TU Guidebook November 2020 Final V2

Published by
A
TACTICAL
URBANISM
GUIDEBOO
K
Published by the
Deutsche Gesellschaft für
Internationale Zusammenarbeit (GIZ) GmbH
Registered offices
Bonn and Eschborn
Integrated and Sustainable Urban Transport Systems in Smart Cities (SMART-SUT)
GIZ Office
B-5/2; Safdarjung Enclave
New Delhi-110029
INDIA
T +91 11 49495353
F +91 11 49495391
I http://www.giz.de/india
As at November 2020, New Delhi
Photo credits/ sources:

Urban Design Collective
Kasinath Anbu
Drone photos by:

Aakash Selvan
Lead Author:
Vidhya Mohankumar, Founder & Principal, Urban Design Collective
With contributions from:
Srivardhan Rajalingam, Vidhya Venkatesan, Nawin Saravanan and Noora Yasmin -
Reviewed by:
Jürgen Baumann, Program Head, GIZ
Laghu Parashar, Senior Advisor, GIZ
Kasinath Anbu, Technical Expert, GIZ
Shirish Mahendru, Technical Expert, GIZ
Krishna Desai, Technical Expert, GIZ
Design:
GIZ is responsible for the content of this publication.
On behalf of the
German Federal Ministry for Economic Cooperation and Development (BMZ)
Foreword
Chapter 1
Annexures
INTRODUCTIO • Mapping templates
N • Sample street sections
showing proposed tactical
urbanism interventions
• Sample cost estimate for
Chapter 2
tactical urbanism • Tactical
PEOPLE AND Urbanism in India - Case
examples fact sheets
PROCESSES • Glossary of terms
Chapter 3
THEMATIC 12 18 40 90
INTERVENTIO
NS
This page is intentionally left blank
List of Abbreviations
BSNL - Bharat Sanchar Nigam Limited

CDP - City Development Plan
CMP - Comprehensive Mobility Plan
DDA - Delhi Development Authority
GI - Galvanised Iron
LED - Light emitting diode
IRC - Indian Roads Congress
IT - Information Technology
IUT - Institute of Urban Transport
MDF - Medium Density Fibre
NGO - Non-Government Organisation
NMT - Non-motorized transport
PwDs - Persons with Disabilities
RoW - Right of Way
RWA - Residents Welfare Association
SCP - Smart City Projects
TU - Tactical Urbanism
ULB - Urban Local Body
UTTIPEC - Unified Traffic and Transportation Infrastructure (Planning & Engineering) Centre
Message
Greetings!
Cities all over the world have taken COVID19 as an opportunity to reclaim the space occupied by
private vehicles for pedestrians, cyclists, and vendors. The pandemic has presented an opportunity
not only to reimagine the streets but also to distribute the streets equitably. A surge in the demand of
cycles in the cities over the past few months matches this vision. To keep the momentum going,
supporting actions by the cities to create adequate infrastructure for pedestrians, cyclists, and road
safety is required.
Developing such infrastructure will help not only in reducing air pollution and congestion on the streets
but also help in maintaining the physical activity of the people.
We believe that the initiatives by the Ministry of Housing and Urban Affairs (MoHUA), Government of
India such as the “Cycles4Change Challenge”, and the “Street for People Challenge” will help the cities
in developing suitable infrastructure for pedestrians and cyclists. These initiatives will not only help the
cities in developing safe infrastructure but also inspire and encourage people and cities to focus on
creating pedestrian friendly streets through easy and quick measures.
Following these initiatives, GIZ is pleased to support MoHUA in launching the “Guidebook for Tactical
Urbanism” through the technical cooperation “Integrated Sustainable Urban Transport Systems for
Smart Cities (SMART-SUT)”, under the umbrella of the “Indo-German Green Urban Mobility
Partnership”. We believe that this guidebook will direct the cities in creating quick and easy solutions to
demonstrate pedestrian and cyclist friendly streets will help India to fulfil the Nationally Determined
Contributions (NDC) of the Paris Agreement.
Kind regards
Juergen Baumann
Project Director
Integrated Sustainable Urban Transport Systems for Smart Cities
GIZ GmbH
1
INTRODUCTION
PURPOSE OF THIS GUIDEBOOK
The COVID-19 pandemic has radically altered daily life as we knew

it from a few months ago. In a time when it is required to maintain
physical distance and group gatherings are prohibited to protect
public health, our streets and public spaces need to raise their level
of performance. This is particularly true in Indian cities with high
densities of people on urban streets. With restrictions on travel,
eating out & commercial activities and some workplaces opting to
continue the work from home situation, the moment is now to
reallocate street right-of-ways (RoWs) with more priority for walking
and cycling.
Reimagining our street sections will help people

regain the confidence to safely move around and get
back to a level of normalcy. More than anything, it is
an opportunity to not return to unsustainable ways
and set the foundation for a future that is inclusive,
equitable and livable.
The first step towards redistributing our street RoWs is to engage

in a trial run of what this new street section could look like through
a tactical urbanism approach which is low-cost and easy to install.
This allows an opportunity for all the stakeholders - the city and its
residents - to get accustomed to the new street RoW configuration
before it can transition into a permanent intervention that is
endorsed by everyone for its efficiency and livability.
The purpose of this guidebook is therefore to decode the various

aspects of Tactical Urbanism – an emerging city-shaping approach
in Indian cities. This guidebook has been calibrated to adapt to a
vast range of local contexts and is relevant to citizens, experts and
urban local bodies alike. It draws on learnings from several case
studies from Indian cities over the past five years to explore five
thematic intervention areas to effect change in our streets and
public spaces.
TACTICAL URBANISM GUIDEBOOK | November 2020

14 15
WHAT IS TACTICAL WHAT ARE ITS BENEFITS
URBANISM? AND LIMITATIONS?
Tactical urbanism has applications across

‘Tactical urbanism shows how with a little
several intervention areas such as pedestrian
imagination and the resources at hand, cities
and bicycle mobility, resolving conflicts
can unlock the full potential of their streets.’ -
between mobility and livability, improved
Janette Sadik-Khan
transit experience, placemaking, and
wayfinding.
Tactical urbanism is a city and/or citizen led,
quick and affordable way to test and
Tactical urbanism as an approach has several
demonstrate change in our physical
benefits including but not limited to the
environments. It is an approach that is
following:
premised on using short-term, low-cost and
scalable interventions as a way to catalyse 1. It helps deepen understanding of user’s
long-term change. needs at the site for intervention through a
rapid assessment of the existing challenges,
opportunities and constraints.
WHEN TO USE A TACTICAL 2. It serves as a proof of concept for a
URBANISM APPROACH? plan before committing large financial
sections:
TACTICAL URBANISM GUIDEBOOK | November 2020 • People and Processes
investments to a project. Conversely, it also • Thematic Interventions
helps expedite project implementation
knowing that there is a buy-in from The section on People and Processes lays
all stakeholders involved if the tactical emphasis on the preparatory planning required
urbanism project has received positive for undertaking a tactical urbanism project. It
feedback post-implementation. lists out the steps involved starting from how to
3. It helps to quickly address problems related select a site for intervention to how to study the
to user experience in our streets through site context and all the way upto
cost-effective interventions. post-implementation engagement with the
4. It encourages residents, non-profits, local public. It also talks about the various players
businesses, and government agencies to who must be involved at all these stages
work together while using the system including their roles and responsibilities.
creatively. This helps widen public
engagement by providing an opportunity This section is particularly useful for city
for more effective conversations with officials and engineers to understand what is
citizens. involved in the planning and execution of a
tactical urbanism project.
There are however limitations and the
following are examples of problems that The section on Thematic Interventions
tactical urbanism projects can only partly presents the applications of tactical urbanism
address: across five broad themes with possible design
• Poor road conditions such as water logging, elements while also detailing out how to study
uneven street levels and broken/ unfinished the site to arrive at an appropriate design
roads response. It also presents a possible material
• Lack of utilities such as sewage lines/ storm palette for design elements under each
water lines or other street infrastructure • thematic intervention.
Parking shortage This section is laid out for the design team
• Crime on the streets either from the city’s urban local bodies (ULBs)
or an external consultant as a methodology to
A tactical urbanism project is therefore a be followed through the process of planning/
catalyst for change which eventually needs designing a tactical urbanism project.
to be made permanent and each tactical
Lastly, the annexures provide checklists/
urbanism project must be a contextual
templates to support the planning and
creative response to specific issues on a
execution of a tactical urbanism project as well
street in a neighbourhood in order to be
as sample street sections showing proposed
successful. Cities must acknowledge the
tactical urbanism interventions. Also included is
need for permanent intervention in order to
a sample costing and some fact sheets of
improve livability in their public realms in
tactical urbanism good practices from India for
the longer term.
reference.
HOW TO USE THIS
DOCUMENT?
This document is organised broadly under two

