Pedestrian Plan for Kozhikode City, India Ar. Amrutha N. M4 Planning: Dept. of Architecture College of Engineering Trivandrum Thiruvananthapuram, Kerala, India E-mail id: n.amrutha92@gmail.com
Abstract—Walking is the basic mode of transportation which is beneficial for large communities in developing nations like India. In spite of the numerous benefits of walking, transportation plans are moving from people centric to vehicle centric. This points to the need of planning for pedestrians. This paper focuses on pedestrians and methods to develop walking culture, pedestrian routes and pedestrian-friendly places in Kozhikode city. The need for considering pedestrians is established first, followed by best practices from around the world. Then analysis of the study area selected based on pedestrian activity in Kozhikode city and existing conditions is conducted. Policies are recommended based on classification of the study area into various zones based on type of pedestrian use. Index Terms-- Kozhikode, Pedestrian Plan, Policy, Walkability I.
INTRODUCTION
Walking is considered as a foundation for sustainable city. A sustainable approach towards transportation planning insights that street prioritization should be allocated highest for pedestrians, followed by public transportation, bicycle and then private vehicles. Walking provides numerous benefits, not only for individual health, but also for economic development, neighborhood vitality, and environmental sustainability [1]. Approximately 16 percent of the average trips per day in Kozhikode city are solely walking trips and mode share of public transport is about 36 percent [2]. Even those who choose other primary modes of travel have walking on foot or with assistive devices as a component of their trip. Those driving by car must walk to and from their parking space, and those taking transit walk (or bike) to and from their stop or station [1]. II.
NEED FOR THE PLAN
Pedestrian neglect in Indian cities is due to the issue of low prioritization, poor implementation of pedestrian amenities, absence of a comprehensive set of legal rights and remedies for pedestrians [5].
Ar. Shailaja Nair Associate Professor: Dept. of Architecture College of Engineering Trivandrum Thiruvananthapuram, Kerala, India E-mail id: sajanshailaja@gmail.com
Figure 1: Kozhikode - Mode share of NMT
Source: Adapted from Comprehensive Mobility Plan for Kozhikode City, 2015
Kozhikode show only 18% mode share of NMT which is less compared to other large and medium Indian cities. TABLE I.
EXISTING SCENARIO IN KOZHIKODE CITY
KERALA
KOZHIKODE CITY
Population (2011 CENSUS)
3,33,87,677
4,31,560
Total registered vehicles
6072019
423029
No. of households
7853754
120213
Vehicle – person ratio
1 : 5.5
1:1
Vehicle- household ratio
1 : 1.3
3.5 : 1
The use of private vehicles has largely shoot up in Kozhikode. It is clear from the vehicle to person ratio of 1:1 and vehicle to household ratio of 3.5:1 of Kozhikode city. It is very much high comparing to the same in Kerala. III.
LITERATURE REVIEW
Establishing a pedestrian plan will benefit communities to encourage walking and in turn become a healthier and more livable community. A pedestrian master plan (PMP) is a public document developed through public participation, visioning and analysis of current conditions, laying out a community's vision for future pedestrian activity, identifying the actions required to make that vision happen, tying actions with funding sources, and committing agencies and stakeholders to its implementation and use. Pedestrian plans establish the
programs, policies, design criteria, and projects that will further enhance pedestrian safety, comfort and access in their neighborhoods [6]. A. Existing Policies that promote walking 1) National Urban Transport Policy of India, 2014 The National Urban Transport Policy (NUTP) was launched in mid-2006 by the MoUD. The NUTP was created to ensure safe, affordable, quick, comfortable, reliable and sustainable access for the growing number of city residents to jobs, education, recreation and such other needs within our cities. The underlying aim is to create a policy that would lead to building people centric urban transport instead of being focused on improving conditions for private motor vehicles. To realize its objective it recommends: integrated land use and transport planning, equitable allocation of road space, priority to public transport, priority to non-motorized transport, discourage use of personal motor vehicles, coordinated planning and association with private sector [7]. 2) National Policy on Urban Street Vendors, 2009 The National Policy on Urban Street Vendors, which was approved in 2009 legally recognizes street vendors as an “integral and legitimate part of the urban retail trade and distribution system” [3]. 3) Indian Central Motor Vehicles Rules, 1989 The Indian Central Motor Vehicles Rules 1989, Section 11 of the Rules of the road regulations states that “…pedestrians have the right of way at uncontrolled pedestrian crossings. When any road is provided with a footpath or cycle track especially for other traffic, except with permission of a police officer in uniform, a driver shall not drive on such footpath or track [3]. 4) IRC 103- 1988, 2012 TABLE II.
