People Oriented Mobility; Copenhagen, New York and Chennai Future of Urban Transport Conference, Dehli March 2012
CREDITS
Authors: Associate Jeff Risom MSc and Research Assistant Claire Mookerjee MSc Gehl Architects - Urban Quality Consultants
With special thanks to With thanks to Somya Sethuram and Roshan Toshniwal at Transparent Chennai for data and statistics. Thank you to ITDP India and Chennai City Connect for making Gehl Architects’ work in Chennai possible providing volunteers for data collection. Thanks to Emmy Laura Pérez Fjalland, Sia Kirknaes, and Lars Gemzøe for input and support.
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Executive Summary
Section 1 In assessments of mobility futures human behavior, people’s preferences, local culture and other types of “software” can vary widely, making performance difficult to predict. As a result, many design professionals and the local authorities or companies that employ them typically shift their attention to “hardware” such as technology and infrastructure, which they can control and measure. The consequences of this have determined how we invest in mobility, and how
energy. As such implementing urban
remarkable in Copenhagen is that
elements to promote safety will only
more cycling in the city has made
be effective if people behave the way
it safer. As the number of cyclists
we predict they will. Inspired by the
has increased the number of total
work of Dr. McKenzie-Mohr - at Gehl
accidents as well as serious accidents
Architects, we understand incentives
involving cyclists has decreased
for desired behavior as split between
(Commission, 2008).
direct benefits and co-benefits, (1999). A direct benefit would be riding a
REMARKABLE CHANGE IN NEW
bike or taking public transit from A
YORK CITY
to B because it is the fastest way; a co-benefit would be getting exercise
Similar to the approach in Copenhagen,
while making that trip
NYC officials balanced a broader vision with a pragmatic opportunistic
Section 2
flexibility that allowed the Department of Transport to capitalize on mobilized
the professionals who plan for mobility THE COPENHAGEN STORY
local support and capacity. The City
urban growth boundaries and transit-
Since the 1960’s, the City of
and monitored the human centered
orientated development, the focus has
Copenhagen has gradually invited
been on systems and infrastructure
pedestrians into the city centre which
rather than people; in other words
has resulted in increasingly more
public transit and cycling, rather than
people using it. Professor Jan Gehl, as
transit riders and cyclists.
part of a research project at the School
Infrastructure and technology that
of Architecture, Royal Danish Academy
develop safe cities; low-carbon transit
of Fine Arts, established a method for
solutions, green energy alternatives
mapping and assessing city space and
and other sustainable initiatives can
registering the city life that takes place
only succeed if people choose to use
there. First introduced in 1968, the
it. The North American trusted saying
Public Space Public Life Studies have
‘Build, and they will come’, does not
been documented (Gehl et. al, 2006)
apply to infrastructure projects, in any
and developed into a key planning tool
context the ‘software’ considerations
that is today institutionalized at several
of users will determine a schemes
layers of Copenhagen municipal
success, (seen in under-capacity metro
governance.
and mono-rail projects around the
Today, Copenhagen has established
world). Investing in public transport
a remarkably balanced modal split
is only worthwhile if it is comfortable,
with 42% of all trips being taken by
convenient and affordable for the
NMT, public transit accounting for
individual and therefore promotes a
32% and private vehicles taking the
shift from modes of travel that are
smallest share of 26% (Copenhagen
more intensive in terms of space and
Bicycle Account 2010, 2011). What’s
vocabulary has developed for 60 years. From the Federal Aid Highway Act to
has consistently analyzed, surveyed performance of these spaces and the public’s perception of them. This data has allowed them to make changes to temporary infrastructure projects quickly and affordably, to learn from their mistakes and incorporate public feedback while remaining fiercely dedicated to a broader vision. Whether it be moving the bicycle lane from the left side of the street to the right; realigning the location of bicycle tracks in proximity to reclaimed public space; to the use of materials and implementation techniques, the City has utilized the people first approach to ensure that change in physical ‘hardware’ is rooted in the experiential ‘software’ of these spaces. The people first initiatives break the traditional norms of a purely hardware based planning paradigms of vehicle capacity through more lanes, fly-overs and improved safety by means of more
Gehl Architects · Urban Quality Consultants · Gl. Kongevej 1, 4.tv · 1610 Copenhagen V · Denmark · www.gehlarchitects.dk
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barriers. Rather than expanding space
through streets, the quantity of people
more places to sit and more space for
for one type of user, NYC city leaders
lingering in streets and spaces and
other types of lingering activities not
have re-appropriated space in the
documented the age and gender of
possible in the exceptionally hectic and
city, based on a keen understanding
street-users as well as the type of
crowded S. Usman Road.
of people’s behavior streets and
activities in which they are engaged
Chennai’s particular brand of Indian
spaces. By emphasizing more high
(Gehl & Gemzøe,1996).
street life offers all sorts of organic
quality public space, more public life,
The T-Nagar district is a regional transit
manifestations in trade and social
increased accessibility and improved
hub, hosting two major train stations,
opportunities. The neighbourhood,
safety for pedestrians and cyclists,
Tamil Nadu’s busiest bus station and
Chai wallah, where news and gossip is
a remarkable series of results have
a proposed new metro stop all within
shared; the ‘natural markets’ that form
been achieved that when juxtaposed
a 1km radius. A fine urban grain
at different times of the day according
illustrate a series of win-win outcomes.
(narrow buildings, several entrances)
with commuter patterns or where
The results include more public space,
is the dominant form with quieter
women of a household might gather
more people walking and choosing
residential streets offering an intimate
such as outside the nursery school,
to linger, while improving vehicle and
refuge from the bustling retail streets,
and the hawkers who punctuate the
bus travel times and improving the
major city parks and other institutions
routes to school and work offering
overall safety of city streets for all
which ensure an active and lively
rest and refreshment. It is in the street
users. This shared space has made
district both day and night. Similar to
and on public transport, rather than
the streets safer by matching more
most major retail corridors in Indian
in designated public space such as
accurate proportions of road users and
cities, the presence of street vendors
parks or squares where all sections of
space allocation but also, in a further
and hawkers dramatically affects
society encounter one another in an
feed-back loop of hardware-software,
the character of the street and the
unsocial sociability (Murphey,2007).
by reductive interventions at junctions
intensity of public life.
Making these spaces comfortable,
and the removal of barriers which
Despite having a similar pedestrian
convenient, safe and affordable for all
has shown to encourages increased
traffic volume to vibrant retail streets
creates a platform for the democratic
personal responsibility and safer
in Copenhagen, S. Usman Road in
city to continue to operate.
behavior evident in the results.