16 17
2
PEOPLE
AND
PROCESSE
S
THE WHO AND HOW OF
A TACTICAL URBANISM PROJECT
A tactical urbanism project, though primarily a tool to effect change

in our physical environments, also encourages residents, non profits,
local businesses, and government agencies to work together to
bring about this change. It is by nature a participatory planning tool
and therefore it becomes imperative to present all the people
involved and the work flow processes as inseparable to each other.
The overall work flow for a tactical urbanism project is structured

under 4 key stages:
1. Site selection – Selecting a stretch to plan and execute a tactical
urbanism project
2. Site context appraisal - Understanding the site, its context,
opportunities and constraints
3. Design and preparation for implementation – Detailing out the
designs based on site context appraisal including estimating
costs for the implementation and preparing for on-ground
execution
4. Implementation and post-implementation evaluation –
Executing the designs on site and measuring the results
Each of these stages requires several players to take up specific

roles and responsibilities but broadly there are five roles to be
fulfilled in a tactical urbanism project-
• Initiation & championing
• Design & construction
• Coordination & logistics
• Communications & documentation
• Funding/ fundraising
Each of these roles will need to be performed by individuals/ teams

in close coordination with each other throughout the cycle of the
tactical urbanism project to ensure a successful endeavour.
20 21
4 KEY STAGES
OF A TACTICAL
URBANISM
PROJECT 1 Site
selection
2
Site context
appraisal
3
Design and
preparation for
implementation
Fundraising
This diagram lists possible individuals/ teams
who could fulfill the 5 key roles in a tactical
urbanism project. This list is however only a
sample and not exhaustive.
4
Implementation and post ULB
implementation evaluation Traffic police
5 KEY ROLES REQUIRED Motor Vehicles Department
FOR A TACTICAL Smart City SPV
URBANISM PROJECT
Government officials
Multilateral agencies
NGOs
Community groups
Initiation & Design team/ Consultant

Championing Contractor
Site survey agency
Students
Volunteer groups
Coordination &
Logistics Media persons
Photographers/ Videographers
Communications students
Volunteer groups
Design & Construction

Government officials
Multilateral agencies
NGOs
Community groups
Communications & Business groups/ Industries
Documentation
22 23
including
STAGE 1 pedestrian &
vehicular counts and parking
Site selection study
Activity mapping and

Socio-cultural aspects
Age and gender mapping
Socio-economic activity mapping
Green cover/ Tree mapping

Bureaucrats
Identification
User group
of a loop/ STAGE 2 mapping and
stretcth as per
the criteria
Site context appraisal analysis
Total station
Engineers
Mapping
the site for Municipal workers/ On-ground
intervention staff
Physical form survey*
attributes of the street *
Traffic study
Visual documentation team
Volunteers (citizens, RWAs, students)

Traffic Police
Police (Law & Order)

TACTICAL URBANISM GUIDEBOOK |
Electricity Board November 2020
* It is not compulsory to undertake a total station
BSNL survey for a tactical urbanism project. The survey
however is useful for detailing certain design
Designers/ Consultants
elements that may be customized to the site’s
Contractor physical attributes.
Survey Agency
STAGE 3 survey and apprising
stakeholders of the tactical
Design and preparation urbanism project that is beig
for implementation planned
Pre-implementation user
A TACTICAL
URBANISM
PROJECT
Preparation of conceptual
design
Seeking approval from

the relevant government
agencies to proceed to
detailed design stage
STAGE 4 Seeking approval
from the relevant
Implementation and
government agencies
post-implementation to commence
evaluation implementation stage Visual
activities documentation
of existing
OVERALL conditions
WORK
FLOW FOR
Preparation of detailed responses

designs and cost
estimates
Visual
Preparation of materials for documentation post
post-implementation implementation
evaluation survey and other
engagement materials for
stakeholders based on
detailed designs
Identification of
contractor
Procurement of
Implementation
materials
on ground
Recording user
Recommendations for
permanent design
24 25
STAGE 1 - SITE SELECTION
This first step which is also a critical aspect to ensure the success of
a tactical urbanism exercise in a city is the selection of the stretch
itself. Because the goal is to ensure that many kilometres of streets
can be reimagined, the first stretch which serves as a demonstration
project should tick as many boxes on the list here to ensure
scalability and replicability across the city
Loop
Loops
are good!
1
Termini Termini
The stretch should preferably be a loop that
connects several magnets that draw pedestrian
and vehicular traffic to show a network level
demonstration. This will enhance functionality of
the street for multiple stakeholders.
2
Connect places that people visit
If a loop is not possible, the start and end
points of the stretch should be termini
points wherein the street functions as a
conduit between the two.
Mixed-use street/ block

Mixed use streets are
the best 3
The stretch should be mixed use - preferably

a mix of retail, markets, offices, cultural,
recreational and institutional uses- and
have more than one primary user group.
For example, IT corridors typically have
a homogeneous land use and hence
limited user groups and stakeholders.
Adding street vending to the mix may be
desirable to demonstrate how they can be
accommodated in the design.
Public building
4
Look for public buildings
It would be ideal if a public/ government

building is located on the stretch as it
ensures visibility to the city officials who will
be frequenting the stretch; thereby allowing
them to see the changes real time.
School
5
Bring children into the equation
It would be desirable to be located in a
neighborhood with schools/ colleges
because it opens up the possibility to
consider children and their needs in the
design.
26 27
6 Fix the intersection major intersection along the
too! stretch to
demonstrate how the
Intersection
redesigned street RoW
Intersection
performs at the intersection.
It is ideal to have at least one Intersection
7
Follow the pedestrians
2020
A busy street with heavy pedestrian volume

Streets with a higher number of pedestrian
vehicular conflicts are desirable to test and
demonstrate solutions for these conflicts.
TACTICAL URBANISM GUIDEBOOK | November
Cultural space
8 Accommodate public
transport
Bus stop Theatre/
Park
one bus stop each in both
directions handling buses round
the clock on the chosen stretch
to demonstrate how the
redesigned RoW responds to a
transit facility.
It is preferred to have at least
auditorium
9 Look for variety in land uses
It would be desirable to have a public park/

open space/ residual spaces along the
chosen stretch to demonstrate how these
can be developed as part of the public realm.
Cultural spaces, theatres and auditoriums
also can offer interesting opportunities to
activate the street.
28 29
Theatre/
auditorium
Park
Cultural space
Intersection
Public building Intersection

Intersection
School
Alternatively, if a stretch is already under consideration for a tactical
urbanism project, it is useful to do a quick assessment before
finalizing the stretch against the scoring sheet in the facing page.
This scoring is based on the 9 criteria already listed and serves as a
ready reckoner.