IRC STANDARDS
5) Indian “Persons with Disabilities Act” The Indian “Persons with Disabilities Act” gives guidance on how non-discrimination towards persons with disabilities can be promoted. It states that the appropriate Governments and the local authorities shall, within the limits of their economy capacity and development, provide for the installation of auditory signals at red lights in the public roads for the benefit of persons with visually handicap; causing curb cuts and slopes to be made in pavements for the easy access of
wheel chairs users; engraving on the surface of the zebra crossing for the blind or for persons with low vision; engraving on the edges of railway platforms for the blind or for persons with low vision; devising appropriate symbols of disability; warning signals at appropriate places [3]. B. Recommended policies 1) Complete street policy Complete streets incorporate infrastructure for walking and cycling, including signage, ramps and other facilities for the physically challenged. They also include urban furniture like covered bus stops, street lamps, trees and vegetation according to the context and infrastructure for rain harvesting. Complete roads promote safety for all users, and incorporate all of the principles of universal accessibility. Building complete streets that have adequate provisions for all modes and functions is a basic principle for building pedestrian facilities. A complete street is welcoming to pedestrians, bicycles, wheelchairs and motorized vehicles [8]. 2) Promote mixed development Land use patterns that integrate street and pathway connectivity and ensure the proximity of housing, schools, transportation hubs, jobs, and community resources to one another have been shown to positively impact how much community members walk. Increasing the number of retail destinations, parks, and recreation facilities within walking distance of public transit and housing encourages walking, just as increased walking also leads to economic growth [4]. 3) Pedestrian only districts Re-allocate road space by narrowing roads and widening sidewalks for streets with pedestrian importance. 4) Education Provide at least one event annually that promotes pedestrian safety and walkability, such as “Walk to School Day.” IV.
RESEARCH METHODOLOGY
In order to prepare Pedestrian Plan, Kozhikode city level studies are done. Kozhikode Master Plan, Mobility Plan and other NATPAC studies are secondary data sources. Kozhikode city profile, land-use, road network and pedestrian activity nodes are studied. Pedestrian vibrancy map is prepared by index scoring method considering land use and reconnaissance survey into high, medium and low priority pedestrian activity centers. Pedestrian activity classification was done from the pedestrian vibrancy map. Study area is delineated based on this classification, location of high activity centers and road network characteristics within walkable distance of 1km radius. Detailed analysis of different components of study area was done. Existing pedestrian infrastructure facilities and pedestrian vibrancy map prepared for study area was analyzed to find issues and potentials. Pedestrian access analysis, network analysis, classification of study area based on use and SWOT analysis gave a clear idea about what the pedestrian plan vision should be. Policy and program recommendations are proposed based on the goals identified to attain the vision.
V.
SITE STUDY
A. Kozhikode city 1) Location Kozhikode city is located in northern Kerala in India, in lower part of Kozhikode district. City has a population of 613255 (2011 Census), contained in an area of 118.59 Sq.km. The total projected population of the planning area at the horizon of the Masterplan taken as 13 lakhs for calculation purposes. 2) Existing scenario There is a considerable rise in number of private vehicles. The steep increase in this transportation mode can be attributed to the increase in income levels, change in life style pattern, as the preferred mode for the 20- 40 year age bracket. The absence of an effective public transport system has further encouraged this trend.
Figure 3: Kozhikode city- Road network
Figure 2: Growth of vehicles
Source: adapted from Master plan for Kozhikode Urban Area- 2035, 2016
In the year 2011, on an average of 220 new vehicles were registered every day and during the same year, there were about 4560 new 2- wheelers registered every month. 3) Road network NH 66 (17) connects Kozhikode to Mumbai via Kannur in the north and Kochi to the south NH 66 BYPASS passes N-S direction through outskirts of the city connecting NH 66 on both sides NH 766 connects Kozhikode City with Mysore in Karnataka via Thamarassery, Kalpetta, and Sulthan Bathery SH 38 and SH 54 are the State Highways present. Mini Bypass road connects Meenchanda to Arayeduthupalam and then to Eranjipalam Mavoor Road connects Bank road junction to Medical College and further the link from Medical College campus to Karanthur Junction and Peruvayal.