T-Nagar exhibited a much higher
molorrovit libus expel ium eicimodictur
frequency and intensity of lingering
anisit rerum atent et voluptasi to enia
activities. S. Usman Road is much
cor sit que volum ullestiur, sunt.
INDIA, CHENNAI
more intensely used as a public space
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In 2010 Gehl Architects working in
than Broadway and has even more
collaboration with the Institute for
activity than Oxford Street in London
Transportation Development Policy
- which has nearly twice as much
(ITDP) visited Chennai to investigate
pedestrian footfall. In the T-Nagar
Design strategies for integrating
how we could leverage ongoing
neighbourhood the street space is
mobility and public life
investment in improving mobility
used much more intensely as a social
Improving conditions for pedestrians,
toward a people centred approach.
space than neighboring public spaces
cyclists and public transit riders means
Using the same ‘Public Space Public
as exemplified with over 12 times
improving quality of life in the city.
Life’ methodology employed in New
more activity recorded in S. Usman
Inviting more people to use NMT and
York City and Copenhagen, Gehl
Road throughout the day than in the
PT is a tool to improve quality of life
Architects measured the movement
neighboring Panagal Park. This is
— not merely a goal in and of itself.
patterns of pedestrians moving
despite Panagal Park provides many
In short, mobility must be seen as a
Section 3
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means and not as an end. To ensure
convenient to move freely through
this goal, strategic planning, transport
the city as a cyclist. The people first
policy and urban design must be
approach requires politicians, city
integrated. The paper describes six
officials and design professionals to
strategies for integrated people first
incur a drastic change of mindset. The
design.
approach demands that we expand
1. Promote Social Inclusivity
the definition of design from a fixed
2. Enhance Personal Freedom
plan to a guiding framework; mobility
3.Encourage Physical, Social, and
criteria be shifted from specific form-
Mentally Health
based design codes to an expanded
4. Support Local Viability
human performance measure based
5. Measure Economic Efficiency
on opportunities to meet, interact and
6. Embrace Diversity
flourish in public space either alone or together; from transportation system
Section 4
performance criteria (e.g. system speed) to human mobility comfort
Fostering a change of mindset
and convenience performance criteria
In India, one key in the promotion of
such as proximity and accessibility
NMT transport is aligning the cultural
to education, work and leisure. As
facets of this mode of transit with the
we discuss in this paper a shift from
lifestyle movements and consumer
the ‘hardware’ driven approach to a
choices that are being sought out
mixture of ‘hardware’ and ‘software’ -
by growing middle income group
where relationships between the form
in society. Steering youth culture
of the built environment and its impact
away from car-ownership should
on human sociability and mobility is
not be difficult as global concerns of
tantamount. The methodology does
environmental awareness, fitness and
not define a specific aesthetic or a
independent mobility can create or
one-size fits all design solution. It
trigger trends and sub-cultures that
requires that policy makers and design
have greatly aided Copenhagen and
professionals relinquish a certain
New York in increasing their bicycle
amount of control over to citizens and
modal share. Copenhagen has some
learn in the process.
of the highest rainfall and lowest temperatures on mainland Europe coupled with a high average income. Yet strong cycle culture has been cultivated and nurtured throughout the past 40 years. Car ownership is low not because Copenhageners cannot afford a car or because they have a heightened environmental conscience, but because it is simple, fast and
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Content
Credits . . . . . . . . . . . . . . . .2 Executive Summary . . . . . . . . . . .3 Content . . . . . . . . . . . . . . . .6
Section 1 People First Mobility . . . . . . . . . . .7 Hardware Vs Software . . . . . . . . . .9
Section 2 Case Studies The Copenhagen Story . . . . . . . . . 11 The New York Story . . . . . . . . . . 16
Section 3 Chennai T-Nagar Chennai . . . . . . . . . . . . 20 People First Mobility . . . . . . . . . . 28
Section 4 Measuring sucess . . . . . . . . . . . 31
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Section 1 People Oriented Mobility
People First Mobility People first mobility moves beyond the rationalist mode that historically has placed utility - maximization of the individual at the center of political thought. Instead it shifts its focus to the wider health of social networks, the real life-systems of society and culture
This paper addresses mobility,
culture. This transformation from an
sustainability and safety from a people
econ-centric era to a socio-centric
centered point of view. In doing so, we
one has numerous “software” policy
expand the definition of each term to
consequences for creating settings
investigate how the built environment
that nurture virtuous choices, and
can positively contribute to mobility,
“hardware” consequences for
safety and a sustainable environment
creating physical environments that
through quality of life, well-being
promote virtuous civic settings for
and human flourishing. This paper
people to co-exist. From Laynard’s
also explores the absential in the
study of happiness (2005), to the
built environment. Absential qualities
economics of well-being championed
can be explained with respect to an
by Sen and Stiglitz (2009), to the
absence; the absence of discomfort or
study of the primacy of social capital
inconvenience and perceived sense of
by Robert Putnam (2001) and David
insecurity; the absence of barriers to
Brooks (2011) the ‘people centered’
free movement and lack of choice in
approach is gaining ground. This
mobility options.
movement is propelling society beyond the functionalist epoch of the
People first mobility moves beyond
well-intentioned master plan projects
the rationalist mode that historically
– orchestrated by politicians and
has placed utility - maximization of
architects seeking to fortify material
the individual at the center of political
development. The current social trend
thought. Instead it shifts its focus to
can be considered a true socialism of
the wider health of social networks,
the 21st century not one that values
the real life-systems of society and
the state over society, but one that
Investing in public transport is only worthwhile if it is comfortable, convenient and affordable for the individual puts social life and people centrifugal to all understanding (Brooks, 2011). We explore this true socialism by posing questions that challenge the current paradigms of mobility planning, urban design and transit policy. What if mobility systems provided virtuous feedback loops between policy and design that induce persons to act virtuously; both for the betterment of their own condition, but also to the betterment of society (Wilson: 1985). What if planning policy and urban design created proper organization and
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People Oriented Mobility Section 1
Chennai, Madras. Risom, 2010
spatial support structures to empower
experiences which should be shared
a city that promotes the kind of
citizens themselves as the capable
in our increasingly urban world, to
urban lifestyles we want to preserve,
agents of change rather than dictating
mention a few; experience in the
promote or create, we must be people
centralized plans that are often blind to
absorption of massive in-migration,
centric in our analysis. As the worlds
local social conditions and context?
high densities, recycling, mixed spaces
population moves ever closer to being
of consumption and production,
70% urbanized in 2030, the question
This approach allows for design to
economies of scale and the lively
of how to create sustainable urban
address inequality and difference
sociability of its streets.
lifestyles is a globally urgent one.
in the pursuit of basic rights for all that is pertinent to India’s increasing
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urbanization accompanied by
In light of this social turn in our
increasing disparities in household
understanding, urban design discourse
incomes. It is our belief that ensuring
and the parameters by which we
the provision of a universal quality
measure our environment must also
of life in the city is tantamount to
change - and this we will begin to
its success on a global stage. As
set-out here. There is an urgent
the Indian nation pursues economic
need for the linking-up of transport
growth and dominance in this, the
planning and urban design, public
‘Asian century’, it is crucial that the
health and transport safety, well-
cities’ administrations and citizens
being and the built environment. The
must recognize and understand the
multi-dimensional experiences of the
pre-existing people first qualities that
pedestrian, cyclist, and passenger
prevail and sometimes surprisingly
must all be considered as one, at the
sustain the world’s largest democracy.