Scoring sheet for evaluating a stretch for tactical urbanism
Criteria Favourable Acceptable Not favourable

Commercial building Residential
• What are the building School/College Heritage Shopping mall Theatre Cemetery
uses along the stretch building Transit hub Religious building Water Liquor store Industrial uses
under consideration? Park/ Open space Public body Private campus
the chosen stretch?
Loop Stretch with termini points
Segment of a long street/ highway
• What is the street network type of
• Does the stretch have an intersection? Yes No

along the street?
• Is the carriageway surface even? Without Yes No No Yes
potholes, bumps, manhole covers not
leveled to grade?
• Is there ongoing construction activity

• What is the condition of the road Paved gutter Evenly compacted Dirt/ Unfinished/ Open drain
shoulder? earth
Present and continuous
• Is there a sidewalk along the stretch? Present but not continuous
way due to insufficient/ no sidewalk
• If sidewalk is present, what is the space? Transformers
height of the sidewalk kerb? 150mm or lesser More that 150mm Ditches/ trenches
but continuous
• Are there any obstacles along the
pedestrian zone? No obstacles Utility boxes/ Light
poles/ signage/ Yes, throughout the stretch
Garbage bins / Street
furniture
• Is there a fixed railing along the
pedestrian zone? No Yes but with several gaps
• Are there any activity hotspots Yes No
present along the stretch such as
ATM, teashop, eatery, bus stop,
vendors etc.?
Yes No
• Is there a visible conflict between
vehicular and pedestrian flow along
the stretch? Yes No 30 31
More than 150mm and not
• Do pedestrians walk on the carriage continuous
Additionally, the work flow diagram presented here encompasses all
the steps required for this stage along with the players who need to
be involved.
Work flow diagram for selecting a site for tactical urbanism
Street design proposals Identification of Sites through

planned in the near future visual inspection through the
(SCP/Corporation) City
NMT hotspots suggested

List of sites for consideration
NMT hotspots suggested in in
Planning reports such
Planning reports such as as
CMP/ CDP and Smart
CMP/ CDP and Smart City
Projects Site Inspection
City Projects
Accident blackspots
Accident blackspots suggested
by Traffic Polic
suggested by Traffic
Department
Police Department
and network Sidewalk Pedestrian flow scenario
Road Condition flow Special
Building use
Conditions s Vehicular case
Scoring
Final selection of site
Municipal workers/ On-ground Police (Law & Order)

staff Traffic Police
Bureaucrats Engineers

STAGE 2 - SITE CONTEXT APPRAISAL
Upon finalization of the site for tactical urbanism, the next stage is to
get a deeper understanding of the site, its context, opportunities and
constraints. This involves a series of quick on-ground data mapping
exercises to ensure that the design proposals are data driven and
not random conclusions. In addition to mapping the stretch, user
surveys must also be conducted to derive an understanding of the
challenges faced along the chosen stretch. Quick user surveys can
be conducted for people using the stretch through the day while a
more detailed assessment can be conducted by mapping the
various stakeholder groups who access the stretch and reaching out
to each group through tailored engagement techniques. The work
flow diagram in the following page shows how to start the design
process and who should be involved including the list of data that
needs to be mapped. Chapter 3 on Thematic Interventions further
elaborates the process for mapping the required data.
STAGE 3 - DESIGN AND PREPARATION

FOR IMPLEMENTATION
After completion of the site context appraisal and deriving a set of

findings that reinforce the need for specific thematic interventions,
the next stage is to detail out the designs with a block estimate for
approval from the city officials. The designs will have to be a
contextual creative response while also adhering to existing
standards such as the Indian Road Congress (IRC), Institute of Urban
Transport (IUT), Unified Traffic and Transportation Infrastructure
(Planning & Engineering) centre (UTTIPEC) or local street design
guidelines. Upon approval of the design, a detailed cost estimate will
need to be prepared in order to bring in a contractor for the
implementation stage. The work flow diagram in the following page
highlights these steps as a continuation of the site appraisal activities
including the key players who are required for these activities.
32 33
Stage 2 - Site Context Appraisal Mapping the site for intervention
Physical form attributes of the street
Traffic study including pedestrian & vehiculaar
Total Station
survey* Pre- implementation

*
TACTICAL URBANISM GUIDEBOOK
| November 2020
Finalizing design
interventions based on needs
identified and/or changes to be made
to existing street layout
and Preparation for Preparation of

Implementation conceptual design
Stage 3 - Design
counts and parking study Seeking approval
Standards (IRC, from the relevant government
Activity mapping
UTTIPEC or Street agencies to proceed to detailed
and socio-cultural
design guidelines) design stage
aspects
Age & gender mapping Bureaucrats
Socio-economic Engineers
activity mapping Preparation of
Municipal workers/ On-ground staff detailed design and cost estimates
Green/ Tree cover mapping
Traffic Police
User group mapping
and analysis Police (Law & Order)
Electricity Board
BSNL
Collating inferences
Contractor
user survey and
apprising stakeholders Survey Agency
of the TU project that
is being planned Visual documentation team

station survey for a tactical
urbanism project. The survey however is
useful for detailing certain design
elements that may be customized to the
site’s physical attributes.
* It is not compulsory to undertake a total
STAGE 4 - IMPLEMENTATION AND

POST IMPLEMENTATION EVALUATION
This stage involves moving from the drawing board to the street and
therefore starts with a detailed work plan for execution that requires
intense coordination specifically between all the city departments. In
particular, a traffic management plan needs to be drawn up with the
traffic police for road/ lane closures during the execution and
changes as per design post-implementation. Since mostly, the
implementation will take place through the night when traffic is low,
the police department needs to be notified of said activity on the
stretch including details of crew who will be involved in the
implementation. Municipal workers and/ or volunteer groups must be
organized to help with work on the ground. The site itself needs to be
prepared i.e. cleaned and levelled to commence work.
Since post-implementation evaluation is the central aspect of a

tactical urbanism project, documentation of the post implementation
phase i.e. how users are responding to the changes and also
preparing an engagement strategy to seek feedback from users is
an important activity for this stage.
The work flow diagram in the following spread lists out the various
activities for this stage all the way up to uninstalling the
interventions. Reusing or distributing materials used for the tactical
urbanism project to those in need after uninstalling can be
considered to ensure a zero waste exercise.
34 35
Stage 4 - Implementation and
Post-Implementation Evaluation
Preliminary
Survey Agency
Visual documentation team

fabrication/ carpentary works
(if required)
Detailed work plan
covering duration Leveling of site
of implementation
with task schedule
and manpower
requirement
Cleaning of site
Preparation of stencils,
templates, prints of making
drawings etc
Bureaucrats
Engineers
Preparation of traffic
Municipal workers/ On-ground staff management plan including
road/
Traffic Police
lane closures and
Police (Law & Order) diversions/ detours
Electricity Board
Traffic
BSNL
rerouting
Designers/ Consultants Contractor
shading elements,
Delineation of seating, planting
RoW as per and wayfinding
proposed design elements
Installation of
Delineation of
Changes to transit
intersection as per facilities
proposed design
Other activities
Thermoplastic paint (Painting of games,
marking etc)
Line marking along

street & intersection
as per proposed
street section Parking
demarcation
Intervention on the
utilities
Stakeholder
egagement relevant
installations
Painting of pedestrian
crossings
Uninstallation
Stakeholder engagement for feedback 36 37

on tactical urbanism project
WHEN NOT TO DO A project meets its objectives, apart from

