Understanding Pedestrian Transit in Urban Scenario // Dissertation Report

UNDE RST ANDI NGPE DE ST RI AN T RANSI TI NURBANSCE NARI O

DI SSERTATI ONREPORT Adi t iJai n

SchoolofAr chi t ect ur eI PSA Bat chof201 8

UNDERSTANDING PEDESTRIAN TRANSIT IN VIEW OF URBAN SCENARIO (A DISSERTATION REPORT)

SUBMITTED BY: POONAM KAUR GUIDED BY: AR. MANITA SAXENA SUBMITTED TO: DISSERTATION CO-ORDINATORS

AR. NEELAM KUSHWAH AR. MONIKA SARAF

ARCHITECTURE

IPS ACADEMY SCHOOL OF ARCHITECTURE INDORE

RAJIV GANDHI PROUDYOGIKI VISHWAVIDYALAYA DEC 2016

1

INSTITUTE OF PROFESSIONAL STUDIES ACADEMY, INDORE SCHOOL OF ARCHITECTURE

DECLARATION This Dissertation in subject AR 416, entitled “UNDERSTANDING PEDESTRIAN TRANSIT IN VIEW OF URBAN SCENARIO” is being submitted as part of requirement for seventh semester of Bachelor of Architecture by the undersigned for evaluation.

The matter embodied in this dissertation is either my own work or compilation of others’ work, acknowledged properly. If, in future, it is found that the above statement is false, then I have no objection in withdrawal of my Dissertation and any other action taken by the Institute.

Date: NOVEMBER 30, 2016 0809AR131074 Scholar number

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CERTIFICATE

This is to certify that MS. POONAM KAUR has submitted the dissertation report on “UNDERSTANDING

PEDESTRIAN

TRANSIT

IN

VIEW

OF

URBAN

SCENARIO” as a partial fulfillment of seventh semester, B.Arch. It is also affirmed that, she has researched for one semester for preparing this Dissertation Report and report submitted by her is original, bona-fide and genuine.

DISSERTATION GUIDE

PRINCIPAL

AR. MANITA SAXENA

DISSERTATION COORDINATOR

PROF. DR. KIRAN P. SHINDE

DISSERTATION CO-COORDINATOR

AR.NEELAMKUSHWAH

AR. MONIKA SARAF

DATE: NOVEMBER 30, 2016 PLACE: SCHOOL OF ARCHITECTURE, IPS ACADEMY, INDORE

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ACKOWLEDGEMENT I feel obliged and thankful to. AR. MANITA SAXENA (My dissertation guide) for the resourceful and content rich guidance without which this subject would not have concluded in the right manner. It was not possible for me to bring out this document in such a form without your guidance. The discussions with her were extremely thought provoking and inspired me to deal with aspects of architecture not touched upon previously in the same manner. I hereby acknowledge the support of all my teachers and AR. NEELAM KUSHWAH AND AR. MONIKA SARAF (My dissertation coordinators) and Prof. Dr. KIRAN P. SHINDE (Principal) who helped me during the entire process of the preparation of my dissertation report.

POONAM KAUR B.ARCH SEM VII SOA, IPS ACADEMY

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CONTENTS i.

DECLARARTION

2

ii.

CERTIFICATE

3

iii.

ACKNOWLEDGEMENT

4

1. INTRODUCTION

7-9

1.1 What makes up a complete street?

7-7

1.2 Pedestrian woes

8-8

1.3 Goals and objectives

9-9

1.4 Need for pedestrian design guidelines

9-9

2. PRINCIPLES FOR PLANNING PEDESTRIAN FACILITIES

10-20

2.1 Defining a Pedestrian and Pedestrian Facility

10-10

2.2 Attributes of a good Pedestrian Facility

11-11

2.3 Accessibility of Pedestrian Facilities

11-15

2.4 Connectivity of Pedestrian Facility

16-16

2.5 Safety of Pedestrian Facility

17-19

2.6 Comfort of Pedestrian Facility

20-20

2.7 Ambience around Pedestrian Facility

20-20

3. PLANNING AND DESIGN OF PEDESTRIAN FACILITY

21-38

3.1 Footpath and Sidewalks

21-23

3.2 Street Corners

24-24

3.3 Pedestrian Crossings

25-26 5

3.4 Medians and Pedestrian Refuges

27-28

3.5 Utilities of Sidewalks

29-32

3.6 Planning for Pedestrian only street

33-33

3.7 Universal Accessibility

33-35

3.8 Multi –functional zone with planting

36-38

4. CONCLUSION

39-39

5. CASE STUDIES

40-53

4.1 Indore

40-48

4.2 Bangalore

49-53

6. BIBLIOGRAPHY

54-54

7. RESEARCH PAPER

55-60

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“If you design communities for automobiles, you getmore automobiles. If you design them for people, you get walk able, livable communities.� ~ ParrisGlendening 1. INTRODUCTION Streets rank amongst the most valuable assetsin any city. They not only ensure residents ‘mobility, allowing them to travel from one placeto another, but also are a place for people to meet,interact, do business, and have fun. Streets makea city livable. They foster social and economicbonds, bringing people together. Decisions abouthow to allocate and design street space have atremendous impact on quality of life.Indian cities struggle to reconcile the competing needs of mobility and livability. As privatemotor vehicle ownership grows and governmentsattempt to accommodate the additional vehicles,it is becoming more and more difficult to retainadequate space for the social and economicactivities that traditionally have taken placein our streets. Over time, streets have come tofunction less as social gathering spaces andmarket areas, and more as conduits for an ever increasingvolume of traffic.

1.1 What makes up a complete street?

A complete street that caters to all users can takeon a variety of forms, depending on factors such as the available right-of-way, traffic volumes, street-side activities, and adjacent land uses. In general, smaller right-of-ways can function as slow shared spaces used by both pedestrians and vehicles. Street vending and social activities can also take place in the shared space. A narrow driving lane and other traffic calming elements help keep vehicle speeds low, so that vehicle movement remains compatible with the other uses. A larger street can cater to walking and stationary activities as well as through movement, but it often makes sense to differentiate the slow, shared zone from the mobility zone to ensure comfort and safety for pedestrians and stationary users. The cycle track, though part of the mobility zone, is also segregated from motor vehicle traffic.

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1.2 PEDESTRIAN WOES 

Obstructions on Footpaths/ Sidewalks (Utility devices, occupied by hawkers and other construction materials).



Discontinuous and Disjointed Routes.



Non-existent Footpaths/ Sidewalks in some communities.



Motorists using the pedestrian right-of-way.



Footpaths/ Sidewalks used for parking.



Lack of maintenance of footpaths (Uneven surfaces, broken pavements, dug up footpaths).



Difficulty in crossing streets.



Unsafe Grade separated crossings like subways and foot over bridges.



Footpaths/ Sidewalks used to dump trash and used by people to relieve themselves.



Lack of ideal infrastructure for handicapped pedestrians.

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Increasing Road Accidents due to unsafe pedestrian infrastructure.



Lack of personal safety due to poor design and lighting.

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1.3 GOALS AND OBJECTIVES The goal of this report is to provide guidelines that help to plan, design and implement well connected, safe, comfortable and sustainable pedestrian facilities that will encourage and inspire increasing number of people to choose walking as their preferred mode of travel for shorter trips (trips less than 2-3km) in cities.

It is important to lay the framework in the form of goals and objectives at the beginning of the pedestrian planning process, so that any projects and decisions taken on pedestrian infrastructure are directed towards achieving these common goals.

1.4 NEED FOR PEDESTRIAN DESIGN Increased Pedestrian Design consideration in Streets would provide: o Increase in comfort for current walking population. o Reduced dependency on the car, if shorter trips can be made comfortably by foot. o More exercise, so better health for people walking. o Prioritization of public transport and non-motorized private modes in street design. o Reduced car use leading to reduced congestion and pollution. o More equity in the provision of comfortable public spaces and amenities to all sections of society.

