.

The landscape in this case becomes the dominant element in the composition, the buildings playing the minor
and contrasting roles.
7.2 TYPES OF SPACES AND THEIR CONSIDERATIONS

7.2.1 RESIDENTIAL

Residential buildings should be sited to maximize opportunities for creating usable, attractive, well integrated
open space. In addition, the following should be considered:
courtyards that organize architectural elements while providing a common garden;
entry enhancements such as landscaping along a common pathway;
decks, balconies and upper level terraces;
play areas for children;
individual gardens;
Location of outdoor spaces to take advantage of sunlight.

7.2.2 COMMERCIAL

Any open space between commercial buildings and the sidewalk is to provide access into the building and
opportunities for outdoor activities such as vending, resting, sitting, or dining. The considerations for such
spaces are:
All open space elements should enhance a pedestrian oriented, urban environment that has the
appearance of stability, quality, and safety.
Preferable open space locations are to the south and west of tower development, or where the siting of
the open space would improve solar access to the sidewalk.
Orient public open space to receive the maximum direct sunlight possible, using trees, overhangs, and
umbrellas to provide shade in the warmest months. Design such spaces to take advantage of views
and solar access when available from the site.
The design of planters, landscaping, walls, and other street elements should allow visibility into and
out of the open space.

7.2.3 GENERAL PUBLIC SPACES

Open spaces can feature art work, street furniture, and landscaping that invite customers or enhance the
buildings setting.
Examples of desirable features to include are:
visual and pedestrian access (including barrier- free access) into the site from the public sidewalk;
walking surfaces of attractive pavers;
pedestrian-scaled site lighting;
retail spaces designed for uses that will comfortably spill out and enliven the open space;
areas for vendors in commercial areas;
landscaping that enhances the space and architecture;
pedestrian-scaled signage that identifies uses and shops; and
Site furniture, art work, or amenities such as fountains, seating, and kiosks.

CHAPTER 8: CASE STUDIES

8.1 PARK DUVALLE, KENTUCKY
After the redevelopment a new mixed income neighborhood which would be linked with its adjacent
neighborhoods was made which eliminated the existing crime problems.

FRAMEWORK OF STREETS

The interconnected network of streets extends through all parts of park Duvalle. A range of different street
patterns exists from small scale neighborhood streets with 28 feet cart way to 36 feet wide roads. There are
gracious parkways with landscaped parks separating the two lane streets.
PUBLIC OPEN SPACES

A full inventory of public space is achieved with only six or seven different cross sections.

The framework has many public spaces parks, playing fields, green areas that provide dignified settings for
civic buildings such as schools, churches, etc.

The interconnected network of streets and public open space establishes the character and scale of the
neighborhood.

BLOCKS AND BUILDINGS

In park duvalle there are commercial blocks, mixed use blocks, alley loaded residential blocks, front loaded
residential blocks, and single sided blocks.
Commercial blocks are larger, to accommodate footprints of larger buildings and provide adequate service
and parking behind the building.

At park duvalle residential block size ranges from 200 feet x 300 feet to 250 feet x 500 feet. The block
designs include provisions such as setbacks for buildings, to further define the character of buildings.

The duplexes and single family houses are deployed on a single block to give a mixed income character to
neighborhood.
8.2 BRAZILIA, BRAZIL

It has porous soil and summer rainfall, and is located at an altitude of a little over 1000 meters with a relative
humidity varying between 55% and 86%over the course of the year.
Lucio Costa was the planner and Oscar Niemeyer as architect of the city design. The team was responsible
for the design and implementation of a single-unified product.

The scheme features two great axes. One axis, the monumental, would contain the capital complex; the other,
in the form of an arc tied to the drainage pattern of the site, would house the residential and associated
sectors. Conceptually the plan had four parts:
The government buildings,
The residential superquadras(superblocks),
The vehicular circulation pattern,
The city centre.
In his original report Costa said the lakefront should be reserved for recreation but ultimately the lake divided
the totally planned world from that of the private lots on its south
The dwelling units are of uniform height and appearance, and are grouped into superblocks with communal
facilities and gardens. The administration, business and finance towers are located at the central crossing of
axes.
It is a piece-by piece urban design and satellite towns have.
Grown up somewhat haphazardly plugging into whatever pieces of infrastructure were available.
Even so, significant changes were made in the plan due to political and economic pressures and other
architects became involved but the design team remained in charge and the main goal of making a symbolic
center for Brazil was fully achieved.
Braslia was built from the center outwards. The first phase involved the design of the monumental axis and
adjacent areas to the east and west. When Braslia was inaugurated in 1960, 3 years after ground was broken,
the main buildings on the monumental axis, the congress and ministries, the bulk of the highway system and
several of the superblocks had been completed.

As a symbol for the country Braslia has been a great architectural success. The sculptural quality of
government precinct has been much photographed. As a demonstration of Modernist ideals it has no peer.
Braslia has fostered regional development as intended and has become a major cultural centre. It has become
a city. Many people enjoy living there. Braslia, however, lacks liveliness. There is little street-life, no street
corners as places to hang out. Its streets are not seams for life, but, rather, edges to superblocks and designed
for the free flow of traffic. Yet the car ownership level is not what was predicted.
The city design represents the complete break from tradition, behaviorally and physically, that the Modernists
sought.
8.3 RUNCORN, ENGLAND
Runcorn is a satellite town of Liverpool located on the south bank of the Mersey River. It was designed to
house a population of 90,000 people on a site of 7250 acres (about 2800 hectares). The goal was to provide
new employment opportunities and good housing for the people of Merseyside. Ease of accessibility and
providing for high mobility were major criteria in designing Runcorn.