‘eye-level’ of humans in the city. If
Indian cities have many urban
we are to understand how to design
What if mobility systems provided virtuous feedback loops between policy and design that induce persons to act virtuously?
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Section 1 People Oriented Mobility
Hardware Vs Software Human behaviour, people ’s preferences, local culture and other types of “software” can vary widely, making performance difficult to predict. As a result, many design professionals and the local authorities or companies that employ them typically shift their attention to “hardware” such as technology and infrastructure, which they can control and measure.
The consequences of this have determined how we invest in mobility, and have dictated the role of public transit and cycling in our cities for 60 years. From the Federal Aid Highway Act to urban growth boundaries and transit-orientated development, the focus has been on systems and infrastructure rather than people; in other words, public transit and cycling rather than transit riders and cyclists. But the infrastructure and technology to develop safe cities, low-carbon transit solutions, green energy alternatives and other sustainable initiatives can only succeed if people choose to use it. Establishing a bikeshare programme is only sustainable if cyclists use it. Investing in public transport is only worthwhile if it is comfortable and convenient and so promotes a shift from modes of travel that are more intensive in terms of space and energy. Implementing urban elements to promote safety will only be effective if people behave the way we predict they will. This shift from hardware to software
Transformation from an econ-centric era to a socio-centric one has numerous “software” policy consequences for creating settings that nurture virtuous choices and “hardware” Broadway, New York. Van Deurs, 2008 consequences for creating is complex, and requires design physical environments professionals to learn more about that promote virtuous human behavior – why do people do as they do. We need to be able to civic settings for people to measure how people make decisions co-exist about their mobility. This will require a multi-disciplinary and joined-up approach that marries analysis to design know-how. The specific issue of improving the safety for non-motorized transit is not just a matter of hardware, such as wider sidewalks and dedicated cycle lanes, but also about changing the culture of mobility. Software-type solutions — elevating the cultural status of walking and cycling, allowing bicycles on trains, for example, or trip-planning solutions that account for the non-motorized portion of all journeys — must address everyday life to investigate the incentives (both direct and co-benefits) and barriers (cultural and physical) of the modes people choose. The built environment must contribute to these incentives and mitigate barriers.
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People Oriented Mobility Section 1 BEHAVIOURS AND INCENTIVES
(Organization, 2008a). Public transit
Inspired by Dr. McKenzie-Mohr,
riders and cyclists, by virtue of
at Gehl Architects, we understand
interacting with others while moving
incentives for desired behavior as
through the city, become aware of
split between direct benefits and co-
each other’s presence across cultural,
benefits (MacKenzie-Mohr & Smith,
social and economic status.
1999) . A direct benefit would be riding a bike or taking public transit
In the next section, we take a closer
from A to B because it is the fastest
look at Copenhagen and New York,
way; a co-benefit would be getting
and how these cities have used a
exercise while making that trip. Today,
similar people first methodology to
the co-benefits of cycling and public
dramatically improve quality of life for
transit are widely discussed. When
their citizens. While the methodology
compared with private vehicles, they
may be similar, the types of designs
are less polluting, take up less space
and interventions are radically
and are available to a wider income
different – as they should be in two
group.
very different cities. In section 3 we
Research from Denmark indicates
will explore how the various lessons
that each investment in walking and
central in these best practice examples
cycling infrastructure results in a net
of people centered planning might
financial benefit to society in the form
be applied to Indian cities, notably
of increased worker productivity, fewer
Chennai.
The specific issue of improving the safety for nonmotorized transit is not just a matter of hardware, such as wider sidewalks and dedicated cycle lanes, but also about changing the culture of mobility.
sick days and smaller health care costs; whereas investments in private vehicle infrastructure costs society more than the upfront construction expenditure. Yet these co-benefits do little to influence human behaviour
NYC,DOT 2010
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Section 2. The Copenhagen Story
Section 2. Case Studies
The Copenhagen Story
Copenhagen,Gemzøe 2010
The specific issue of improving the safety for non-motorized transit is not just a matter of hardware, such as wider sidewalks and dedicated cycle lanes, but also about changing the culture of mobility.
Since the 1960’s, the City of
Today, Copenhagen has established
Copenhagen has gradually invited
a remarkably balanced modal split
pedestrians to the city centre which
with 42% of all trips being taken by
has resulted in increasingly more
NMT, public transit accounting for
people using the city center. Professor
32% and private vehicles taking the
Jan Gehl, as part of a research
smallest share of 26% (Copenhagen
project at the School of Architecture,
Bicycle Account 2010, 2011). Despite
Royal Danish Academy of Fine Arts,
daily car trips across the municipality
established a method for mapping and
border growing from 392,000 in 1970
assessing city space and registering
to 535,700 in 2010, car trips within
the city life that takes place there.
the central part of Copenhagen fell
First introduced in 1968, the Public
from 351,000 to 284,900 during the
Space Public Life Studies have been
same period (City of Copenhagen and
documented (Gehl et. al, 2006) and
Arup, 2011). A physically and virtually
developed into a key planning tool that
integrated public transport solution
through initiatives such as ticketing by
is today institutionalized at several
between bus, train, and underground
sms-message and the ability to take
layers of Copenhagen municipal
metro services enables passengers’
your onregional commuter trains for
governance. This approach makes
choice and freedom to choose the right
no extra charge. The latter initiative
it possible for politicians and urban
mode for the trip. Key characteristics
resulted in the trebling of people
planners to acquire knowledge about
of the system apply ‘software’ such as
traveling with bikes and a 6% increase
how the city is currently serving
integrated ticketing on all transit and
in satisfaction with the system
the needs of city goers (especially
real time arrival/departure information
(Copenhagen, 2011). Ambitions are
pedestrians and cyclists), and how
which contributes to the success of
also constantly pushed - Copenhagen’s
public life is changing. This empirical
the system ‘hardware’, like designing
mayor unveiled an official policy of
evidence can then be used to make
transit stops that ensure proximity
becoming the world’s best metropolis
wiser and more informed decisions
between bus, train, metro and cycling
for people, and the world’s best bicycle
as to how the city can be further
facilities. The system is regularly
city and most ambitiously , carbon
improved.
reviewed and consistently improved
neutral by 2025 (Copenhagen, 2009a).