Inadequate space for pedestrians

Inappropriate Kerb Heights

Missing Sidewalks

Missing Sidewalks

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2. PRINCIPLES FOR PLANNING PEDESTRIAN FACILITIES 2.1 Defining a Pedestrian and Pedestrian Facility A pedestrian is defined as a person making a tripon foot or on a wheel chair. Pedestrian trip can be for various purposes such as commuting to work, connecting to a different mode of travel, walking for leisure, walking to shop, walking a dog and others.

Pedestrian facilities can consists of various components such as: 

Footpath/ Sidewalk



Pedestrian crossing (crosswalk) o At-grade crosswalk o Grade separated crosswalk



Subways



Humped subways



Foot Over Bridges (FOB) / Skywalks



Street corners



Median refuge



Pedestrian-only-streets

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2.2 Attributes of a Good Pedestrian Facility Some common attributes of good pedestrianfacility is described below: Accessibility – pedestrian facilities should be accessible to all pedestrian, irrespective of their abilities.

Connectivity – pedestrian facilities should be well networked for pedestrians to choose the most convenient path.

Safety – pedestrian facilities should provide a sense of safety to the pedestrians and pedestrians should not be threatened or overwhelmed by vehicles.

Comfort – pedestrian facilities should be comfortable to use for people of all ages and abilities.

Ambience – Pedestrian facilities should have good ambience to make the facilities seem inviting for pedestrians to use.

Place making – Pedestrian facilities should provide space for people to gather and socialize.

9 GOOD PEDESTRIAN FACILITY ATTRIBUTES · Accessibility · Connectivity · Safety · Comfort · Ambience

Venn diagram demonstrating how the goals of good pedestrian infrastructure are interrelated.

· Place-making

2.3 Accessibility of Pedestrian Facilities All pedestrian facilities and amenities within thepedestrian facility should be universally accessible to people of all abilities such as people on wheel chair, visually impaired, etc. Some specific aspects of accessibility to be considered while planning pedestrian facilities are listed below: 

Accessibility of Footpaths



Accessibility of Pedestrian Crossing 11



Accessibility of Subways and Foot-Over-Bridges



Accessibility of Median Pedestrian Refuge

2.3.1 Accessibility of Footpaths   

Footpath should have convenient heightsuch that it is easily accessible by aged people and children.

Footpath should be accessible to people onwheel chair by provision of ramps with suitable gradients.

At the ingress and egress to a footpath,special surface such as tactile pavement should be provided for guidance of visuallyimpaired.

Examples of Pedestrian Facilities with Bad Accessibility

1. Footpath too high for elderly and disabled pedestrians to access.

2. No opening in the railing provided for accessing footpath.

3. Median Interrupting pedestrian crossing.

Examples of Pedestrian Facilities with Good Accessibility

4. Clear pedestrian crossing with bold markings for visibility.

6. Median Refuge for safety of people.

7. Bold road markings for good visibility.

5. No physical obstruction on the other side of the crossing.

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2.3.2 Accessibility of Pedestrian Crossing    

Pedestrian crossing should be at the same level as the footpath for easy access for all.

Ramps should be provided at the transition between footpath and pedestrian crossing, when the pedestrian crossing cannot be at the same level as the footpath.

Handrails should have opening leading to the crosswalk, and should have a width at least the width of the crosswalk.

At signalized pedestrian crossing with pedestrian push buttons, the push buttons should be aligned in such a way that it is comfortably accessible to people on wheel chair.

Driver’s view of crossing markings. Source: ITE Professional Development Complete Streets Webinar, 2008

2.3.3 Accessibility of Subways and Foot-Over-Bridges  All subways and FOBs should have elevatorsin addition to stairs. Elevators are essential atall grade-separated pedestrian crossings for mobility of disabled on wheel chair. 

Escalators may be provided along with stairsto increase comfort, but it cannot be areplacement to elevators, as escalators cannotsafely accommodate pedestrians on wheelchair.



Elevators should have enough space toaccommodate at least one wheel chair and apedestrian to stand.



Opening to subways and FOBs should havesufficient width at least to allow two people tocomfortably cross each other.



Railings should be provided along the stairs for safety of aged and young pedestrians.

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PREFERABLE FOB

NOT PREFERABLE FOB’s Grade Separated Crosswalk o All foot over bridges and subways should be universally accessible. (Staircase + Ramp or Staircase + Elevator for universal accessibility). o Minimum size of the elevators provided for foot over bridge or subways should not be less than 1.4m x 1.4m. o For ramps, a 5% slope with appropriate landings is preferable. o Grade separated crosswalks should be well lit and pleasantly decorated to create an inviting atmosphere for pedestrians to use. o The foot over bridge should be provided with roof covering and the sides of the FOB should not be fully covered as it hampers visibility. o The Figure below, shows a poorly designed Skywalk in Bangalore. The reason it is unused is because of the discomfort a pedestrian faces while using it. The skywalk consists of 2 flights of staircase and no ramps/ escalator/ elevator, rendering it unusable for physically disabled and senior citizens.

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Example of poorly designed skywalks, at High Ground, Bangalore.

Example of some well designed skywalks, which are accessibly by escalators and lifts. Proposed Skywalk at Kochi Metro, India.

2.3.4 Accessibility of Median Pedestrian Refuge 

Pedestrian refuge area should be at the same level as the pedestrian crossing.



Pedestrian refuge area should be accessible by a ramp when a level difference exists between the refuge area and the pedestrian crossing.

Design Parameters for Accessibility  Curb height  Ramp gradient  Width of handrail opening atpedestrian crossing  Tactile paving at ingress and egress of a footpath or median refuge  Subway/FOB entrance opening  Stair case gradient

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2.4 Connectivity of Pedestrian Facility Pedestrians should be able to access any destination by foot in the shortest path safely without getting into conflict with vehicular traffic. Some specific aspects of connectivity of pedestrian facilities are listed below.

Connectivity of footpaths · Footpath should be provided on either side of a roadway. · Footpath should be continuous without obstructions. · Footpath of intersecting streets should be connected, with what is termed as streetcorner. · Footpath on opposite sides of a street should be connected by pedestriancrossings. · Pedestrian crossing should connect all arms of a junction.

Access to pedestrian subways and FOBs should be seamless, such that pedestrians can use them without getting on to a busy road.

Examples of Pedestrian Facilities with Bad Connectivity

1. No footpath available for pedestrians to walk in Direction of the arrow.

2. Trees and electrical utilities occupying whole of the footpath width resulting in disconnected Footpath.

.Illustration of a Pedestrian Facility with Good Connectivity

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2.5 Safety of Pedestrian Facility Pedestrian facilities should be perceived to be safe for use by pedestrians of all types including disabled, women, children and elderly people. Pedestrian facilities should be designed to also reduce the conflict between pedestrians and vehicles.

Safety of Footpath · Footpath should be well lit with direct lighting on footpath. · Footpath should have an even surface free from obstacles that could create any safety concern for elderly people. · When footpaths (or ramps) have a gradient unsafe for elderly people to walk, then handrails should be provided at such locations. · Tactile pavement should be provided at all locations on a pedestrian facility where there is a potential safety concern for visually impaired pedestrians (such as just before a ramp that leads to pedestrian crossing, around an obstruction, before the stairs to a subway access). · Access to footpaths and medians should be provided to only pedestrians. Railings and bollards should be used to restrict access for motorists.

Safety of At-Grade Pedestrian Crossing o At grade pedestrian crossing should be well demarcated with retro reflective Zebra marking and/or Retro Reflective Pavement Marker’s. o Stop line should be provided before the pedestrian crossing area such that the stopped vehicles do not intrude into the pedestrian crossing area. o Tabletop crossings can be used to improve the visibility of pedestrians, especially where children are expected to cross. o Traffic calming measures should be taken upstream of a pedestrian crossing to slow the vehicular traffic. o At signalized intersections with high pedestrian volume on all approaches, signal phasing should include all red phase for vehicles so that pedestrians could cross safely in all directions. o Pedestrian signals should be used at midblock sections and at non-signalized intersections where gaps between vehicles are insufficient or infrequent for pedestrians to cross safely.