The goal was to establish a balance between the use of private vehicles and public transport. The importance
of the infrastructure can be seen in the conceptual diagram and model of the layout of the town. An
expressway encompasses the town. Feeder streets off it give access to the Runcorns various precincts. The
local mass transportation system was based on having single-decker buses operating on a dedicated track.
The objective was to have a rapid public transit system and to have easy access to it (i.e. to have the majority
of the population living within 500 yards of stops). A figure eight plan was deemed to be the most efficient
high-speed road system. It would link residential areas to both what was proposed to be the town centre an
enclosed shopping mall and the industrial areas on the outside. The proposed centre now the Halton Lea
Shopping Centre would also be reached by cars off the expressway and be encompassed by a road giving
access to car parks that surround it. Such concerns are as much urban design issues as planning ones. What is
now called the Town Centre is not the shopping centre as designated in the original plan but rather the core of
the old Runcorn village.
The limitations of such functional designs have given rise, sensibly or not, to the Neo-Traditional
movement in urban design.
In Runcorn the line of thinking applied to the shopping centre as the heart of the town was also applied to the
transportation structure pedestrian and vehicular at the community level. Each community has its own
centre that provides everyday social and shopping needs. The infrastructure was designed with this end in
mind and the residential areas were then plugged into the system. The community centres, like the bus stops,
lie within 500 yards (5-minute walk) of all residents. The vehicular routes act as seams for residential areas
and a network of pedestrian paths links the various components of a community together.

The communities have about 8000 people in them subdivided into four neighborhoods. The neighborhoods
are further subdivided into clusters of 100 to 200 people who form the local social unit. The distance of the
walk to primary school, the picking up points on the transit system and the nature of the service areas of
different facilities determined the sizes of the various residential areas not any social statement on the nature
of community. The provision of electricity and a reticulated water system can be provided within almost
any framework, but sewer lines and drainage systems need to take the natural topography into consideration.
These latter two elements of infrastructure and the greenway system further structure the town. The open
areas consist of an outer green belt and fingers following lower land areas in towards the centre of the town
and the centre of the communities.
Clustering the dwelling units around pedestrian quasi cul-de-sacs afford the development of a social network.
The parking of cars is clustered in landscaped parking areas. From there people walk to their dwellings all of
which are located within 50 yards of the parking. The goal was to provide opportunities for the types of
activities that would foster social interactions between neighbors, particularly children, by encouraging
casual contacts that would lead to neighboring. The layout of Runcorns infrastructure has many generic
qualities. The hierarchical nature of the town is similar to that of many other new towns around the world.
The detailed design of their infrastructure systems, the nature of their streets and the relationship of buildings
to open space distinguish them from each other.
 CHAPTER 9: CONCLUSION
Urban design is concerned with the arrangement, appearance and function of our suburbs, towns and cities. It
is both a process and an outcome of creating localities in which people live, engage with each other, and
engage with the physical place around them.

It operates at many scales, from the macro scale of the urban structure (planning, zoning, transport and
infrastructure networks) to the micro scale of street furniture and lighting. When fully integrated into policy
and planning systems, urban design can be used to inform land use planning, infrastructure, built form and
even the socio-demographic mix of a place.

Urban design can significantly influence the economic, environmental, social and cultural outcomes of a
place.

It can influence the economic success and socio-economic composition of a localitywhether it

encourages local businesses and entrepreneurship; whether it attracts people to live there; whether the
costs of housing and travel are affordable; and whether access to job opportunities, facilities and
services are equitable.

It determines the physical scale, space and ambience of a place and establishes the built and natural
forms within which individual buildings and infrastructure are sited. As such, it affects the balance
between natural ecosystems and built environments, and their sustainability outcomes.

It can influence health and the social and cultural impacts of a locality: how people interact with
each other, how they move around, and how they use a place.

Although urban design is often delivered as a specific project, it is in fact a long-term process that
continues to evolve over time. It is this layering of building and infrastructure types, natural ecosystems,
communities and cultures that gives places their unique characteristics and identities.

So the elements of urban design i.e. building faade, street, open plaza, transport and landscape are very
important while urban planning and these form the main core of the image and environment of a city.
 CHAPTER 10: BIBLIOGRAPHY

Reference books
URBAN DESIGN: a Typology of Procedures and Products by Jon Lang
URBAN DESIGN: Street and Square by Cliff Moughtin
The Image of the City by Kevin Lynche
Great Streets by Allen B. Jacobs
On Streets by Anderson Stanford
Urban Transformation
The Urban Design Handbook
Urban Design and People

Reference websites
www.city-data.com/neighborhood/Park-Duvall-Louisville-KY.com
www.thevillagesatparkduvalle.com/
www.unep.org/urban_environment/pdfs/liveableCities.pdf
www.urbandesign.org.au/whatis/index.aspx
www.naoussa.gr/en/city/history/architecture.com
www.urbandesign.org/