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The Copenhagen Story Section 2
50% of all Copenhagener’s journeys are by bicycle
DISTANCE AND PERCENTAGE MODAL SHARE 5 - 10KM
44% OF ALL CYCLING
OVER 15KM
20% OF ALL CYCLING
WHY DO COPENHAGENERS BIKE?
61% CONVENIENT, FAST, SIMPLE
19 % HEALTHY LIFESTYLE 6% FINANCIAL REASONS 1% PROTECTION OF THE ENVIRONMENT
The bicycle can be the key component
has done a cost benefit analysis of
in an integrated ecosystem of
cycling infrastructure and found that
mobility on longer journeys. With the
when you include transport costs,
development of the cycling culture
security, comfort, branding/tourism,
in Copenhagen, 35% of all trips in
transport times and health there is a
Copenhagen are by bike, and 50% of
net social gain is DKK 1.22 per cycled
all Copenhagen residents journeys
kilometer compared to a net social
are by bicycle. Within the 5-10 km
loss of DKK 0.69 per kilometer driven
travel distance, 44% of all travelers
by car.
bicycle. When asked why they choose
Key to this people first approach is
to ride their bike in Copenhagen, the
recognizing that walking is the most
overwhelming reasons were cited
universal form of transport. All cyclists,
as direct benefits as of convenience,
public transit riders and motorists
speed, and simplicity, rather than
begin their journey as pedestrians and
co-benefits like saving money
therefore the transit and automobile
or protecting the environment
network can only be as good as the
(Copenhagen, 2009)
pedestrian network that brings them to other modes of transit. By applying
Traffic planners typically use indicators
this type of integrated and joined-up
for their traffic models that can
thinking in conjunction with other
be linked to an area’s economic
initiatives, we can collectively reach
development and need based on
aspirations for safety and access and
benefit-cost ratios (Meyer, 2000).
the challenge becomes less daunting.
Tax payers are justified in demanding
A number of factors are included in the
value for their investment, and it
equation such as
This shift from hardware to software is complex, and requires design professionals to learn more about human behavior – why do people do as they do
appears that pedestrian and cycling infrastructure can provide that value see figure 2. The city of Copenhagen
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The Copenhagen Story Section 2
Infrastrcuture cost comparison , 2011
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Section 2 The Copenhagen Story
Gehl Architects, 2008
SAFETY What’s remarkable in Copenhagen is that more cycling in the city has made it safer. As the two diagrams below indicate, as the number of cyclists has increased the number of total accidents as well as serious accidents involving cyclists has decreased (Commission, 2008). The total distance traveled each day by bicycle city-wide has increased 13% (from 930,000 in 1996 to 1,210,000 in 2010) yet the amount of seriously injured cyclists annually has decreased 172%
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(from 252 to 92 during the same
no single determining factor in the
to measure behavior, habits and
period) (Commission, 2008). By 2015,
accidents they studied, and rather it
perceptions. The notion of perceived
the municipality hopes to reduce the
is an accumulation of bad habits that
safety has also been closely monitored
amount of serious injuries to 56 while
are a part of a traffic culture that takes
increasing from 51% of cyclist in
simultaneously increasing the modal
years to change. What is needed is
2008 to 67% (City of Copenhagen
share of cycling from 35% to 50%
a “greater duty of care to the way
and Arup, 2011). Recognizing that the
(Copenhagen, 2011).
(road users) behave” (Commission,
main reason for people not cycling is
Extensive research on traffic accidents
2008). This research suggests that
perceived safety, the municipality has
at road junctions in Denmark reveals
intersection ‘hardware’ – the main
a goal of 80% of all cyclists feeling
that no clear-cut connection between
focus of transport experts and traffic
secure in traffic, and has established
the geometry of the junctions and the
- is vital, but most effective when
strict punishments (typically $200
associated accidents has been found
considered in relation with ‘software’.
fines) exist for pedestrians and cyclists
(Commission, 2008). In fact Danish
Accordingly, Copenhagen municipality
that do not follow basic road safety
researchers conclude that there is
has incorporated metrics for how
rules.
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The Copenhagen Story Section 2
‘as the number of cyclists has increased the number of total accidents, as well as serious accidents involving cyclists has decreased’
A METROPOLIS FOR PEOPLE
for taking part in urban life (Gehl
as possible to create a virtuous cycle
Architects, 2009).
– the ultimate win-win for both you
City leaders understand that socially
and the society to which you belong.
oriented targets they can still achieve
The Copenhagen case provides a
Specifically for mobility the city can
environmental goals of Co2 emission
powerful lesson - people don’t change
still accommodate motorists and public
reduction, economic growth and
their behaviour when you tell them to
transit riders by prioritizing proximity
global competitiveness. Three people
but when the context compels them.
and high quality conditions for
centered goals are to increase the
Direct benefits to the individual have
pedestrians and cyclists. Experiences
amount of time Copenhageners
the largest impact on behavior and
from around the world show the
choose to spend in urban space
choice and as more people choose
converse is not true; we cannot create
by 20%, increase the amount of
NMT, the co-benefits for society are
good environments for people by
pedestrian traffic by 20%, and ensure
increased exponentially. Therefore,
prioritizing the needs of motorists and
that 80% of Copenhageners are
our challenge is to align the co-
public transport capacity alone.