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o Audible signals such as those fitted on pelican crossings should be used with all pedestrian signals for safety of visually impaired people. o Pedestrian crossing should be well lit so that pedestrians crossing are visible to the turning vehicles at the intersections.

Safety of Pedestrian- Subways and FOBs o Grade separated crossing (subways, FOBs) should be designed in a way that is safe for vulnerable group of pedestrians such as women, children and others who may be targeted by miscreants. o Subways and FOBs should be well lit all throughout the day for safety of women and other pedestrians. o FOBs should have protective railing bearing in mind the safety of children. o However FOBs should not be fully enclosed in a manner that the pedestrians on the FOBs are not visible from the road (by opaque design, advertising or for other reasons), as enclosed FOBs can be claustrophobic for some potential users and may also encourage miscreant activities. o Hawking space should be assigned and permitted in the grade separated crossing to improve the safety for pedestrians. o Automated surveillance cameras can be utilized for stricter enforcement against miscreant activities and misuse of grade separated crossing.

Design Parameters for Enhanced Safety

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Examples of Unsafe Pedestrian Facility

1. Uncovered drainage hole in close proximity to bus stop can be hazardous for pedestrians, especially unsafe for visually impaired.

2. Large gap between the edge of the tabletop crossing and footpath is unsafe for elderly pedestrians, visually impaired and people on wheel chair.

3. Uneven and unpaved footpath surface will be unsafe for elderly and handicapped pedestrians and footpath may become unusable during and after rainstorms.

Examples of Safe Pedestrian Facility

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2.6 Comfort of Pedestrian Facility Pedestrians use their own power to move and are more exposed to any adverse environmental conditions compared to motorists. As such pedestrian facility should be designed to provide as much comfort as possible to all pedestrians. Comfort will be a value addition to pedestrians and encourage people to walk rather than using other modes of travel. Some specific aspects that enhance the comfort of pedestrians are listed here. o Footpath should be wide enough for pedestrians to walk without feeling too congested. o Footpath gradient if provided should be comfortable for elderly and disabled people to maneuver. o Trees should be planted along the footpath to provide shelter to the pedestrians without obstructing free pedestrian movement. o An offset should be provided between building line adjacent to a footpath and the clear walking space along the footpath for the comfort of pedestrians. o Benches should be provided at frequent intervals for elderly people to rest enroute their journey. o Elevators should be provided at FOBs and Subways for the comfort of elderly and disabled people.

2.7 Ambiance Around Pedestrian Facilities Pedestrians are human, who feel, and have emotions unlike vehicles. Feelings and emotions of pedestrians are affected by their surroundings; ambience of the space around them and they respond accordingly to make decisions whether to use a facility or not. For a motorist (vehicle user), travel cost and time bear more impact on their decisions to travel than the ambience. But for pedestrians, ambience, perceived comfort and safety of their surroundings matter the most. This is a key differentiation that the planners and designers have to bear in mind while designing pedestrian facilities.

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3. PLANNING AND DESIGN OF PEDESTRIAN FACILITIES 3.1 FOOTPATH / SIDEWALKS 3.1.1 What good footpaths achieve?

Good footpaths promote safe and comfortablepedestrian mobility. Together with other elements, such as furniture and landscaping, they constitutethe primary public space of a city and areaccessible to all users, regardless of age, gender, orspecial needs. Good footpaths are inviting spaceswhere people can meet, talk, sit, and eat.

3.1.2 Significance of footpaths A significant proportion of trips, especially thosebelow 2 km, are performed on foot. For example, the share of pedestrian trips in Ahmedabad is38 percent. Additionally, all public transportpassengers and many private vehicle users startand end their trips as pedestrians on publicstreets. Hence accommodating pedestrians isan essential, if not the most important, task oftransportation planning.Footpaths are a critical elements of thestreetscape unless traffic calming makesfootpaths unnecessary. In smaller streets andservice lanes, speed differentials may be smallenough for pedestrians and motor vehicles tocoexist in a pedestrian-priority space.

3.1.3 Challenges to better footpaths Streets often are designed from the centerline outward, with priority given to motorised vehicles.

Whatever space is left over after creating thecarriageway and parking is designated as the footpath. The placement of utility boxes, trees, and light poles on the footpath leaves no clearspace for pedestrian movement.Even with an adequate width, a footpath may bedifficult to use if it ends frequently at propertyaccess points. High curb heights and steps makefootpaths difficult to use.

Poorly designed footpaths remain under-utilizedand are easily encroached by parked vehicle and shops.

This footpath is wide, continuous, andshaded.

However, the continuous fencing towards thecarriageway prevents free flow.

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3.1.4 Design criteria and standards Comfort, continuity, and safety are the governingcriteria for the design of pedestrian facilities.

Footpaths should be provided on all streets,except on traffic calmed small streets Footpaths should incorporate the following:  A continuous unobstructed minimumwidth of 2 m.  No breaks or obstructions at property entrances and side streets.  Continuous shade through tree cover.  No railings or barriers that prevent sidewaysmovement on and off the footpath.  Elevation over the carriageway (e.g. +150 mm)and adequate cross slope for storm waterrunoff. At the same time, the elevation shouldbe low enough for pedestrians to step onto andoff of the footpath easily.  Surmountable gratings over tree pits toincrease the effective width of the footpath.

Footpaths have distinct zones that serve separate purposes: ƒ. Pedestrian zone. This zone provides continuous space for walking and should be clear of any obstructions. It should be at least 2 m wide. ƒ. Frontage zone. Provides a buffer betweenstreet-side activities and the pedestrianzone. Next to a compound wall, thefrontage zone can become a plantationstrip. ƒ. Furniture zone. This is a space for landscaping, furniture, lights, bus stops, signs, and private property access ramps.

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The smallest well –functioning footpath/tree package has a width of 3m, including a 2m clear space and 1m tree pits. Street furniture is positioned in line with the tree pits to maintain 2m of clear space. Wider footpaths can accommodate street vending and larger seating areas and are recommended in areas with large pedestrian volumes.

Where required to enable the access to private properties, vehicle ramps should be provided in the landscaping strip but not in the area of pedestrian through movement.

Ending the footpath with abrupt curbs or lowering the entire footpath to the level of the carriageway is unacceptable as property entrances may become waterlogged.

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3.2 STREET CORNERS Street corners form an important part of the sidewalknetwork, where sidewalk of two streets meet.

Crosswalk (like Zebra crossing, etc.) usually meets the sidewalk at the street corners (except at midblock crossings). It is a refuge for pedestrians, waiting for their turn to cross the road. Street corners also tend to be a place maker for people to stand and interact. In addition street corners host various utilities like traffic signal poles, traffic signal cabinets, light poles, street name signs etc.

Hence street corners should be designed to accommodate all these activities. Street corners should be sloped down to the road level for provision of crossing of the old and the differently abled people.

3.2.1 Accessibility to crosswalks The following elements will help improveaccessibility to crosswalk: 

Opening of the sidewalk railing should correspond with the crosswalk width.



Ramp should be provided that leads directly to the crosswalk.



The ramp landing should be surfaced with Tactile Pavement for guidance of disabled people with vision impairment to cross.



Street corners can have a bulb projection to help reduce the length of crosswalk for pedestrians to cross the road, thereby requiring pedestrians to spend less time on carriageway.

Two perpendicular curb ramps with level landingsmaximize access for pedestrians at intersections.

If diagonal curb ramps are installed, a 1.220-m (48in) clearspace should be provided to allow wheelchair users enough room to maneuver into the crosswalk.

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3.3 PEDESTRAIN CROSSINGS What good pedestrian crossings achieve?

Good pedestrian crossings allow pedestrians to cross busy streets safely and conveniently.