meticulous planning prior to implementation, it
TACTICAL URBANISM is equally important to pay attention to the
PROJECT? timing of execution for such a project. Some
factors to keep in mind with regard to this are:
In order to ensure that the tactical urbanism
Ideally, the timing for a tactical urbanism
Weather conditions project should be on a typical day of the year
Monsoon seasons are best avoided as so as to respond to the everyday activity and
precipitation of any kind can hinder the movement patterns on that stretch.
execution and ability of citizens to experience
the changes made to their streets/ public
spaces.
Festivals/ Events
The time period chosen for execution of the
tactical urbanism project should not coincide
with days of any other special/ specific event
conducted on the same stretch or in the
neighbourhood in which the street is located.
For example events like religious festivals, Road conditions
street fairs or seasonal sales should be avoided It is important to verify with the local
as they cause a spike in the user activity government agencies if there is a scheduled
pattern and may present an unexpected post construction/ maintenance activity on the
implementation evaluation. Similarly, electoral chosen street in order not to hamper the
campaign periods should also be avoided as planning and execution of the tactical
they too alter the usage pattern of the street. urbanism project.
38 39
3
THEMATIC
INTERVENTIONS
TACTICAL
URBANISM GUIDEBOOK | November 2020
CONNECTING PLACES AND

PEOPLE Extended Sidewalks
Pop-up Bike Lanes
REDUCING CONFLICT
BETWEEN MOBILITY AND
LIVABILITY
Streamlining carriageway
Intersection fix
Pedestrian crossing
Traffic calming
Parking reorganization
IMPROVING ACCESS TO
PUBLIC TRANSPORT
Bus stop improvements
Bus lanes/ Bus bay marking
PLACEMAKING TO IMPROVE
LIVABILITY Shade structures
Seating
Landscaping/ planting
Stationary activity zones
Lighting
Art in the street
WAYFINDING TO IMPROVE
LEGIBILITY Sign boards
Floor signage
Trail markings
42 43
CONNECTING
PLACES AND PEOPLE
POSSIBLE DESIGN ELEMENTS
EXTENDED SIDEWALKS
POP-UP BIKE LANES

REQUIRED DATA AND MAPPINGS
Neighbourhood scale & connection to wider
networks
A map showing the major landmarks such as commercial,

recreational, public amenities, healthcare, religious centres,
institutional, transit hubs and movement pattern within one
kilometre radius of the selected stretch or one kilometre extent on
both sides of the selected stretch.
This mapping is useful to understand the context of the

selected stretch at neighbourhood scale, the urban structure,
neighbourhood character, pedestrian and vehicular movement
patterns and whether there is scope for rerouting if needed.
mapping
R.S
Ro
Me
Sample B
a R r
o
t
o
PURAM d
u o
a
948
showing neighbourhoo
a d
ke
B
l o
a n
Avinashi
Connections d scale
y d
radius
a
ne kilometre m
Big Bazaar Road, Coimbatore Road
p
Thandu Mariamman CSI Immanuel

to wider Temple Church
context and key corridors Big Bazaar Road Coimbatore

District
networks
Court
India Post
serves as the shortest Office
Shanthi The-
O
movement Coimbatore Head Post Office Coimbatore
KG Hospi-
tal
atre
KG Cin-
emas
GD Matriculation Corpo- ration Girls Hr. Sec.
School
Higher Secondary
School
Office of the city Commissioner of Police
district and is hence a
connecting spine between
Commercial Variety Hall Road District Police Office Tamil Nadu
Railway Station and the primary arterial
the Coimbatore 500 metre radiu
city’s commercial/ trade Recreational Ro
Na Govern-
ment Arts
a w
Police Mu- College

road in the city’s street Public Amenties
b
network. Ha seum
Coimbatore Junc- tion
Railway
d
a sG Station
i
O o
k
m
o
S
However, over the years some of the traffic

a
d
d
t
p
r
S
h
e p
dispersed onto the Medical Col- lege & Hospi- Thiyagi Kumaran
volume crossing east-west Ra a
j Coimbatore Railway
tal Religious Big Bazaar Road
Ukkadam Sungam Bypass Sub Register
through Big
road which runs
Office
a
Stree
t Station
Police
Buildings Clock Tower
Trichy Road
Hospitals n
a
k
e
d
almost parallel to Big
Bazaar Road in the Church
Corporation Parking
Bazaar Road has been Secondary a
Girls Higher school r

a
Lot
Government C.S.I Christ
e
TK Market
t
commuters who may not have a need to Big Bazaar

Road
southern side. This is especially the case for come to the core city areas but are moving
Victoria Town
Institutions towards Ukkadam or other neighbourhoods Hall
Coimbatore City
in the south-western side of the city. Muncipal Corpora- Valanku
Market tion lam
Govt. Higher Secondary Chinna Kulam
Saravana School
Store
Ukkadam Sungam Bypass

UKKADAM
500m radius
Fish Ukkadam Bus
Ukkadam
Mar- Stand Road
ket
M
Commercial
Recreational
Public Amenties Hospitals
Religious Buildings Institutions

Market
a
i
n
Perur Bypass
R
Road o
a
d
Periya Kulam MMA Market

P
l
8 49 a
MM Old Market
a
d
44 45
Ukkadam New Whole Sale Fish
Street Right of Way (RoW)
A drawing of the street section of the selected stretch showing the

current right of-way distribution.
This is an extremely important step to determine the need and

feasibility for intervention.
Vehicular On-street
Foot path and lane 1Vehicular
Bus shelter
lane 2 Median Foot path Parking
Sample representation of a street section showing right-of-way configuration of a street
Barrier free access

A drawing showing the locations that are not accessible by persons
with disabilities (PwDs) or where their movement is hindered for
example by level differences.
This mapping is important to determine if any minor interventions/

ramp additions can make the stretch barrier free.
Timesaver tip
You should be able to drag a suitcase
along the full length of the stretch
without lifting it if it is compliant with
barrier free access.

Perception on navigation & road safety
Understanding user perception on road safety
and ease of navigation along the stretch helps to
determine priorities in terms of interventions.
★ ★★ ★★★ ★★★★
★★★★★
How safe is
Sample survey response data on
this street to
USER SURVEYS
18 % 33 % 37 % 38 % 22 % 21% 15% 5% 8%3%
road safety
How easy is
and ease of it to navigate
navigation this stretch ?
walk?
Note: Ratings are from low to high
RELEVANT STANDARDS AND THUMB RULES

Sidewalk design standards
Required width of footpath as per adjacent land use

Minimum obstacle free walkway width in residential/ 1.8 metres
mixed use areas
Commercial/ Mixed use areas 2.5 metres
Shopping frontages 3.5 to 4.5

metres
Bus stops 3 metres
High Intensity Commercial areas 4 metres
Source: IRC 103: 2012

• In busy areas like bus stops, railway stations, recreational areas,
the width of sidewalk should be suitably increased to account for
accumulation of pedestrians.
• No obstructions allowable within this clear height.
• Tree branches within this height to be pruned with due
permissions; All advertisement panels, posts, poles, junction
boxes, public utility structures etc. to be removed.
46 47
Obstruction free minimum
walking zone shall be 1.8
metre X 2.4 metre both
horizontally and vertically.
No utility ducts, utility

poles, electric, water or
telecom boxes, trees,
signage or any kind of
obstruction should be
placed within the ‘Walking
zone’ in future.
Frontage zone or dead width standards
For footpaths in shopping area, an extra one metre should be
added to the stipulated 4 metre width. In other situations where
footpaths pass next to buildings and fences, a dead width of 0.5
metres can be added.
Source: IRC 103:2012 and Street design guidelines UTTIPEC
DDA 2009 TACTICAL URBANISM GUIDEBOOK | November 2020
Kerb ramp standards

1:12 minimum slope at all level change points;
1.2 metres is the minimum width of ramp.
Source: UTTIPEC - STREET DESIGN CHECKLIST
Cycle track standards

When vehicles using the route is more than 200 per hour, separate
cycle tracks are justified even if cycle traffic is only 100 per hour.
Width of cycle track Capacity in number of cycles / hour
One-way traffic Two-way traffic
Two lanes (3m) 250 to 600 50 to 250
Three lanes (4m) over 600 250 to 600
Four lanes (5m) ---- over 600

Source: IRC 86 - 1983
KEY LEARNINGS FROM

ON-GROUND STUDIES REQUIRED
TO ASCERTAIN DESIGN DETAILS
FOR THIS THEMATIC
INTERVENTION
• How easy is it to walk to this stretch?