satisfied people with opportunities
benefits and direct benefits as much
COPENHAGEN ALL ACCIDENTS AND CYCLISTS ACCIDENTS OVER TIME
COPENHAGEN SERIOUS ACCIDENTS AND CYCLE ACTIVITYOVER TIME 150
600 500
120 400 300
90
200 100
60 97
98
99
00
01
02
03
04
05
06
90
91
92
93
94
95
96
97
98
99
00
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Section 2 The New York Story
The New York Story Herald Square, Broadway New York NYC 2009
‘people don’t change their behaviour when you tell them to but when the context compels them to’
16
When NYC Planning Commissioner
In 2007, the Department of
than expanding street capacity
Amanda Burden visited Copenhagen
Transportation implemented the City’s
for private vehicles a precedent of
together with NYC Transport
first “Copenhagen style” bicycle track
prioritizing non-motorized transit
Commissioner Janette Sadik-Khan in
along 9th Avenue and was beginning
(NMT), was established. The project
2006, their goal was to reach the kind
to monitor and test its impact on
itself was small, but symbolically a
of change it took Copenhagen forty
mobility and safety. Dedicated to
giant leap, as it embodied the broader
years to achieve, in just a few years
cyclists and protected from ongoing
vision for a “Greener, Greater New
before the end of Bloomberg’s next
traffic by a row of parallel parked cars,
York City”, by 2030 (The City of New
term. Their strategy was to implement
the new bike lane (the first of its kind
York, 2007).
the changes in a quick, inexpensive
in North America) gave cyclists an
and temporary manor, and to evaluate
uninterrupted and safe route along
The 9th Ave. bike track was part of
the consequences of the changes
six blocks of 9th Ave (Transportation,
a wider strategy of re-envisioning
before permanent changes are made.
2011). By replacing a lane of vehicle
a better functioning and safer
Big change began with small steps.
traffic with a lane for bicycles, rather
environment for all traffic through
Gehl Architects · Urban Quality Consultants · Gl. Kongevej 1, 4.tv · 1610 Copenhagen V · Denmark · www.gehlarchitects.dk
Section 2 The New York Story
temporary pilot projects (NY Transportation, 2011). The approach to these temporary projects was simple; consult/analyze, envision, test, re-design or remove. By rigorously collecting people centered data, and clearly communicating it to the public the decision to redesign or remove was not random, nor politically charged, but rather based on an empirically based decision making framework. With this framework established and documented in the World Class Streets Document (Gehl; NYC DOT, 2008) DOT effectively reclaimed underused space with affordable and often recycled materials serving as demarcation boundaries across the entire city. Begun in out of the way corners in Brooklyn, lessons learned from the first projects were quickly disseminated across departments and utilized to help ensure the success of the much more visible, Green Light for Midtown projects along Broadway in Manhattan. Two specific characteristics led to
Broadway, New York DOT, 2008
the New York model’s success. First is the scale, speed and ambition of the temporary pilots not as one-
The Green Light for Midtown Campaign alone reclaimed over 35,000 m2 of public space (the equivalent to 3 Piazza Navona’s the famous Italian Piazza)’
off projects but working toward a wider vision for the city; and second the commitment to extensive people based analysis prior to implementation and to perform post occupancy tests based on how the projects perform for people and quality of life. FAST TRACKING CHANGE NEW TYPE OF STAKEHOLDER CONSULTATION Similar to Copenhagen, NYC officials balanced a broader vision with a pragmatic opportunistic flexibility that allowed the organization to capitalize on mobilized local support and capacity. The City has consistently analyzed, surveyed and monitored the human centered performance of these spaces and the public’s perception of them. This data has allowed them to make changes to the temporary
projects quickly and affordably, to learn
This type of community engagement
from their mistakes and incorporate
at scale 1:1 (in real time and at actual
public feedback while remaining
scale) embodied in the pilot project
fiercely dedicated to a broader vision.
approach, allows all citizens to provide
Whether it be moving the bicycle
informed feedback is vastly superior
lane from the left side of the street to
to the traditional long and drawn out
the right, or realigning the location of
engagement process accessible only
bicycle tracks in proximity to reclaimed
to those that have time to attend.
public space to the use of materials
The streamlined holistic nature of the
and implementation techniques,
‘envision, test and refine’ approach is
the City has utilized the people first
vastly
approach to ensure that change in
superior economically, socially and
physical ‘hardware’ is rooted in the
culturally to more traditional strategies.
experiential ‘software’ of these spaces.
It aims to invite people to inhabit the
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17
Section 2 New York Story
area already at early stages, creating benefits for neighbouring areas, the
The people first initiatives break
first residents and to create positive
the traditional norms of a purely
memories of the area.
hardware based planning paradigm of
When integrated as part of a wider
vehicle capacity through more lanes
street-design process, temporary
or fly-overs and improved safety by
initiatives can be used as public
means of more barriers. Rather than
consultation at actual scale and in real-
expanding space for one type of user,
time - thus making a project process
NYC city leaders have re-appropriated
more inclusive, effective, engaging and
space in the city, based on a keen
efficient.
understanding of people’s behavior
Inclusive - Not everyone has time for
streets and spaces. By emphasizing
online questionnaires, access to digital
more high quality public space, more
media, nor the skill needed to translate
public life, increased accessibility
words and diagrams into real-life
and improved safety for pedestrians
experience – but everyone can use
and cyclists, a remarkable series of
their senses to experience place.
results have been achieved that when
Effective- Pilot projects ensure the
juxtaposed illustrate a series of win-
significant investment inherent in
win outcomes.
This type of community engagement at scale 1:1 (in real time and at actual scale) embodied in the pilot project approach, allows all citizens to provide informed feedback is vastly superior to the traditional long and drawn out engagement process
permanent projects is well-spent by
Broadway, New York Risom, 2010
providing opportunities to experiment,
The Green Light for Midtown
1998, New York City has implemented
analyze and re-design.
Campaign alone reclaimed over 35,000
over 200 miles (320km) of bicycle
Engaging – Testing design solutions at
m2 of public space (the equivalent to
lanes and tracks yet a 72% decrease
1:1 and then refining them based on
3 Piazza Navona’s) radically changing
in the average risk of a serious injury
their performance helps ensure the
city-goers perception of the city, while
experienced by commuter cyclists
design is truly in harmony with resident
contributing to increased traffic speeds
in New York City (New York City
needs and demands.
in the CBD by 6% between 2008
Departments of Health and Mental
Economically Efficient– Such pilot
and 2009 (Transportation, 2010a).
Hygience, 2005). The percentage
projects not only expose ‘low hanging
There is a 2.5% overall reduction in
of area employees satisfied with the
fruit’ (min cost / max impact), but
motorized traffic volume, yet 17%
Times Square experience increased
also help inform further design
improved travel times through Mid-
by 72% (from 43% to 74% of those
development.
town. Along Broadway 35% decrease
surveyed in 2007 and again in 2009)
in pedestrian injuries yet an 11%
and 74% of New Yorkers say Times
increase in pedestrian volumes. Since
Square has improved dramatically
A BETTER CITY FOR ALL
Broadway, New York. Gemzøe, 2004 18
Broadway, New York. Gemzøe
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New York Story Section 2
2010). Broadway,(Transportation, New York. Gemzøe, 2004 By providing choice and ensuring integration, New York City, like Copenhagen has made the experience of moving through the city more enjoyable for all; pedestrians and cyclists are safer and more comfortable for more and more journey types, and when people need to drive or take a taxi, they are able to also do so more safely and conveniently.