Significance of pedestrian crossings When paired with traffic calming elements such as speed tables, they can improve safety and create a seamless connection between the two sides of a street.

Challenges to better pedestrian crossings Many cities have sought to increase vehicle speeds by erecting barriers to prevent pedestrians from crossing. Pedestrians are forced to use over bridges or subways, which are inconvenient, potentially unsafe with regard to sexual assault and general crime, and often double as urinals. Even the benefits for motor vehicles may be dubious as high mid-block speeds do not necessarily translate into higher overall throughput. Due to the difficulty and risks associated with the use of over bridges and subways, pedestrians continue to cross at ground level. In that case, pedestrians cross at random locations and do not benefit from the safety that crossing in groups at planned at-grade crossings can provide. Measures that discourage walking induce more motorized trips, exacerbating traffic congestion. This tempts policymakers to build more high speed roads that disrupt pedestrian movement even more. Properly designed pedestrian facilities can help break this vicious cycle.

When pedestrian crossings are provided, they are often indicated only by painted zebra markings.

Since drivers in many cities do not follow painted markings, such crossings do not provide any safety benefit to pedestrians.

Example of typical intersection crossings

Midblock crosswalks provide opportunities to cross streets with longdistances between intersection crossings.

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Design criteria and standards The following design criteria apply: o Except on expressways, pedestrian over bridges and subways are to be avoided. o Raised crosswalks should be elevated to the level of the adjacent footpath (150–200 mm above the road surface) with ramps for motor vehicles. The slope for vehicles should be at least 1:4. o Raised crosswalks should be located at all intersections (both signalized and uncontrolled) and at frequent intervals (e.g. every 150–200 m). o Crosswalks should be as wide as the adjacent footpath and never narrower than 2 m. o the fencing should be provided wherever there is demand. The fence should be discontinued for atleast 2 m in order to create a refuge island so that pedestrians do not spill over into the main carriageway. Given that opportunities for informal crossings should be given rather frequently, no treatment in the main carriageway should be given. o At formal and informal crossings, parking lanes should be converted to bulb-outs to reduce the crossing distance.

✘This painted crossing is completelyineffective. Since drivers do not observe painted road markings, the only means of ensuring pedestrian safety is physical treatment, perhaps assisted by enforcement.

This raised pedestrian crossing compels vehicle users to slow down. The height of the crossing is the same as that of the adjacent footpath, improving convenience for pedestrians.

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3.4 MEDIANS AND PEDESTRIAN REFUGES What good medians achieve?

A good median reduces conflict between oppositedirections of traffic and acts as pedestrian refuge but has frequent enough breaks to discouragemotor vehicle users from driving in the wrongdirection.

Significance of medians Medians can help streamline traffic and ensuresafety on higher-speed streets where there is arisk of collisions involving right-turning traffic.In addition, they prevent speeding drivers from crossing into the opposing traffic lane.Medians improve safety for pedestrians byfunctioning as refuge islands, which allowpedestrians to cross one direction of travel at atime. It is much easier to find an adequate gap inhalf the traffic flow rather than all of it.Central medians can accommodate otherelements such as landscaping, pedestrian andcycling boulevards, and parking.

Challenges to better medians Medians that extend too far without anyopportunities to cross, turn right, or make aU-turn make the other side inaccessible andunnecessarily increase the total distancetravelled. They encourage vehicle movement onthe wrong side, thereby compromising safety.Hence, the provision of breaks in a median atappropriate intervals is critical.Sometimes, guardrails or high curbs are builtto prevent pedestrians from crossing the street.However, they are surmounted anyway. If a median is not wide enough, pedestrians may spill over into the carriageway while waiting for trafficto clear.

This opening in a median allows pedestrians to cross without climbing over the fence and waiting on the carriageway.

✘This median fence is continuous, forcing pedestrians to climb over. There is no safe refuge, so pedestrians often stand in the carriageway while waiting for a break in the traffic.

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Design criteria and standards Medians should satisfy the following: 

If the curb-to-curb carriageway width is 11m or narrower, periodic pedestrian refuges can enhance safety.



On an artery where the curb-to-curb carriageway width is 12 m or wider, a continuous median surmountable by pedestrians (maximum elevation 150 mm) is advised.



In order for the median to function as a safe pedestrian refuge, a minimum width of 1 m should be provided. A cycle refuge should be 2 m wide.



Guardrails and high curbs are discouraged because they hinder pedestrian and cycle movements. They should be provided only on carriageways with a curb-to-curb width of 18 m or larger, with a break for pedestrian crossing every 50 m.



Adjacent to BRT lanes, longer stretches of guardrail can be provided, with breaks only formal crossings (150–200m).

Medians can serve as pedestrian refuges if sufficiently wide (1 m or more). (a) On a collector street, periodic median segments between formal crossings function as pedestrian refuge islands. (b) On an artery with higher traffic volumes, a continuous landscaped median is provided. Periodic hardscaped sections function as pedestrian refuges. (c) Median cycle boulevards reduce conflicts between cycles and motor vehicles and avoid encroachment by parked vehicles. To make the median accessible to cyclists starting or ending their trips, ramps should be provided in the landscaping buffer at regular intervals (of about 50 m). (d) The buffer between a BRT lane and the carriageway is widened to 1 m in order to serve as a pedestrian refuge at formal crossings. Informal crossings are not provided in a BRT median, and formal crossings should beprovided at more frequent intervals.

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3.5 UTILITIES ON SIDEWALK Footpath/ Sidewalks, apart from accommodatingpedestrians, also accommodate several roadside utilities (like bus shelters, light poles, transformers etc.) and pedestrian utilities (like benches, directional maps, etc.). Some guidance on location of bus shelters, provision of pedestrian lighting, provision of hawker space is provided in the subsequent pages.

3.5.1 Bus Shelter Location Bus shelters can be carved out at niches in the street furnishing zone of the footpath/ sidewalk, such that pedestrians can walk clearly behind the bus shelter without getting into conflict with the people waiting at the bus stop. Other considerations for placement of bus stops are: 

Convenient location to major land use (pedestrian generator).



Convenient to transfer.



In commercial places bus stops should be located at every 200m -400 m intervals.



Bus stops near intersections should be at least 50 m from the intersection curb.



Bus stops shall be placed on the far side of an intersection.



Bus stops should preferably be located away from busy driveways to avoid conflict between passenger alighting buses and the vehicles turning onto the road from the driveway.



Bus stops on either side of the streets should be placed in a staggered manner, such that when two buses pass on either side, there is minimum traffic congestion at that point.



Bus stops should be avoided at the entrance/ exit of any building/ complex.

This bus stop is far from where busesactually stop, forcing riders to stand in the dirt and mud. In this way, it not only harasses passengers but also discourages other potential users by conveying a very negative image of the public transport system.

This bus stop provides protection from the elements , is elevated above the carriageway, displays customer information and has a clear identity.

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3.5.2 Pedestrian Lighting Proper lighting is an important aspect for the perceived safety of a pedestrian facility.

Pedestrian lighting should be provided: o Along the sidewalk, o At street corners, o At access to at-grade crosswalk, and, o All subways and foot over bridges should be well lit.

For illuminating pedestrian facilities, pedestrian specific lighting is preferred over the general high mast street lighting. Pedestrian light poles are of low-mast, 3 to 5 meters tall. The following design aspects of pedestrian lighting are desirable: o Full cutoff light fixture, which only directs light downwards, is preferable to reduce the ambient light and glare. o Pedestrian lighting should be energy efficient. o Trees and boarding should not obstruct the lighting.

Design criteria and standards The following criteria should be considered: o Additional lighting should be provided at conflict points. o The placement of street lighting should be coordinated with other street elements so that trees or advertisement hoardings do not impede proper illumination. o The spacing between two light poles should be approximately three times the height of the fixture, as indicated in the table below. o Poles should be no higher than 12 m. especially in residential areas, they should be significantly lower than 12 m to reduce undesirable illumination of private properties.