• Can one reach this stretch via public transport? • Is the
access to and from the nearest public transport node
convenient to walk to?
• Is there adequate space for walking to start with? •
Is the carriageway lane configuration streamlined for
smooth flow of traffic?
• Does the RoW accommodate all the user groups on
the street proportionately?
• Is the stretch barrier free?
48 49
MATERIAL PALETTE
FOR THIS THEMATIC
INTERVENTION
23
1
1
• Traffic buttons
• Pavement
markers
• Nylon ropes
• Wooden pallets
• Tyres
• Floor marking tape
Surface Marking
• Duct tape
• Reflective tape
23 • Acrylic distemper
paint • Floor coat
emulsion paint • Water based
epoxy paint • Thermoplastic
paint • Spray paint
• Aerosol line marking machine
• Acrylic distemper paint •

Thermoplastic paint • Spray
RoW Demarcation paint
Signage • Reflective boards
• Easels
• Mill board/
MDF board •
Cardboard
50 51
• Traffic cones
• Delineators
• Jersey barricades
REDUCING CONFLICT
BETWEEN MOBILITY AND
LIVABILITY
STREAMLINING CARRIAGEWAY
INTERSECTION FIX
PEDESTRIAN CROSSING
TRAFFIC CALMING
PARKING REORGANIZATION

City context map

A map showing the neighbourhoods and major landmarks such as
recreational, public amenities, institutional and transit hub at a city
level
This mapping is important to understand the history and context of

the selected stretch at the city scale and its significance with respect
to the overall movement patterns in the city.
T
O
o
o
w
t
e
t
a S
y
r
d
s
M u
Context - City scale

Big Bazaar Road, Coimbatore
Sample mapping
a
showing the selected SAI BABA

m
Metupalayam Bus Stand

Omni B
At the city scale, Big Bazaar Road is located in COLONY R
street
o
a
the Town Hall Area, named after Coimbatore a

d S
stretch in relation Sanganur

Stream
Town Hall, a neo-classical municipal building built in 1892 in
Coimbatore North endra Prasad Road
honour of Queen Victoria. to the overall Railway Station GANDHIPU
Dr. Raj
street The Town Hall area also forms the core city
network for the city Cross C
Road
Central Bus Stan
Town Bus S
area and is geographically located in the southern end of the d

RAM NAGAR
metropolitan area. a
R.S PURAM a ive

a
r
p
T
a
Major landmarks
j
VOC Park &

n
Commercial .
r
elvampathy Gandhi Park
Recreational Kumaraswa
my UPPERPALAYAM
D
Lake
Lake
Public Amenities Big Bazaa
Coimbatore Junctio
Hospitals r Road
Towards Airport PEELAMEDU
Trich
Religious Victoria
wn Hall
Selva Chinna Kulam
Chinthama
Institutions
R
Kulam P
Uk
Transit o
a
l
a
Ro Ukkadam Bus Stan
Major landmarks a
a
d
Commercial k
UKKADAM
k
Recreational a
d
Public Amenity
M
Healthcare Noyyal
R a
Religious Periya Kulam

i
Institutional n
Transit Trichy
l
Road
anganur a
y
Strea p a
ma
m
TNAU
t
u
Noyyal River
p
l
a
o
c
w
Palakkad Main
h
a
i
r
d
s
P
o
l
Road
Block Structure
A map locating the major crowd generators such as commercial,
recreational, public amenities, healthcare, religious centres,
institutional, transit hubs and movement patterns within 500m
radius of the selected stretch.
52 53
This mapping is important to understand the street networks, the
level of permeability, places of public gathering and movement
pattern at the neighbourhood level in relation to its grain.
Big Bazaar Road, Coimbatore N
d
Masji C.C.H.S
Sample mapping
Coimbatore Corporation Girls Higher Secondary School Variety Hall showing the block
Road
G
500 metre radius structure

ore
Ro
within a 500 metre radius

o
at is
n fabric work
for of the
bourhood.
China
Bazar
chosen
Stree
t
a
a
d
d
S
h
e
d
stretch Major
t
r
Op
St.
landmarks
a
d
Salafi Masjid Ra a Michael’s Roman

j Catholic Latin
Coimbatore w
Cathedral
Coimbatore Junction
Railway
Station
T.E.L.C Christunathar
Aalayam St. Michael’s
Matriculation School
Masjid
Ahlehades St. Michael’s Higher
Secondary School
N
a
e
Commercial
p
b
e
t a Road
k District Carnatic
im Library
Big Bazaar
The Corporation
Recreationa
a
n Parking Lot
a
Clock
l
k
a
r Tower
a
Presentation
Pothys Convent
Trichy
H
Chennai
Road Cinemas
Silks
Arulmigu
Athar Jamaath Masjid Gandhi Statue
Koniamman
Temple
Public Amenities
Victoria
Koteeswarar Temple Religious
Jain Temple
Bhura Town Hall Market
Coimbatore City
Hospitals
Municpal
Corporation PWD Good Shepherd
Vysial Street Campus High School
Naaz
Kerala Jamath
Masjid
Institutions
Theatre
Govt. Higher
Secondary
P
Ro
School
l
a
a
a
d
k
k
a
d
M
a
i
n
500m radius
Ukkadam Bus
Stand
Chinna Kulam
Manba Ul Uloom
Vehicular count Higher Secondary

School
Counting the number of vehicles round the clock to understand

variations in volume of traffic on the carriageway through the day
will help ascertain the appropriate number of lanes required for
smooth flow of traffic while also sharing the RoW with other users.
* Refer to Vehicular count template in Annexures.

Sample recording of weekday and weekend vehicular counts
Lorries Tempos Buses Autos Cars Two wheelers
Weekday
Weekend
54 55
Intersection study
Intersection study
A round the clock observational study of the There are two intersections that mark the study stretch of Big
is where Big Bazaar Road changes from being a two-way road to
intersection is essential
to understand the movement patterns and volumes of different
Bazaar road and both are signalized. at this intersection.
a one- way road. It also channels one-way traffic from Raja Street onto Big Bazaar road
types of vehicles in each arm of the intersection. It also helps to

The intersection outside Town Hall, referred to in this report as the
understand if there are any conflict points at the intersection that

Town Hall junction, is the point where the two one way roads cross There is a significant volume of steady traffic that cuts through both
each other i.e. Big Bazaar Road and Nawab Hakim Road. these junctions as Big Bazaar Road is the shortest route from the
may result in reduced road safety for pedestrians and motorists.

railway station to the core city commercial area.
The intersection outside the Clock Tower, referred to in this report
as the Clock Tower junction, is a more complex intersection as this
A
Clock
B
Tower
Junction
H
Town
Hall Sample
Junction
mapping
showing flow
Town Hall
directions
and volumes
at
RAJA STREE
T
intersections
Clock Tower
Timesaver tip
BIG BAZAAR ROAD
Procure crash data/ road major conflicts at the
accident data from traffic intersection in question.
50 metres
police to check if there are
Sample mapping TACTICAL URBANISM