Broadway, NYC DOT, 2010
Note Figures here are based on the analysis and design work conducted by Gehl Architects for the NYC Department of Transportation in 2007 and 2008. Gehl Architects has been instrumental in New York’s recent transformation. However, the actual detailed designs for the streets and plazas were carried out in-house by the New York Department of Transportation. The principle influence the firm has had is one of pre-planning, strategic development and inspiration.
e, 2004 Gehl Architects · Urban Quality Consultants · Gl. Kongevej 1, 4.tv · 1610 Copenhagen V · Denmark · www.gehlarchitects.dk
19
Section 3 Chennai, India
Section 3. Chennai, India
T-Nagar, Chennai
To begin to understand what lessons learned in New York and Copenhagen might succeed in the Chennai context we must highlight the particularities of the spatial understandings and social behavior. Whilst some Indian cities contain vestiges of the colonial city and the ‘classical’ types of public space their uses are culturally specific. India has its own vernacular of the European meaning of ‘public’, sometimes referred to as the ‘pablik’ (Chaterjee,2004). It could be described as the absolute negative of the private realm of the home (Kaviraj, 1997). Tagore, the Bengali novelist captures it well in the title of his novel Ghare Baire, which translates as The Home and the World. Perhaps it would be fair to assert that in the Indian vernacular, public space has lesser emphasis on the notion of ‘common’, and rather emphasizes that which is not private and therefore claims (usually by the poor) can be made upon it. This has been perpetuated by a mixture of conditions, both cultural and by way of necessity that
20
The share of pedestrian trips in the city has increased since 1970, but based on mobility projections for all similar sized Indian cities, is expected to fall again over the next 20 years
present themselves both as benefits and problems; encroachment, street trade, street dwellers, religious shrines appropriating pavements and so on. In fact many of the things which give rise to some of the distinctively Indian sights and sounds of the city. Chennai’s particular brand of Indian street life offers all sorts of organic manifestations in trade and social opportunities, direct and co-benefits. The neighbourhood, chai wallah, where news and gossip is shared; the ‘natural markets’ which form at
bad perceptions of sanitization and
different times of the day according
clutter are prevalent (Bhowmik,2003).
to commuter patterns; where women
In a society which is in some-ways
of a household might gather such
governed by the propriety of class if
as outside the nursery school and
not indeed caste, then ‘public spaces’
the hawkers who punctuate the
in the European sense such as parks
routes to school and work offering
and communal garden squares often
rest and refreshment. This ‘logic of
delineate these stratifications in
the street’ provides convenience
their users. It is in the street and on
and has the co-benefit of adding
public transport where all encounter
to the efficiency of the number of
one another in an unsocial sociability
journeys made. However street trade
(Murphey,2007). Making these spaces
also brings with it problems, issues
comfortable, convenient, safe and
around land-rights, congestion and
affordable for all creates a platform
Gehl Architects · Urban Quality Consultants · Gl. Kongevej 1, 4.tv · 1610 Copenhagen V · Denmark · www.gehlarchitects.dk
Chennai, India
Section 3
for the democratic city to continue to
in the modal share of journeys in
could capture huge environmental,
operate. Change that embraces the
Chennai. The share of pedestrian trips
economic and social value. Transition
existing economies and efficiencies
in the city has increased since 1970,
narratives claiming that Kolkata, say,
pose a challenge to both software
but based on mobility projections for all
could become London or Shanghai
and hardware journey choices are also
similar sized Indian cities, is expected
obscure and undermine the real
influenced by the hardware of the
to fall again over the next 20 years
project of capturing the preexisting values inherent in behavior and form
city and the morphology of individual neighbourhoods. Chennai, like many
The hardware of existing roads are
and ‘finding the shape and form of
Indian cities has a large proportion of
mixed in quality and design yet a large
India’s own modernity’ (Kaviraj:1997)
mixed-use neighbourhoods of high
proportion of the road surfaces are
something we keep in mind in our
density offering local services and jobs
level with undefined edges and few
analysis of T-Nagar, Chennai.
that promote local rather than non-
street markings which in some respect
local journeys. Over 52% or journeys
suit the multiplicity of uses they serve
made in Chennai are under 5km ideal
at different periods of the day, the
for non-motorised transit (Wilbur
streets being very much a social space
Smith Associates,2008). The long
as well as a space for traffic. 32% of
history of public transport also plays a
trips are made by pedestrians on only a
significant role in psyche of Tamillians,
3% share of street space (Transparent
the central station (opened in 1873) for
Chennai, 2009) and as 43% of
cross-country journeys. The inter-city
all accidents involve pedestrians
rail lines built across the country, and
and cyclists the deficiencies in the
subsequent metropolitan and suburban
infrastructure that create unsafe
lines, have nurtured a culture of public
environments are very clear. The
transport and “organic” transit oriented
inherent value of such an enormous
development both formal and informal.
share of pedestrian journeys, and
A tremendous opportunity to capitalize
this forecast to continue, providing
on this inherent culture is reflected
adequate infrastructure and inviting
in the evolution of the role of walking
more pedestrian and cycle journeys
POPULATION IN MILLIONS 15 12 9 6 3 0
Chennai London Bangalore London NYC Copenhagen
AVERAGE DENSITY PER SQM, PEAK DENSITY PER SQM 100000 80000 60000 40000
It is in the street and on public transport, rather than in designated public space such as parks or squares where all sections of society encounter one another in an unsocial sociability (Murphey,2007).
20000 0
Chennai London Bangalore London NYC Copenhagen
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21
Chennai, India
Section 3
In the T-Nagar neighbourhood the street space is used much more intensely as a social space than neighboring public spaces.
Lingering Activities
469
10
Jeeva Park
Physical activities Ph
Sitting on folding chairs S
Cu Cultural activities
Se Secondary seating
C Commercial activities
S Sitting on cafe chairs
C Children playing
S Sitting on benches
L Lying down
Wait Waiting for transport
38
19%
Panagal Park
commercially active 1%
Stan Standing
2%
physical activities
children playing
1%
lying down
South Usman Road
51%
10%
30
sitting on secondary seating
standing
2%
Natesan Park
sitting on cafe chairs
10%
4%
sitting on benches waiting for transport
To t a l s t ay i n g a c t i v i t y i n T N a g a r
N
22
Av e r a ge l e ve l o f s t ay i n g a c t i v i t y 10 a m - 9 p m
0
Summer weekday 10 am - 9 pm. Thursday the 9th & 10th December 2010.