ALLOWS:

ALLOWS:

25cd per 1000 lamp lumens at or above 90 degrees __ 2.5%

Unrestricted distribution of light at any angle

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Street lights typically illuminate an elliptical area. As a rule of thumb, the longitudinal dimension is equivalent to three times the pole height, andhorizontal dimension is slightly longer than the pole height. (a) A single row of light posts is generally sufficient for streets up to 12 m wide. (b) On wider streets, dual lights can be mounted on a single central post. (c) If a central post is insufficient or cannot be accommodated, multiple rows ofposts can support lights at different levels.

Light pole height and spacing options

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These sections indicate how lights can be oriented to accommodate varying street widths and light post locations.

3.5.3 Hawker Zone/ Frontage zone Designated Hawker Zones must be allowed tolocate in areas where pedestrians tend to wait orcongregate i.e. street intersections and near busstops or major civic destinations, public offices,etc.Hawkers provide a wide variety of services andamenities to people, at convenient locations – withnegligible investment and infrastructural costs. o They form the eyes of the street to keep streets safe o They keep streets clean, busy, vibrant o They provide a variety of cheaper food and retail options. o They express our unique culture. o They generate self-employment for a large number of people.

Hawkers must be given designated space withinthe road Right-of-Way, so that they don’t occupy the minimum clear width required for pedestriansto walk. And to keep our streets clean, essentialutilities also must be provided as outlined in theNational Policy for Urban Street Vendors: o Provide provisions for solid waste disposal o Public toilets to maintain cleanliness. o Aesthetic design of mobile stalls/ push carts o Provision for electricity o Provision for drinking water o Provision for protective covers to protect their wares as well as themselves from heat, rain, dust. o Storage facilities including cold storage.

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3.6 Planning for Pedestrian Only Streets Streets are not only for circulation and mobility, but also for place making (for people to walk, gather & socialize). Pedestrian only streets provide a great means for place making on selected roads. Following guidelines should be followed to plan for pedestrian only streets: o High density of commercialization along the street. o High level of pedestrian activity. o Optimum lighting for safety. o Good street infrastructure like seating and landscape. o Preferably should be a collector or a local street. o Carriageway operating overcapacity. o Connecting streets with well-designed sidewalks. o Public transportation accessibility nearby. o Vehicle parking availability nearby (either on street or multistoried parking). o Provision for loading and unloading goods (designating times for the same).

Pedestrian only zones should be protected from vehicle intrusion by use of physical restrictions such as bollards and enforcement.

3.7 Universal Accessibility Universal Accessibility is required for all sidewalks, crossings, parks, public spaces and amenities – for people using wheelchairs, strollers, walkers, crutches, handcarts, bicycles, aged people, visually or hearing impaired, and pedestrians with temporary mobility impairment or injury.

Kerb Ramps Kerb ramps provide pedestrian access between the sidewalk and roadway for people using wheelchairs, strollers, walkers, crutches, handcarts, bicycles, and pedestrians who have trouble stepping up and down high kerbs. The absence of kerb ramps prevents any of the above users from crossing streets.

Kerb ramps must be installed at all intersections and mid-block locations where pedestrian crossings exist.

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Key Design Guidelines: • Standard kerb ramps are cut back into the footpath (flush with roadway), at a gradient no greater than 1:12, with flared sides (1:10) providing transition in three directions.

• Width of the kerb ramp should not be less than 1.2 M. • Tactile warning strip to be provided on the kerb side edge of the slope, so that persons with vision impairment do not accidentally walk onto the road.

• The ramps should be flared smooth into the street surface and checked periodically to make sure large gaps do not develop between the gutter and street surface.

• It is desirable to provide two kerb cuts per corner. Single ramp located in the center of a corner is less desirable. Separate ramps provide greater information to pedestrians with vision impairment in street crossings.

• Mid block crossings accessible for persons with disability should be provided for blocks longer than 250M.

Kerbed Ramp with tactile paving

Tactile Paving Persons with vision impairment need guidance in using a pedestrianised area, especially if the footway crosses larger open spaces where the usual guidance given by the edge of the footway or building base is not available, or when pedestrians need guidance around obstacles.

A continuous tactile guide (guiding & warning tile) in the direction of pedestrian travel, which has a different texture to the rest of the footway, can provide this guidance.

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Key Design Guidelines: • A distance of 600-800mm to be maintained from the edge of footpath/ boundary wall/ any obstruction.

• A height of about 5mm for the raised part of the surface is sufficient for almost all persons with vision impairment to detect, without causing too much discomfort for other pedestrians.

• Tactile paving must be maintained to ensure that the profile does not erode away. Vitrified nonglazed tactile pavers are preferable.

• Tactile tiles should have a colour (preferably canary yellow), which contrasts with the surrounding surface.

• Tactile Paving should be minimum 300mm wide so that someone can’t miss it by stepping over it.

Tactile pavers (Guiding and warning path) should be provided: • To lead persons with vision impairments to the lifts, crossings, toilets, bus stops, i.e. all public and road facilities.

• In front of an area where traffic is present.

• In front of an entrance/exit to a facility like subway/FOB/ public utility.

• To and from a staircase or multi-level crossing facility.

• In open space to orient persons with vision impairment.

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3.8 Multi-functional Zone with Planting Multifunctional Planting zones with native Street Trees and Plantation – are Essential on every pavement to provide shade and climatic comfort. Planting zones can also double as Natural Storm Water catchments and filtration systems - aiding in ground water recharge, preventing seasonal flooding and reducing the pressure on piped storm water infrastructure.

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Multi-Functional Zones on a Street should be a minimum of 1.8 M Wide, and may locate any or all of the following functions within them: 

Tree Planting



Planting for Storm Water Management



Auto-rickshaw Stands



Cycle-rickshaw Stands



Hawker Zones



Paid Car Parking



Street Furniture



Bus Stops



Traffic Police Booths, MTNL boxes, fire hydrants, junction boxes, etc.

Pedestrian corridor and Utility Easements must be placed separately from the Tree Planting Zone.

Ideally Utilities should be placed in ducts, for easy maintenance.

For the health of trees and preventing their disruption during utility repairs & other pavement activities, street trees must have the Standard Clearances:

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Essential Street Planting Street Trees are an essential on all Delhi Streets to provide the following: • Provide shade to pedestrians and cyclists.

• Reduce local ambient heat through shading of surfaces and evaporative cooling - making the street more comfortable for all users.

• Absorb pollutants and improve local air quality.

• Increase local humidity so help absorb dust.

• Help create a sense of enclosure and place making on streets by creating relaxation spaces.

• Flowering or deciduous trees create a changing seasonal urban experience on streets.

Key Design Guidelines: • Trees are NOT to be placed on a sidewalk as an “afterthought” or in an ad-hoc manner in leftover spaces.

• Space for Trees on the street must be designated.

• The Clear Pedestrian Zone (minimum 1.8 M Wide) and Utility Easements must be placed separately from the Tree Planting Zone.

• Trees must be placed such that they do not obstruct street lighting as well as visibility of traffic signals. Therefore the Tree Planting Plan must be prepared in conjunction with the Street Lighting Plan.

• Trees must be pruned from the bottom such that all safety devices, signage and traffic signals are clearly visible to all road users.

• Before the start of every project, all existing trees must be identified, numbered and marked on a Survey Plan and kept intact as much as possible.

Street Trees in same line as Utility Zone; and with low growing branches – thus obstructing walking zone.

Trees occupying walking zone, so pedestrian are displaced.

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4. CONCLUSION A Street provides a full menu of transport options to meet the needs of everyone using the road.

Children are able to safely travel to school, those on foot and bicycle have convenient route to their destinations, and public transportation is accessible by all users. But because of lack of planning and design, improper proportion and location of elements, they are unable to respond and identify the activities and its function. Due to this, streets have come to function less as a social gathering spaces and more as conduit for an ever- increasing volume of traffic.