GUIDEBOOK | November 2020
Pedestrian crossings
Mapping existing pedestrian crossings and
checking for the efficacy of its location while also
paying attention to where people tend to cross
will help determine if any new crossings are
required.
Existing pedestrian crossings
Traffic speeds
Recording the average speed of various vehicles on the road with
speed cameras will lead to inferences on whether traffic calming
measures are required along the stretch. Working with the Traffic
Police department will be ideal for this. It is possible that they may
already have this data.
Timesaver tip
Smartphone apps are available to

collect data on speed of vehicles
captured through phone camera.
speed
Sample mapping
is
g
f the
nuous
ement,
ffic
sults
eds
r
off
is
ern
bsence
f
ities
ntially
eeds
hr.
40
35
25
4
30
30 km/h 40 km/h 35 km/h 25 km/h 4 km/h
km/h km/h km/h km/h km/h
Car Two- Wheeler Auto Rickshaw Public Bus

Pedestrian
56 57
Parking survey
Counts of number of vehicles parked along the stretch at different
times will help ascertain the parking demand/ occupancy rate
through the day.
It is also useful to take into account frequency and location of any

loading & unloading activities if there are commercial building uses
along the stretch.
This data will help determine the quantum of parking spaces to be

allocated in the street RoW. Additionally, it would also be useful to
scan for alternate locations within 500 metres where parking can be
relocated temporarily if possible.
* Refer to Parking survey template in Annexures.
Sample counting of parking occupancy through the day on a street

15:00 16:00 17:00 18:00 41
15
07:00 08:00 09:00 10:00 11
80
11:00 12:00 13:00 14:00 16
8
109
98
121
532
186 223
209
184 147
125 253
187 170
348
172 194
243
140
107 Weekend
Two
19:00 20:00 21:00 24 wheeler
Mini
22:00 Two Mini Tri
236 Car Tempo
wheeler Tempo
114 Cycle Cycle Tri
Cycle
176 Weekday 23:00
73 Cycle Car
149
46

~316 vehicles parked on Big Bazaar Road
street
as recorded on 4th July 2019
289 17 10 316 Legend

2 Wheeler
4 Wheeler
Auto Rickshaw
Sample mapping of parking locations on a
N D
A
RAJA STREE
T
Stretch B
BIG BAZAAR ROAD

Stretch A
Timesaver tip
50 metres
Refer data from the city’s

Comprehensive Mobility plan
or other mobility studies if
available.
USER SURVEYS
Perception on accessibility, navigation & road safety

Determining user perception towards driving at the intersection;
ease of crossing for pedestrians; means of reaching the stretch,
and frequency & purpose of visiting the stretch will help ascertain if
design elements to address such issues need to be included.
Sample response data

STREET ?
HOW DID YOU REACH THIS STREET?
61 %
17 %
26 % Weekly
8%
3% 12 %
HOW OFTEN DO YOU VISIT THIS
1% Monthy
68%
1% Daily During
58 59
3%
festivals
★ ★★ ★★★ ★★★★ ★★★★★

How safe do you feel while on this
street?
stretch? Note: 18 % 33 % 33 % 22 % 21% 21%
6%
How safe do you 8%3%2%
feel while How easy is it to Ratings are from
crossing this 37 % 38 % 38 % 15% 5%
street?
access this low to high
Education
WHAT IS THE PURPOSE
12%
OF YOUR VISIT TO THIS Entertainment / Sightseeing/
6% Hanging out
STREET? 1% Dining
1% through
Religious
18%
4% Resident
5% Shopping
Market
Work
19% Passing
34%
RELEVANT STANDARDS AND THUMB

RULES Standards for carriage way lane widths
Description Width
(metre) Notes
1. For access roads to residential areas,
Single lane without kerb 3.50 a lower lane width of 3 metres is
permissible.
2-lane without kerb 7.00
2. Minimum width of a kerbed urban road
2-lane with kerb 7.50 is 5.5 metres
including allowance for a
3-lane with or without kerb 10.5 / 11.0stalled vehicle.
Source: IRC 86 - 1983
4-lane with or without kerb 14.0
6-lane with or without kerb 21.0
Lane widths may be reduced to 2.75 metres as a traffic calming

measure.

Pedestrian crossing
• Pedestrian must be given the shortest possible direct route to
cross the street.
• Crossings must be provided at all the T-junctions . • The width of
the pedestrian crossing must be adequate and should generally lie
within a range of 2-4m. For divided carriageways, the crossing
should, as far as possible, proceed uninterrupted through the
median strip. In the event of the median strip being used as
pedestrian refugee, adequate width of the median must be
provided.
Source: IRC 103:2012
Pedestrian refuge widths

• Width of median to accommodate refuge island should be an
absolute minimum of 1200 mm
• In the case of a staggered crossing arrangement to prevent two
wheelers from using the refuge island, the minimum clear width
between guard rails must be 2 metres to allow two wheelchair
users to pass one another.
Turning radius
• Smaller turning radii increases pedestrian safety by shortening
crossing distance, increasing pedestrian visibility for drivers,
decreasing vehicle turning speed; and making drivers look out
for pedestrians while taking the turn.
• Maximum corner radius of kerb = 12 metres
• It may be reduced to 6 metres in residential areas to slow down
turning buses, trucks etc.
60 61
Type of Vehicle Len Widt Hei Turning
gth h ght circle
(met (metr (me radius
re) e) tre) (metre)
Motorcycle 2.20 0.70 1.00 1.00

2
Car
• Standard 4.70 1.75 1.50 5.75

• Small 3.60 1.60 1.50 5.00
• Large 5.00 1.90 1.50 6.00
Truck
• Standard 6.00 2.10 2.20 6.10

1
• 7.5 t 7.00 2.50 2.40 7.00

1
• 16 t 8.00 2.50 3.00 8.00

1
• 22 t (+16 t trailer) 10.0 2.50 3.00 9.30

1
0
Refuse Collection vehicle
• Standard 2 axle vehicle (4 x 2) 7.64 2.50 3.30 7.80

1
• Standard 3 axle vehicle (6 x 2 or 6 x 4) 1.45 2.50 3.30 9.25

1
Fire engine 6.80 2.50 2.80 9.25

1
Furniture van 9.50 2.50 2.80 9.25

1
(with trailer) 18.0

0
Standard bus I 11.0 2.503 2.95 10.25

0
Standard bus II 11.4 2.503 3.05 11.00

0
Standard vehicle - Bus 11.0 2.503 2.95 11.20

0
Standard vehicle - Articulated Bus 17.2 2.503 4.00 10.50 -

6 11.25
Standard Articulated Truck 18.0 2.504 4.00 12.005

0
Tractor 2.504 4.00
Trailer 2.504 4.00
Maximum values of the road regulations
2 axle vehicle (4 x 2) 12.0 2.504 4.00 12.00

0
Vehicle with more than 2 axles 12.0 2.504 4.00 12.00

0
Tractor with semi-trailer 15.0 2.504 4.00 12.00

0
Articulated Bus 18.0 2.504 4.00 12.00

0
Trucks with trailer 18.0 2.504 4.00 12.00

0
1.
Height of drivers cab
2.
Total height with driver, about 2 metres
3.
With wing mirrors, 2.95 metres
4.
Without wing mirrors
5.
Turning circle radius adjusted up to maximum as per regulations
Source: Street design guidelines UTTIPEC DDA 2009
Additionally, turning radius may be reduced up to 3 metres in urban

roads to reduce the speed of turning vehicles and make it more
safer for pedestrians to cross at intersections.