4) Land use The existing land use of an area gives the spatial representation of the activities. It can be seen that commercial land uses are concentrated in the city core – ValiyangadiPalayam-Mavoor road areas, and industrial uses are concentrated in Cheruvannur – Nallalam and West Hill areas. Public and Semi-public uses are distributed all over the planning area.
Figure 4: Existing land-use
Source: adapted from Master plan for Kozhikode Urban Area- 2035, 2016
5) Pedestrian generators There are numerous factors that contribute to where people walk. These factors include pedestrian generators that draw people to a destination, such as schools, parks, or tourist attractions; transit stops that have concentrations of people
walking to or from a transit stop to another destination; or natural features such as topography. Developing a vibrant pedestrian environment is one of the goals of the Pedestrian Master Plan. Examples of locations that have high, medium, and low pedestrian potential demand are shown below. TABLE III.
points, open spaces, etc. could be seen within the delineated site area. The site area comes to about 3.15 sq. Km.
METHODOLOGY FOR PREPARING PEDESTRIAN VIBRANCY MAP
PRIORITY
BUILT USES
CATCHMENT AREA
SCORE
HIGH
Transit stations, CBD/ Market, Open space/ Park, Hospital
Up to 400 m
10
400- 800 m
7
Above 800 m
4
Up to 400 m
7
400- 800 m
4
Above 800 m
1
B. Study area
Up to 400 m
4
1) Nodes
400- 800 m
1
Above 800 m
0
MEDIUM
LOW
School/ College, Apartment/ High residential area, Community centers Local bus stops, Cafes/ restaurants, Over-bridge
Figure 6: Study area
Figure 7: Study area- nodes
Mananchira, being the 1st order node in the district is present in the site. Palayam, 2nd order node is another important node. Other major nodes in the study area are Railway Station, Mavoor road and Stadium Junction. 2) Slope
Figure 5: Kozhikode city- Pedestrian Vibrancy map
6) Study area delineation According to the Pedestrian generators map, pedestrian activity can be classified to CBD, institutional, residential and city periphery spatially as shown in the map above. CBD area is chosen as site area for study since it is the location of prime importance with all pedestrian generators within walkable distance. A walkable distance of 1 km. radius from the city center is delineated for the study. All the major nodes, traffic generating Figure 8: Study area- slope
Study area is mostly flat terrain, slope ranging from 0 – 30m. 3) Land use
Considering land-use, NATPAC surveys on Pedestrian count and O-D survey and from primary surveys on major locations where people walk are Mananchira, S M Street, Beach, New Bus Stand, Palayam and Railway Station. 6) Existing pedestrian infrastructure facilities Existing infrastructure facilities identified in study area are footpath, zebra crossing, seating and bus stops. Some of the issues identifies for footpath network are vehicle parking obstructing footpath and issue during monsoon due to presence of retail shops below footpath level. Crosswalk issues include lack of crossing facility and under- utilization of zebra crossing marking. Only seating provided public is at beach and some bus stops does not have seating facility are the identified issues.
Figure 9: Study area- land use
Study area has mixture of land-uses, particularly commercial, public & semi-public, open space, institutional and residential 4) Pedestrian generators/ vibrancy map
Figure 12: Existing pedestrian infrastructure projects
VI.