The study has attempted to chart new paths in important direction. Another important urban space concerns the applications of these guidelines. This may be with reference to either new street or in existing street. This exploratory study of pedestrian transit is a modest attempt in this direction.

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5.1 INDORE- A CASE STUDY The City Of Indore is undertaking a significant road upgrade effort.

As part of JNNURM, major feeder roads in the city have been widened and paved, and on many roads footpaths have been constructed. This study is intended as a mid-project evaluation of pedestrian infrastructure on the improved roads. The study aims to highlight pedestrian design successes in Indore so that other cities may learn from the example. At the same time the study seeks to identify areas for improvement in not yet completed roads and to outline simple retrofits forcompleted roads that can improve pedestrian safety and convenience.

EVALUATION FRAMEWORK SELECTION OF ROADS: As a first step, the roads have been assessed for their current usage by pedestrians through a common framework. Thishas been taken forward to point out the success in the present ‘road upgrade effort’ and what immediate and futurechallenges lie ahead.

The criteria were identified based on a review of auditing tools developed for other pedestrian infrastructure evaluations and experience with Indore’s roadways. Theframework distinguishes between criteria which are achieved through design only, and criteria which include acomponent of enforcement and proactive design. Responsibility for creating quality pedestrian conditions lies with both city engineers and traffic police; this structure will help relevant parties identify areas of need.

1 - Annapurna Road 2 - YN Road 3 - RNT Road 4 - Navlakha Road 5 - Manik Bagh Road 6 - Racecourse Road 7 - New Diwas Road / Malwa Mill Road 8 - HIG Main Road / Batu Minas Road

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Starts from Dusseramaidan and ends at Mhownaka Length - 2.2km | Lanes- 4 Locality - Middle income locality . This road serves residential colonies like Usha Nagar, Revenue colony, Sachhaidananda Nagar.

Traffic - Light and heavy vehicular traffic.

Footpath: The footpath is present for 90% of corridor. It is in good condition and is generally 3m wide.

Carriageway: A NMV* lane is present for majority of corridor. This lane shortens the crossing distance and provides a buffer between pedestrians and vehicles. The carriageway (2 lanes per direction) is narrower than other comparable streets. This improves safety for all users through moderate vehicle speeds and reduced wrong direction driving.

Crossing: Crossing opportunities are present every 300m to 500m.

Building Interface/Parking/Amenities: Corridor has many open storefronts which directly face the footpath. This interface creates an engaging environment for pedestrians and contributes to security with more eyes on the road. The biggest challenges are parking obstructions, excessive business spill out, and built obstacles which include bus stops and speed limit signs.

PATH PROVISION

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Path Provision 

Footpath present for the majority of the length.



Except for a few stretches where footpath disappears abruptly.

Adequate Width 

Footpath generally wide enough for two persons to pass comfortably.



It is rarely wide enough to accommodate pedestrians and Utility zone.

Surface Condition 

Tiles in good condition.

CROSSING Crossing Spacing 

Crossing opportunities in every 300m to 500m.

Crossing Distance 

Non – motorized vehicles lane shortens crossing distance.



Refuge median provides no mid- crossing assistance.

This footpath is a good width for comfortable passing. The surface is in good condition and the NMV lane provides a buffer from motorized traffic.

In several places, the footpath narrows to a negligible width.

Drastic curb cuts for driveways such as this one make walking more tiresome and inconvenient.

This wide curb radius means a longer distance for pedestrians to cross. Also that pedestrians are more at the periphery of drivers' field of vision causing potential risk of collision.

BUILDING INTERFACE

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Building Interface 

Many sections with open store fronts offer engaging environment and safetyto pedestrians.

Business Spillout 

Motorcycle dealers and other shops use footpath for displays and have builtawnings that must be walked aroundwhile cafes put tables and chairs infootpath.

This façade engages pedestrians – it is directlyadjacent to the footpath and provides shopping opportunities.

In cases, when the full right of way is not available rather than building a street with nofootpath, the MV space should be narrowed.

Signs and business displays make the footpath unusable.

AMENITIES Lighting 

Center mss lighting not at pedestrian level but lights footpath completely.

Coverage 

Inadequately shaded footpaths because of the lack of trees.

Overall maintenance and presence of Street Furniture 

Footpath looks well maintained.

A number of vegetable stalls are located past Annapoorna Temple where the footpath ends. This appears to be an established spot for this trade that provides all types of people with fresh fruits, vegetables etc. If/when a footpath is provided here (and it should be) consideration should be given to the longevity of this spot, considering the role of these hawkers as service providers, and the importance of this particular spot to the success of the vegetable hawkers. The motor vehicle (MV) lanes here are very generous and traffic volumes are low. It is likely possible to fit both 2 lanes of traffic and a wide footpath that can accommodate vegetable vendors and pedestrians; such an option should be considered.

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Connects Malwa mill area to MG Rd. Length - 0.8km | Lanes- 6 Locality - Low and middle income locality.

Traffic - Heavy vehicular traffic throughout the stretch.

Pavement condition - Newly constructed pavement.

Special features - Lot of activity around Malwa Mill and the large number of shopping complexes. There is also a famous Engineering college - SGSITS on this stretch at Lantern Square.

Footpath: Footpath present for majority of the corridor, but ends just short of the City Centre Jn and Malwa Mill Jn. It is in good condition, except for sections on southbound side near City Centre Mall.

Footpath width is of minimum width so it allows comfortable pedestrian movement but cannot accommodate utility boxes, trees, etc. which when present create obstacles. Footpath is also covered in litter in some places.

Crossing:Crossing opportunities are well spaced, except for a stretch between MG Rd and Racecourse Rd, where a mid-section crossing could be placed. Crossing is possible due to lower traffic volumes, however vehicles do not yield for pedestrians.

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NMV - The non-motorized vehicle lane is present for most of corridor. This lane provides a good buffer between vehicles and pedestrians and shortens crossing distances.

Amenities/Parking: The bus stops, sign masts, and parking are the biggest obstructions.

Narrowing the NMV lane could yield space for curb parking, solving the latter problem. A 1.5m to 2m NMV lane can still comfortably accommodate cyclists.

AVAILABILITY OF FOOTPATH Path Provision 

Footpath is present for majority of the corridor except for short (20m) sections such as in advance of City Centre Jn and Malwa Mill Jn.

Adequate Width 

Footpath can accommodate two people passing comfortably, but not utility boxes, signs, etc. Footpath narrows to 1m near Malwa Mill.

Path Surface Condition 

In some sections tiles have shifted and cracked significantly. The hexagonal tiles have degraded more than the rectangular ones.

For most sections, the surface condition is quite good.

This stretch is well-shaded and comfortably accommodates two pedestrians passing.

Parked vehicles force pedestrians off the footpath for a lengthy section. The break inconveniences pedestrians by forcing them to step down and climb up again.

The width here is insufficient for both a bus stop and pedestrian movement.

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CROSSING Crossing Spacing 

Generally, crossing chances are available at every 250m except for a long stretch between MG Rd (City Center) and Racecourse Rd (500m).

Waiting Time and Ease 

It is possible to find the gaps to cross the road as the traffic volumes are not high but there are no signals or speed breakers available to aid crossing.

Crossing Distance 

Street widens near MG road creating longer crossing distance for pedestrians.

At the MG Rd junction, the road widens creating longer, more difficult crossings for pedestrians.

The footpath is completely obstructed here forcing pedestrians to walk in the street where vehicles are making turns at high speeds.

These storefronts are very good from a pedestrian design standpoint. Unfortunately, the footpath disappears shortly afterwards.

At some places building encroachment and spillout of business activity render the footpath unusable.

BUILDING INTERFACE Building Interface 

There are some good stretches near Malwa Mill.



South of race course road, many businesses have a parking lot between footpathand building; congested parking situationis an impediment to pedestriansaccessing the building.

Business Spillout 

Some businesses with awning and sign boards placed on the footpath obstructpedestrian movement on southboundside.