Mid-block crossings standards
Mid-block crossings must be provided for people to cross the street
safely between building entries or bus stop locations or active land
uses on opposite sides of the street.
Residential areas Spacing Range : Every 80-250 metres
Coordinated with entry points of
complexes; location of bus / train stops,
public facilities etc.
Commercial / Mixed use areas Spacing Range : Every 80-150 metres
High Intensity Commercial Pedestrianization if possible

areas
KEY LEARNINGS FROM

ON-GROUND STUDIES REQUIRED
TO ASCERTAIN DESIGN DETAILS
FOR THIS THEMATIC
INTERVENTION
• What is the number of vehicles using this stretch at

different times of the day during weekdays and
weekends in each direction?
• What is the pattern of traffic flows?
• Are there any blind spots while turning at the
intersection? • If the carriageway is more than 11 metres,
are there refuge islands?
• Are there traffic lights? Traffic police?
• Is there a pedestrian signal phase? If yes, how long is it?
• Are there existing pedestrian crossings? If yes, is it
located in where people have a need for crossing?
• Is the average speed on the stretch safe for
pedestrian movement?
• If not, do we need traffic calming elements?
• What percentage of parking is long term and short term?
• Is the parking space allocated as per demand or is there
excess parking provided? Can the space currently allotted
for parking be reallocated for other uses?
62 63
MATERIAL PALETTE FOR THIS

THEMATIC INTERVENTION
1
2
3
1
Surface Marking
• Traffic cones
• Delineators
23 • Traffic buttons
• Pavement
markers
• Nylon ropes
• Wooden pallets
• Tyres
• Duct tape
• Reflective tape
RoW Demarcation
• Acrylic distemper
paint • Floor coat
emulsion paint • Water based
Signage epoxy paint • Thermoplastic
paint
• Spray paint
Thermoplastic paint MDF board • Cardboard
• Spray paint
• Reflective boards
• Easels
• Mill board/
• Acrylic distemper paint • 64 65
IMPROVING ACCESS
TO PUBLIC TRANSPORT
BUS STOP IMPROVEMENTS
BUS LANES/ BUS BAY MARKING
Bus stop location and bus routes

Mapping the location of bus stops, the frequency of buses, number
of routes, average waiting time, number of passengers waiting during
different times of the day, number of passengers boarding and
alighting etc helps in calculating the actual space required at the bus
stop.
Identify the peak hour and count the number of passengers waiting
during the peak hours. Can check with traffic police or any shops/
Big Bazaar Road, Coimbatore Directional volume of buses
peak hour information.
Public transport
Public
vendors nearby for Private
buses
Chart Title
buses is unidirectional. Raja Street which adjoins Big Bazaar Road at the
Big Bazaar Road being a one-way, the bus traffic on this road too at Clock Tower Junction
30
transport
Timesaver tip
Collect this data from bus
25
7
Clock Tower Junction serves as the drop-off point for passengers
6
20
arriving into the Town Hall area.
authority if available.
15
20
17
10
As a result, peak bus volume is high on Raja Street in the mornings 0
1
5 61
and correspondingly high on Big Bazaar street in the evenings.
W
RAJA
H
STREE
A T
K
BIG
Town
Towards Hall
Oppanakara Street
Junction
N
A
Legend
BAZAAR ROAD Bus shelters
Shourya Vidhya SriV Bezi Govt Pvt
Towards
Railway Station
Private buses
Directional 50 metres
volume of
Public
buses
Chart Title
Sample mapping showing
30
17
at Clock Tower Junction
bus shelters as well as
15
25 20
7 10
routes and frequency of 5
0 1
buses
61
20
public and private buses
6
Shourya Vidhya SriV Bezi Govt Pvt
66 67
RAJA STREE
T
Paratransit hubs and
routes
Recording paratransit movement
patterns along the street
particularly the location of auto Town Hall
stands and para transit pick up / Coimbatore City
drop points and stands will

ensure that they are
accommodated in the design
interventions appropriately.
Sample mapping
USER SURVEYS
Mucinipal Corporation
Auto stand Bus stop
Clock
Tower
Teachers Training Education

Temple
Library
Issues and Preferences at the bus stop
Seeking out user issues and preferences can span across several
aspects-
• Questions related to safety and comfort while waiting for the bus •
Questions relating to amenities at the bus stop such as seating,
shelter from rain and sun, information signage, lighting, refreshment
kiosks, dust bins etc.

Sample responses data:
KEY LEARNINGS FROM ON-GROUND

STUDIES REQUIRED TO ASCERTAIN
DESIGN DETAILS FOR THIS THEMATIC
INTERVENTION
• Is the existing space enough for people to wait or do they

end up waiting on the carriage way?
• Is there a need for extra seating or shading at the bus stop?
• Is there sufficient lighting at the bus stop?
• Is there adequate information signage at the bus stop?
• Do we need to allocate a separate bus lane and/ or stagger
bus stops because of heavy volume of bus traffic?
• Do we need to demarcate bus bays in the RoW?
• Does the building use along this stretch allow us to stagger
bus stops within a 50m stretch?
• Do we need to accommodate paratransit pick up and drop
in the RoW?
68 69
MATERIAL PALETTE FOR THIS

THEMATIC INTERVENTION
4
2
3
1
• Nylon ropes
• Wooden pallets
• Tyres
Surface Marking • Duct tape

• Reflective tape
• Acrylic
distemper
paint • Floor
coat
23 emulsion
paint •
Water based epoxy paint •
Thermoplastic paint
• Spray paint
• Acrylic distemper
paint • Thermoplastic
paint
Signage • Spray paint
4 • Reflective boards
RoW Demarcation
• Easels
• Mill board/ MDF board •
Cardboard
Seating/ Livability
• Wooden Pallets
• Tyres
• Wooden Crates
• Buckets/ Used
paint buckets •
• Traffic cones Flower pots/ Plants
• Delineators
• Traffic buttons
70 71
• Pavement
markers
PLACEMAKING TO
IMPROVE LIVABILITY
SHADE STRUCTURES
SEATING
LANDSCAPING/ PLANTING
STATIONARY ACTIVITY ZONES
LIGHTING
ART IN THE STREET

10 am on 19th July 2019
Sample mapping of shade patterns cast by

buildings on a street through the day
REQUIRED DATA AND
MAPPINGS
Building heights & orientation 2 pm on 19th July 2019

Recording the height of all the buildings on the
stretch to get a sense of average heights helps
to understand the massing and enclosure when
coupled with RoW and whether the building’s
cast a shadow on the street thereby lending
shade to the street users.
4 pm on 19th July 2019
72 73
8 am on 19th July 2019
Planting
Planting
While there are no trees within the street right-of-way, several
mature trees exist within the compond walls of public buildings
Showing the existing trees/ plants and the extent of canopy shading
along Big Bazaar Road.
the street.
These trees with their large canopies provide much needed respite
from the heat for pedestrians and especially those waiting at the
bus stops along the street.
Sample mapping
A
50 metres
RAJA STREE
T
Lighting
BIG BAZAAR
ROAD
Mapping of existing street lights and their light cones and identifying
if there are any blind spots between light poles. Light poles must be
spaced at 2.5 - 3 times the height of the pole to avoid blind spots.
In some cases, light from private buildings may also light up the
public realm. These are best checked at night.
Timesaver tip Check for blind spots during the night
Sample mapping
Activity mapping
Identifying the different stationary activities on the selected stretch
helps ascertain if these activities are adequately accommodated
within the street RoW. Photography is a useful medium to record
this mapping.
* Refer to activity mapping template in annexure.
Sample mapping
Legend
Standing
Waiting for transport
Sitting
Lying down
Children playing
Physical activities
Cultural activities
Commercial activities
0 - 5 People 5 - 10 People 10 - 25 People Above 25 People 74 75