1 : 10.000
100
200
300
400 m
Summer weekday 10 am - 9 pm. Thursday the 9th & 10th December 2010.
T NAGAR CHENNAI, SCOPING
Using the same Public Space Public
a proposed new metro stop all within
STUDY
Life methodology employed in New
a 1km radius. Equally important in the
In 2010 Gehl Architects working in
York City and Copenhagen Gehl
district is the regional retail destination
collaboration with the Institute for
Architects measured the movement
with a high concentration of shops
Transportation Development Policy
patterns of pedestrians moving
as well as vibrant hawker/vendor
(ITDP) visited Chennai to investigate
through streets, the quantity of people
activity along South Usman Rd and
how we could leverage ongoing
lingering in streets and spaces and
Ranganathan Street. The urban grain
investment in improving mobility
documented the age and gender of
of the area is ideal for its mixed-use
toward a people centred approach.
street-users as well as the type of
character. A fine urban grain (narrow
We investigated the T-Nagar District
activities in which they are engaged
buildings, several entrances) is the
as a project site to conduct surveys,
(Gehl & Gemzøe,1996).
dominant form with quieter residential
analyse data, describe a process
The T-Nagar district is a regional transit
streets offering an intimate refuge
of implementation and effectively
hub, hosting two major train stations,
from the bustling retail streets, major
communicate to decision makers..
Tamil Nadu’s busiest bus station and
city parks and other institutions
Gehl Architects · Urban Quality Consultants · Gl. Kongevej 1, 4.tv · 1610 Copenhagen V · Denmark · www.gehlarchitects.dk
T-Nagar Chennai Section 3
Chennai, Madras, 2010
NAME OF ROAD
LENGTH OF STREET
LENGTH OF STREET OCCUPIED BY HAWLERS AND VENDORS
NORTH USMAN ROAD
na
1500
SIR THEYAGARAYA ROAD
1800
1800
USMAN ROAD
1975
1775
RANGANATHAN STREET
292
na
which ensure an active and lively
other types of lingering activities not
district both day and night. Similar to
possible in the exceptionally hectic and
most major retail corridors in Indian
crowded S. Usman Road.
cities, the presence of street vendors and hawkers dramatically affects
The type of user groups that feel
the character of the street and the
comfortable in public spaces in
intensity of public life.
T-Nagar varies dramatically between day and night-time hours. Women
Despite having a similar pedestrian
are the predominant gender
traffic volume to vibrant retail streets
(approximately 58% of pedestrians)
in Copenhagen, S. Usman Road in
until 5pm when a dramatic shift occurs
T-Nagar exhibited a much higher
and then men dramatically outnumber
frequency and intensity of lingering
the number of women (approximately
activities. S. Usman Road is much
64% of pedestrians observed were
more intensely used as a public space
male) moving through the S. Usman
than Broadway and has even more
Road. This stands in contrast to
activity than Oxford Street in London
Copenhagen City Centre were the
- which has nearly twice as much
average of women remains relatively
pedestrian footfall. In the T-Nagar
constant throughout the day at
neighbourhood the street space is
approximately 60% (Gehl & Gemzøe,
used much more intensely as a social
1996) and (Gehl, Gemzøe, & Kirknaes,
space than neighboring public spaces
2006).
S. Usman Road is much more intensely used as a public space than Broadway and has even more activity than Oxford Street in London - which has nearly twice as much pedestrian footfall.
as exemplified with over 12 times more activity recorded in S. Usman Road throughout the day than in the neighboring Panagal Park. This is despite Panagal Park provides many more places to sit and more space for
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23
Section 3 T-Nagar, Chennai
Creating a shared space whereby safety is part of our individual and social responsibility allows hazards to inform and influence behavior along with creative design of places
Comparison to other main streets around the world 2005 Vesterbrogade Copenhagen
24,400
2007 George Street Sydney
11,220
35,630
33,740 6,040
2010 Jie Fang Bei Chongqing
32,400
39,780 17,544
2007 Broadway New York*
36,670
2004 Regent Street London
43,550
49,944
8,000
12,060
2004 Swanston Street Melbourne
49,670
2010 South Usman Road Chennai
50,080
44,670 55,610 14,790
64,460
20,900
between 6 pm and 10 pm between 10 am and 6 pm
71,680
*NYC only counted 10 am to 8 pm. Broadway between 31st and 32nd Street
2004 Oxford Street London
96,110
30,250
126,360 between 6 pm and 10 pm
2005 Strøget Copenhagen
56,400
George Street, Sydney
24
Broadway, New York
15,708
72,100
between 10 am and 6 pm
Jie Fang Bei, Chongqing
Strøget, Copenhagen
Gehl Architects · Urban Quality Consultants · Gl. Kongevej 1, 4.tv · 1610 Copenhagen V · Denmark · www.gehlarchitects.dk
T- Nagar, Chennai Section 3
A change of mindset is embodied in the perception of safety, accessibility for everyone, invitations for young and old, the fit and the unfit, and men as well as women
Gehl Architects · Urban Quality Consultants · Gl. Kongevej 1, 4.tv · 1610 Copenhagen V · Denmark · www.gehlarchitects.dk
25
Section 3 T-Nagar, Chennai
VALUE
SHARED SPACE
The high modal share of pedestrian
to monorail in figure (9 below).
In Chennai and across Indian cities
activity in Indian cities is in part due
Chennai proposes to build 311km
there is an opportunity to sustain
to the proportion of economic ‘captive
of track (CMDA,2008), almost the
the function of the street as a social
pedestrians’ and according to forecasts
total length of Copenhagen’s cycle
space as seen on South Usman Road
this is not set to change (Ministry of
network. The municipality of Chennai
whilst improving safety and increasing
urban development India,2008). Cities
should reconsider this transit-oriented
traffic speed. As seen on Broadway
should try to ‘capture’ the inherent
development that requires massive
an increase in traffic speeds was
value this type of journey offers the
financial investment and captures value
achieved simultaneously with an
individual, the wider environment as
from land-markets instead of capturing
increase in space for pedestrians.
well as the public purse. We have
the greater, more sustainable values
The simplification of crossings has
shown the levels of investment
inherent in current human behavior and
helped reduce accident rates. In a
required for cycle-tracks compared
transit choices.