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FUTURE PROPORSALS ANNAPOORNA ROAD & YN ROAD These roads were built with 2 MV lanes in each direction (3.5m wide), a curb segregated nonmotorized vehicle lane, (NMV) and a footpath in each direction.

1. Parking on pavements due to mountable curbs, made for business access.

2. The footpath is obstructed by business spill-out, built obstacles like road signs and bus stops, hawkers, and parked vehicles.

3. The non-motorized vehicle lane (NMV) is used for parking vehicles and pedestrians walking around the obstructed footpath.

4. Many choose to ply the MV carriageway to avoid the obstructions in the NMV lane.

Primary Issues 1- Parking obstructions on the footpath and the NMV lane.

2 - Inadequate width of pavement to accommodate vendors and businesses.

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RECOMMENDATIONS: 1Elimination of mountable curbs to stop vehicular parking in footpath.

2. Provision for on-street parking.This can be done by narrowing NMV to 2m from existing 3.5m.

3. Extra space can be used by vendors or for bus stops etc. In some sections instead of on-street parking, the footpath can be widened by 1.5m by reducing theNMV to 2m.

PROPOSED

4. Reduced crossing distance for pedestrians. Both solutions will also ensure that the on-street parking space remains used as such, curb bulb-outs can be built which prevent vehicles from driving in the parking lane.

These bulbouts can also form the basis for mid-block crossing opportunities. Such crossings opportunities would be appropriate in places where the spacing between junctions is high (in some sections of Annapoorna Rd it is greater than 500 meters) or at certain major activity centers (such as near Annapoorna Temple).Planters can also be used to prevent encroachment of on-street parking by drivers.

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5.2 BANGALORE (BENGALURU) Bangalore has the worst road traffic in India considering the destructive cocktail of high accidents, vehicular pollution, traffic violations and motorization levels. Bangalore can in fact compete with other metropolis for having the worst pedestrian infrastructure in the country considering non existent footpaths, crossings etc as indicated in the following sections and photos.

Above picture indicate the sorry state of footpath (not in proper shape and not sufficient)

Bangalore has nearly 5922 km of roads indicating that there is nearly 33sqm of road space for a single vehicle considering the total vehicle registrations and the available road length and widths.

Applying the “HERMANN KNOFLACHER- EQUIAREA” principle and considering that 38% of households don't have any vehicles, the average width of footpath on one side of road works out to be 7.5m. The footpaths if available range from 0.5-2.5m. In this width, pedestrian share their ROW with roadside appurtenances such as utility (electric, water supply, telephone), street lights, transformers, sign boards, roadside vendors, bus shelters indicating worst possible level of service and gross discrimination against pedestrians.

Source: Hermann Knoflacher (2007), Success and failures in urban transport planning in Europe—understanding the transport system,Sadhana Vol. 32, Part 4

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FOOTPATH/SIDE WALKS Indian code for the Pedestrian Facilities (5)- IRC 103-1988, recommends following guidelines o Footpath on both sides. o Minimum width of 1.5m on both sides. LOS (Level Of Service) concept dictates the maximum width. o Dead width of 0.5m and 1m to be added to sidewalk along houses and commercial areas. o Footpath width to be increased in cases of bus stops and recreational areas. o Height of footpath to be above the carriageway supported by an un-mountable kerb.

In recent years several suburban/rural areas have seen transformation into urban areas. In order to increase the traffic capacity, the shoulders of the roads were converted into paved sections. This exposed the pedestrians to the traffic thus increasing the risks as indicated in some of the photos.

People living on footpath and utility blocking the footpath The RoW (Right of Way) constraints often consume the footpath widths in Bangalore. It is very common to find footpaths with 0.5-1m widths. Such footpaths force the pedestrians to use the carriageway, increasing the fatality risks. The critical issue of dead width is often neglected by the authorities.

Bangalore authorities need to ban parking on the footpaths by vehicles. Parking on the footpaths was adopted to increase the capacity of the roads for the vehicular movements (to prevent on street parking). With Bangalore currently undergoing mixed land use development with vertical growth in addition to multiple vehicle ownership phenomenon (ratio of number of vehicles per household already owning a vehicle being Page 4 of 8 2.76) and land prices soaring, parking facilities at homes are extremely rare to find and people have resorted to footpath parking. The banning of footpath parking would allow unhindered movement for pedestrians.

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Footpath used for advertising and parking

GUARD RAILS The concept of guard rails along the footpaths is almost alien in Bangalore. The guard rails play an important role in segregating the pedestrians from the vehicles and prevent jaywalking thus enhancing the safety of the system. Many roads where guard rails are provided are either discontinuous or in very poor state thus not serving the purpose. The issue of providing the guard rail opening at pedestrian desire crossing lines needs to be considered. The footpaths are often considered as emergency exit lanes during the grid locking by the motorized two wheelers which can be prevented by using such guard rails.

PEDESTRIAN CROSSINGS o Pedestrians need to cross the roads at some locations during the course of travel. The crossing locations should provide for safe and comfortable movement. In India, the two types of crossings i.e. at-grade and grade-separated, are provided exclusively based on traffic intensity. At grade pedestrian crossings are provided along minor intersections, mid blocks to provide safe crossings for the pedestrians. Important aspects to be considered in the provision of at grade crossings are Crossings should be at right angles to the carriageway. o Crossings should be illuminated with proper visibility. o Crossings should be intelligently placed along pedestrian desire lines. o Provided with other accessories like warning signs, markings, information signs etc. o Wider roads should have refugee islands. o Crossings at mid block should be provided when distance between intersections is minimum of 300m. o Road safety audit should be done before opening the road for traffic.

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Lack of Pedestrian Crossings

The important aspects of the code to be considered in the provision of controlled crossings at mid blocks are listed below o Peak hour volumes of pedestrians and vehicles are such that PV2 > 1 million (Undivided carriageway), PV2 > 2 million (divided carriageway) o Stream speed of greater than 65 kmph o Waiting time for pedestrians/vehicles become long

o Accident records suggest 5 or more injuries to pedestrians in a year due to collision with vehicles

Pedestrian Underpass under construction and a Skywalk

The provisions of the code need urgent updating as many stipulations are not quantitative or clear. For example third stipulation of high waiting time, it does not indicate the duration of waiting time. As per the speed stipulation of 65 kmph, nearly 350 km of arterial roads should have grade separations or controlled signals such as Pelican, Puffin, Toucan crossing etc.

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Footpaths encroached by the shopkeepers and zebra crossing on speed breaker

PEDESTRIAN STREETS With growing congestion levels, the government has been forced to look for out of the box solutions, one of such solutions is the pedestrian zone with only pedestrian streets. The core city areas with total commercial landuse can be subjected to such treatment. The problem with Bangalore is that nearly 250km of roads in the city have been converted to one-ways, with mixed landuse norms being adopted; the majority of areas carry through traffic which cannot be prevented. CTTS-Bangalore proposes pedestrian streets along three prime roads with traffic management and other improvements suggested. The following figures extracted from CTTS indicate the pedestrian only zones proposed for Bangalore. Mixed Landuse prevents adaptation of more number of Pedestrian streets.

Pedestrian Streets near Gandhinagar and Commercial Street (Source: CTTS-Bangalore)

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6. BIBLIOGRAPHY 

Street Design Guidelines Unified Traffic and Transportation Infrastructure (Planning and Engineering) Centre, Delhi Development Authority (2010).

  

Pedestrian Design Guidelines © UTTIPEC, DDA 2009.

Guidelines for planning and implementation of Pedestrian Infrastructure (Version 1.0, January 2014), Directorate of Urban Land Transport Government of Karnataka.

Public Places–Urban Spaces: The Dimensions of Urban Design, Matthew Carmona, (Oxford: Architectural Press, 2003).

 Indian Road Congress (1990). Guidelines for Capacity of Urban Roads in Plain Areas,  

New Delhi: IRC. Urban Street Design Manual, Abu Dhabi Urban Planning Council (2009).