Age & Gender mapping Age and
At Clock Tower Junction
gender mapping
Understanding the age and gender profile of users help to design
17
15
6
7
At 16:10 Towards Oppanakara Street 40
At Town Hall Junction 25
appropriate responses to these profiles and possibly even introduce 7

3
1
9 Oppanakara 6 41 19 Towards Railway
At 16:20 Towards 22 2 41 48
elements that can encourage those profiles which are not so

Station 28
Street
16 8 32 31 38
Towards Railway
At 12:50 At 12:50 32
prevale Towards 11 Station
18 24 Female
Oppanakara
nt. 43 50 Towards
15 6
Oppanakara
4 Street
5
5 Towards Railway 29 5
Station
Male
* Refer age and gender mapping template in Adult Female
annexure. Child Male
Male
Street 1 Female Senior Citizen
51 Senior Citizen
Towards Railway 11 10 Adult
Station 27 Child
Male
Child Male
Male
Adult Female
Sample
mapping
Clock
Tower
Junction
N A A D
RAJA STREE
A B K
R Senior Citizen Adult Female T Towards
O
W I Child Railway Station
H M A Female Senior Citizen
Oppanakara Street
Town
Hall
Junction
BIG BAZAAR ROAD
Towards
At Clock Tower Junction 17
Age and gender mapping

At Town Hall 12:50 Station
At 16:10 At
Junction 18
16 8 5
At 12:50 31 Towards
41 19 43 Oppanakara 1
At 16:20 Towards 24
Towards Oppanakara Street
Oppanakara 25 41
11 Towards Towards
Street 64
Oppanakara Railway
Towards Street Station
9 50 50 metres 7
Railway 22 32 2 29 38
Station Towards
Railway
51 27 M
Towards Railway Station Adult ChMale
Male
11 Senior Citizen
Street 10
1
AdultFemale
Male
Senior Citizen Male Child Senior Citizen Child
Male Female AdultFemale
17 Big Bazaar Road, Coimbatore 6
At Clock Tower RAJA STREE

T
Junction N 7
15
At 16:10 Oppanakara
25 40
Towards A
Street AB
1
3
Towards Railway
H 41 48
A
Station IM
R
Tower Junction
K
5
5
Clock
At 12:50 Oppanakara O
Towards
Street
AD 18
29
15
28
Towards Railway Male 32

Station 6
38 Female
24
BIG BAZAAR
AdultFemale
Male
ROAD
Child Male
Hall Adult Citizen
Senior Child
Citizen Female
Town Senior
Oppanakara Street
Junction
Towards
RAJA
Pedestrian Movement
Pedestrian counts and flows in both directions at hourly intervals
Oppanakara
during weekday and weekend. At Clock Tower Junction
Pedestrian movement *Refer to pedestrian count template in

Big Bazaar Road, Coimbatore annexure
27%
At Town Hall Junction 43%
Towards
Street 57% 64% 56% 16:01 to 16:11 18:01
Towards
36% 37% 63% Railway
44.% Station 12:20 to 12:30
30% to 18:11 15:58 to 16:08 18:00 to 18:10
52% 48% Sample 16:53 to 17:03
73%
mapping 70%
12:29 to 12:39
Total Count: 342 Total Count: 224
Total Count: 305
N
Clock
A
W
BIG BAZAAR ROAD At Townhall Tower
A
Town
Hall
junction Junction
B
Junction Total Count: 372

H
Total Count: 325
A
K RAJA STREE
T
I
Total Count: 279

R Total Count: 459
O
D
times revealed a broad pattern of movement along Big Bazaar
indicating a high volume of floating population. This can be
attributed to the presence of large number of schools, offices and
A rapid assessment of pedestrian volume during peak and off-peak

Road i.e. a high volume of pedestrians come into the Town area during the day and leave the neighbourhood in the the city’s oldest commercial core in this area.
evening
Hall Towards 50 metres
44.%
Oppanakara Street 36% 37% 63%
64% 56%
Towards
Railway
Station 12:30 to 12:40 16:00 to 16:10 18:00 to 18:10
Total Count: 342 Total Count: 224 Total Count: 305 At Clock Tower
junction
27%
43%
30%
73% 57%
70%
12:20 to 12:30 Total Count: 325

16:50 to 17:00 Total Count: 459
18:00 to 18:10
Total Count: 372 76 77
Vendor mapping
Map showing distribution/ clustering of vendors * Refer to vendor mapping template in annexure.
along the stretch; Vendor mapping
Sample mapping
type of goods sold and type of vendor setup i.e.

mobile, permanent, N
temporary; time and duration when they attract

crowds
A
RAJA STREE
T
R
R
Vendors
O
BIG BAZAAR ROAD 50 metres
User group analysis
Identification of the various user groups based on purpose of

visiting the stretch through the day and time spent by each user
group
*Refer to user group analysis in annexure

m
1
-
1
-
1
-
1
-
9
-
8
-
7
-
6
-
5
-
4
-
3
-
2
-
1
-
1
-
1
1
-
1
-
9
-
8
-
Sample mapping e
i
l
T
r
Working
Shopkeepers Homeless Students
Vendors Temple
Shoppers Cinema
Office Visitors
e
k
tS People Visitors (Government) Visitors
a
Population (Govt )
Primary users Secondary users Tertiary users 78 79
USER SURVEYS
Comfort (weather wise):
Is the walking path well shaded, comfortable to walk

★ ★★ ★★★ ★★★★ ★★★★★
Comfortable
(weather - wise) 12 % 23 % 41 % 18% 6 %
Desired activities by users

To understand the desired and undesired activities along the stretch
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As at November 2020, New Delhi

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BSNL - Bharat Sanchar Nigam Limited

The COVID-19 pandemic has radically altered daily life as we knew

Reimagining our street sections will help people

The first step towards redistributing our street RoWs is to engage

The purpose of this guidebook is therefore to decode the various

TACTICAL URBANISM GUIDEBOOK | November 2020

Tactical urbanism has applications across

This document is organised broadly under two

A tactical urbanism project, though primarily a tool to effect change

The overall work flow for a tactical urbanism project is structured

Each of these stages requires several players to take up specific

Each of these roles will need to be performed by individuals/ teams

TACTICAL URBANISM GUIDEBOOK | November 2020

Initiation & Design team/ Consultant

Design & Construction

Activity mapping and

Age and gender mapping

Socio-economic activity mapping

Green cover/ Tree mapping

Visual documentation team

Volunteers (citizens, RWAs, students)

Police (Law & Order)

Seeking approval from

Preparation of detailed responses

TACTICAL URBANISM GUIDEBOOK | November 2020

Mixed-use street/ block

The stretch should be mixed use - preferably

It would be ideal if a public/ government

It is ideal to have at least one Intersection

A busy street with heavy pedestrian volume

TACTICAL URBANISM GUIDEBOOK | November

Bus stop Theatre/

It is preferred to have at least

9 Look for variety in land uses

It would be desirable to have a public park/

Public building Intersection

TACTICAL URBANISM GUIDEBOOK | November 2020

Criteria Favourable Acceptable Not favourable

• Does the stretch have an intersection? Yes No

• Is there ongoing construction activity

Work flow diagram for selecting a site for tactical urbanism

Street design proposals Identification of Sites through

NMT hotspots suggested

Final selection of site

Municipal workers/ On-ground Police (Law & Order)

TACTICAL URBANISM GUIDEBOOK | November 2020

STAGE 3 - DESIGN AND PREPARATION

After completion of the site context appraisal and deriving a set of

Stage 2 - Site Context Appraisal Mapping the site for intervention

Physical form attributes of the street

Traffic study including pedestrian & vehiculaar

survey* Pre- implementation

and Preparation for Preparation of