Figure 10: Study area- Pedestrian Vibrancy map
Methodology adopted for preparation of Pedestrian Vibrancy map is same as that for done for Kozhikode city. 5) Origin Destination Survey map
ANALYSIS
From the analysis of PV2 value map, Volume-capacity ratio map and existing infrastructure map, analysis were done on safety issues. From the analysis it was found that safety issues affects Mavoor road because of the highest PV2 value, being one of the major origin point and lack of infrastructure facilities evident from the existing pedestrian infrastructure facilities map. PV2 value is then found high in Red Cross road which is the most desired line to beach area making it vulnerable to pedestrians. Roads around Palayam having highest Volume/ Capacity ratio indicates high traffic congestion alarms safety issue due to its proximity to major pedestrian generators like S M Street, Palayam market, etc. Presence of footpath, pedestrian vibrancy map and oneway/ two-way roads map are analysed to understand continuity issues. From the analysis it was found that two issues arise for continuity issues. One is lack of short-cut route and other is missing links in footpath. Missing links in footpath is seen in most of the roads in study area, especially S M Street, Red Cross road, etc. These roads links major pedestrian generators like beach area, S M Street and Railway station. Pedestrian facilities are lacking in these stretches. In order to reach from Mavoor road junction to Mananchira and S M Street it is required to come all around Mananchira square. Opening the
Figure 11: Study area- O-D survey map
square to public or through linear connection at grade can act as short-cut route. VII. PLAN FRAMEWORK A. Vision A vibrant and safe city for pedestrians, where public transportation and non-motorized transportation cater the mobility in city connecting all major pedestrian generators reducing private vehicles thus invoking walking culture B. Goals • Connectivity: Pedestrian Network Plan • Safety: Safe route to School/ Transit stations, etc. • Vibrancy: Pedestrian only districts • Traffic calming: Re-routing, Speed limits, etc. • Accessibility: Curb ramps, sidewalk width according to IRC code C. Pedestrian character classification Combining pedestrian infrastructure facilities and land-use map, pedestrian activity in the area is classified according to use.
3) Skywalk through Mananchira square 4) Boulevard through Red cross road reaching Beach 5) Dedicated bus lane and sidewalk facilities 6) Bus loop system through dedicated bus lane in anticlockwise direction 7) New bus route from Mavoor road to beach 8) Park & ride concept at Railway station, Palayam stand, New bus stand and KSRTC stand VIII. CONCLUSION A strong pedestrian transportation vision and policy for pedestrian travel in Kozhikode are key components in a balanced Transportation Strategy. CBD of Kozhikode is compact with all necessary facilities, at walkable distance but lacks pedestrian infrastructure facilities. People of Kozhikode have walking culture especially for shopping and enjoy being pedestrian at Beach, SM Street, Mananchira, etc. Maintaining this culture and encouraging people to walk instead of using private vehicles is most necessary for a city in a long run.
ACKNOWLEDGMENT I thank Ebin Sam and S. Shaheem, Scientists from National Transportation Planning and Research Centre (NATPAC) and Abdul Malik, Chief Town Planner of Kozhikode city for facilitating access to pedestrian and traffic related studies.
REFERENCES Technical Reports:
Figure 13: Pedestrian character classification
The character of pedestrian is different in each zone. While transit use zone should provide shortcut route which is direct and connected, recreational use zone should have an appealing pedestrian environment which is safe and comfortable. Accessible, vibrant and comfortable are the principles that should be taken into commercial use zone. Institutional use zone should be accessible to transit and time bound. Accessibility and safety are predominant factors in residential use zone. D. Proposals 1) Diverting vehicular traffic from city centre Intercity vehicular traffic need to be diverted to the city periphery. 2) Complete pedestrianisation of city core area S M Street, the commercial spine of Kozhikode should be made completely pedestrianized for improving economic condition of traders and for better shopping experience of people.
Health, S. F. D. of P., Agency, M. T., Department, P. & Authority, S. F. C. T. (2011). WALKFIRST: Improving safety & walking conditions in San Francisco. NATPAC. (2015). Comprehensive Mobility Plan for Kozhikode City. Report prepared for Kerala Rapid Transit Corporation Ltd. Thiruvananthapuram Juremalani, D. & Chauhan, K.A., 2015. “Encouraging Neighborhood Walkability through Urban Design in India”-Critical Appraisal and Research Challenges. Prevention Institute., 2003. Walk on: Strategies to promote walkable communities, Retrieved from https://www.preventioninstitute.org/publications/walk-on-strategies-topromote-walkable-communities
Websites: Das,H. & Goswami, S. (2014). Where are the footpaths? A case for protecting pedestrian rights in India. Retrieved from http://thecityfix.com/blog/where-are-footpaths-case-protectingpedestrian-rights-india-himadri-das-sahana-goswami/ (accessed on September 5, 2016
Dissertations: Muhlbach, J. D. (2012). Building Healthy Communities: Integrating Walkability Concepts into Local Land Use Planning. (Master’s Thesis, University of Nebraska) Retrieved from http://digitalcommons.unl.edu/arch_crp_theses/16
Standards: Pai, M., (2010). Transport in Cities: India Indicators. Mumbai: EMBARQ INDIA Centre for Sustainable Transport. Murguía, U. T. U. R. O. (2004). Share the Road: Design Guidelines for NonMotorized Transport in Africa. (S.l.)