Building a Pedestrian City; Indore: A Place for people , a Report by :Prajna Rao -Urban Planner EMBARQ, The WRI Center for Sustainable Transport.

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UNDERSTANDING PEDESTRIAN TRANSIT IN VIEW OF URBAN SCENARIO Abstract This paper explains the importance and methods of pedestrian transit systems in context of planning in urban pedestrian systems on street level. The aim is to understand the role of urban planning in making a good city and better pedestrian transit systems and to overcome the challenging conceptions of public spaces. The objective of the research is to study the nature of streets, how streets work in present context, transit nodes and pedestrian network in a city.

This paper provides a first step to standardize the way we look at pedestrian systems in context of walkable cities. It draws together research on walkable cities and pedestrian facilities to know how better integration of underground pedestrian networks and skywalks along with other pedestrian facilities and urban pedestrian systems can be achieved.

Keywords: Pedestrian accessibility, urban planning, public space, public facilities, pedestrian environment.

1. INTRODUCTION Although, it has been identified that it is extremely important to keep pedestrian spaces integrated and in flow, which is difficult to achieve especially in city centres of metropolises where road resources on the ground are crowed by vehicles for the efficiency of intensive commerce and concentrated services (Huang & Lu 2007).

Our vision for better street design has to be widened and streets are needed to be designed for all users and not just motor vehicles. Streets foster social and economic bonds, bring people together and make a city livable. Overtime, in Indian cities, the streets function less as social gatherings and market spaces and more as conduits for increasing volume of traffic.

Separating pedestrian and vehicular traffic, to shield pedestrians from inclement weather and encourage downtown development, in many large cities of the world, underground and above the ground pedestrian systems were advanced through the construction of either subway systems or skywalk systems along with other street design elements such as footpaths, sidewalks, service lanes, bus lanes, utilities and so on. These type of pedestrian systems functioned as a medium by connecting transport, working and socioeconomic places together with a multi-functions to create a livable space.

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2. NEED AND BENEFITS OF PEDESTRIAN DESIGN GUIDELINES Often at the expense of other functions of the streets, the designs focus on improving the carriageway for vehicular mobility by allotting more space to it and taking in consideration the pedestrian facilities. Pedestrian footpaths may be eliminated but the pedestrians cannot be, and due to inadequate pedestrian infrastructure people are forced to walk on the carriageway. The same is the case with streetvendors,cyclists and public transport. In the end, everyone end up sharing the main vehicle carriageway, which leads in reduction in amount of space for vehicles and is uncomfortable, unsafe and inconvenient for pedestrians and motor vehicles as well. So, why not provide adequate space for all users in the first place?

The improper space for pedestrians, inappropriate curb heights, missing sidewalks, encroached space by trees, utilities and inadequate amenities are the major reasons why good pedestrian design guidelines are needed for streets. Better streets make better cities and a better place to live in. Mobility problems can be solved by making streets efficient and not simply widening them.

Improved design consideration on streets would provide: - Reduction in use of car and other vehicles, therefore reduction in congestion and pollution.

- Increase in comfort for the walking population.

- If shorter trips could be made by foot, dependency on cars would be reduced.

- More equity in amenities to all sections of the society and in provision of comfortable public spaces.

- Better health for people who walk and more exercise will be there.

3. GOALS FOR STREET DESIGN

Goal 1: Mobility and Accessibility -Convenient, fast and safe movement of maximum number of people through the city.

-Equal or higher priorities should be given to public transit and pedestrians.

-Provide transit oriented mixed land use patterns and redensify city within 10 minutes ‘walk of MRTS. -Special lanes for HOVs (high occupancy vehicle) and carpools during peak hours should be provided.

Goal 2: Safety and comfort

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To ensure pedestrian safety: -Proper street lighting for pedestrians and bicycles should be provided.

-Commercial facades are required to have minimum 30% transparency.

-By removing setbacks and boundary walls create “eyes on the street”. Thus it will discourage misbehaviors, shady corners, etc.

-To encourage walkability, provide safety, development of street activities commercial or hawking zones may be created at regular intervals.

For climatic comfort: -Use of High albedo materials for paving reduces urban heat island effect.

-Trees are an essential component for streets – to reduce solar gain and provide shade to pedestrians.

-Protection can be provided to pedestrians by providing arcades and overhangs in buildings.

Goal 3: Ecological Reduction of Heat Island Effect and aid storm water management: -Decrease Heat Island Effect by increasing plantation, greenery, reflective paving, etc.

-Decrease impervious surfaces by planting trees, permeable paving, etc. to increase ground water infiltration and seasonal flooding.

4. DESIGN PARAMETERS  Pedestrian only zone: The primary component of every street in a city is The Pedestrian Zone. It is not only a zone to ensure smooth, comfortable transit of pedestrians and public transport users, but an area with socio-economic factors, safety and quality of life of people in a city.  ‘Dead width’ or frontage zone: Windows and hawker zone in shopping streets, or entries and staircase up to buildings create a stoppage of pedestrians or users of the buildings. This is an important part of a successful and active street. The hawker zone is about 0.5 to 1.0 m of extra space, which must be given for conflict free movement of pedestrians.

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ďƒź Universal accessibility: Universal Accessibility is required for all sidewalks, crossings and public spaces – for people using wheelchairs, handcarts, crutches, bicycles, walkers, aged people, visually or hearing impaired. Elements such as curb ramps, raised table top crossings, tactile paving, auditory signals and accessible signage can be used.

ďƒź Multi-functional zone with planting: Multi-functional Planting zones with plantation and street trees are desirable on every pavement to provide shade and climatic comfort. To reduce flooding and reduce the pressure on storm water infrastructure, planting zones can be doubled as natural storm water catchments and filtration systems aiding in groundwater recharge.

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 Crossings: Marked crossings are an important part of the pedestrian transit that enable safe and convenient pedestrian travel. At-grade Crossing, Mid-Block Crossing ,Raised Crossings ,Grade Separate Crossing(Foot Over Bridge) ,Grade Separate Crossing(Humped Crossing) are some of the types of crossings.

 Pedestrian scale street lighting: Need of light for pedestrians are different from vehicles and so are need to be designed and integrated within the overall lighting strategy in the street. This will provide safety of pedestrians on pavements after dark.

5. CONCLUSION: It is not inappropriate to conclude that roads for Indian cities are much more than just a carriageway for cars. Their mismanaged and neglected edges carry more road users; the pedestrians, the cyclists, the hand-carts, the street vendors and the cycle rickshaws than the cars carried by its well defined and nicely constructed central portions. Indian cities have high percentage of walking and cycling, high percentage of informal economy comprising of street vendors, weight pullers and a large number of people still rely on cycle rickshaws for employment and transport. It is of prime concern, that a new transport paradigm of “people above cars” is mandated to tackle this apathy of transport planners and urban local bodies towards the prominent modes like walking and cycling, which are still used by many people.

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6. REFERENCES        

Pedestrian Design Guidelines © UTTIPEC, DDA 2009.

IRC: 103-1988 Guidelines for Pedestrian Facilities (1988).

Indian Road Congress (1990). Guidelines for Capacity of Urban Roads in Plain Areas, New Delhi: IRC. Guidelines for pedestrian facilities, IRC: 103- 1988ITPI Journal (Institute of town planner India) 2004.

Street Design Guidelines, Unified Traffic and Transportation Infrastructure Centre, DDA (2010).

Public Places–Urban Spaces: The Dimensions of Urban Design, Matthew Carmona,(Oxford: Architectural Press, 2003).

Urban Street Design Manual, Abu Dhabi Urban Planning Council (2009).

Research Papers: - Planning for Pedestrians: A way out of Traffic congestion: Tudor Morar (Romania), Luca Bertolini (Netherlands).

- Improving Pedestrian Accessibility to Public Space through Space Syntax Analysis: Ruben Talav Era (Spain).

- The Development of Underground Pedestrian Systems in City Centres under the Guidance of walkable cities: JianqiangCui, Andrew Allan, Dong Lin.

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