people first approach to safety in the street the social signals and a correct
Chennai should reconsider this transitoriented development that requires massive financial investment and captures value from land-markets instead of capturing the greater, more sustainable values inherent in current human behavior and transit choices.
propensity of risk, build on the grain of human behavior rather than trying to control or regulate it with barriers, signals or indeed CCTV. Creating a shared space whereby safety is part of our individual and social responsibility allows hazards to inform and influence behavior along with creative design of places that read properly and protect the most vulnerable. This is in-line with some of the most progressive thinking around road safety and the software
26
Gehl Architects · Urban Quality Consultants · Gl. Kongevej 1, 4.tv · 1610 Copenhagen V · Denmark · www.gehlarchitects.dk
T-Nagar, Chennai
Section 3
of Chennai is well equipped to adopt much of it. CULTURE
NYC 14.9 KMPH 2008
The expression cycling culture is used to describe something broader than
CPH 26 KMPH 2005
high rates of cycling, it infers wider social trends and lifestyle choices
CHENNAI 15 KMPH 2008
that have either pre-dated the cycling rates or are affiliated with them. In Copenhagen cycling is ingrained
CPH 16 KMPH 2010
across all of sections of society but this has taken a great deal of time, New York is just beginning to invite
4.8 KMPH AVERAGE PEDESTRIAN SPEED FOR ADULT
wider populations to cycle in the city, policy in part prompted by vanguard groups who dispelled the myth that
CHENNAI 6 KMPH DO NOTHING PROJECTION 2031
you couldn’t cycle in NYC. As India’s booming middle class seeks out new consumer and urban lifestyle choices
5km
10km
15km
20km
25km
this is an optimum moment to promote cycling culture across cities, especially in young adults.
The speed of roads in India’s largest cities could drop to the pace of pedestrians if action isn’t taken to prevent the private vehicle dominating apportioning of road space.
walk cycle public transit moped car, taxi & delivery
4%
4% 19%
28%
9% 32%
1%
30%
37%
5% 32%
31%
55%
13%
2009
2005
2005
COPENHAGEN
CHENNAI PT includes IPT
NEW YORK
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27
Section 3 Principles for People Oriented Mobility
People First Mobility As this paper has shown in the cases of Copenhagen and New York, facilitating a change in mindset (software) is as important as implementing high-quality pedestrian, cycling and public transit infrastructure (hardware). This change of mindset is embodied in the perception of safety, accessibility for everyone, invitations for young and old, the fit and the unfit, and men as well as women. We must create invitations based on understanding people’s behavior and their specific reasons for transit integration, rather than trying to design and build our way blindly out of a problem.
Copenhagen, Gemzøe.20o8
Implementing the principles below is
dependence by improving mobility
a start toward ensuring that mobility
within cities is talked about in terms
and an accessible city for pedestrians
of global sustainability - using public
and cyclists can become a live-able
transportation instead of driving a
city for all. Improving conditions for
private vehicle decreases traffic, fossil
pedestrians, cyclists and public transit
fuel use, and the output of harmful
riders means improving quality of life
emissions. We believe that Reducing
in the city. Inviting more people to
CO2 emissions, conserving land
use NMT and PT is a tool to improve
and making transport more efficient
quality of life — not a goal in and of
go hand in hand with improving
itself. In short, mobility must be seen
quality of life. In doing so, the global
as a means not as an end. People First
sustainability targets can also be met,
Mobility (PFM) prioritizes comfort,
but by on comfort and convenience for
safety, choice, and convenience while
the individual at local scale (livability)
optimizing proximity to services,
we will be to incentivize limiting
priority for pedestrians, and the
resource and land consumption at a
integration of various modes of
global scale (sustainability).
transportation. Mobility should be considered both a necessity and a right. The way in which one moves through the city impacts the way in which he experiences it. The ability to travel through the city, reaching desired destinations in an efficient and safe manner, is a freedom that all citizens should have. Today, reducing automobile
28
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Principles for People Oriented Mobility Section 3
Barcelona, Rison 2010
1.PROMOTOE SOCIAL INCLUSIVITY
2.ENHANCE PERSONAL FREEDOM
3.PHYSICALLY, MENTALLY AND SOCIALLY HEALTHY
A complete system of mobility within
People First Mobility concentrates
By encouraging means of individual
a city encourages a sense of equality
on the actual experience of moving
transportation such as walking
among its citizens. When successfully
through the city. Rather than
and bicycling, P.F.M promotes a
incorporated into the grain of the
considering a transportation network
healthy lifestyle. When it is easy
city, public transportation, pedestrian
as a plan of linked pathways that
and convenient for individuals to get
walkways, and bicycle lanes, are
should be viewed from above, P.F.M
from place to place within the city in
usable by all because of both their
focuses on the details, such as
a way that keeps them physically fit,
low cost and convenience. In this
sidewalk widths, intersection details,
they will be more likely to incorporate
sense, People First Mobility fosters
and station accommodation, that
exercise into their daily routine. P.F.M
democracy as well as a sense of
are experienced at eye level and
can promote mental health. Reduced
individual importance. P.F.M promotes
impact one’s daily life. Comfort,
commuting time can be achieved
inclusivity by increasing accessibility
convenience, and safety are of utmost
when efficient transportation systems
to transport infrastructure and other
importance. A holistic approach to
exist, resulting in less stress and more
amenities, while ensuring proximity
movement means – various modes of
time for family and friends. P.F.M also
to necessities such as health care,
transportation are linked together, and
seeks to provide proximity to nature in
education, and places of employment,
people are free to choose from many
the city and adequate access.
improving daily life for individuals and
options and modes for how to best
lessening gaps between social classes.
move from A to B.
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29
Section 3 Principles for People Oriented Mobility
4.SUPPORT LOCAL VIABILITY
5.MEASURE ECONOMIC EFFICIENCY
6.EMBRACE DIVERSITY
P.F.M supports the development
People First Mobility encourages
People First Mobility represents a
of communities by encouraging
investments that are efficient for
new way of thinking that is relevant to
individuals to spend time in
society. Incorporating inexpensive
the contemporary city. Rather than
neighbourhoods, making them more
NMT infrastructure such as bike
following the models of development
social, lively, and economically viable.
lanes and pedestrian zones into a city
that have been established as
Areas of the city that are easily
makes an excellent complement to
normal over the course of the past
walk-able and bike-able create an
more expensive infrastructure such as
half century, it seeks to rethink how
atmosphere in which people tend to
high-speed rail or underground metro
cities can be improved for people.
linger, increasing local economic value
systems. By creating this opportunity
Cities are the most rich and diverse
through retail and light industry and
in modal shifts, an increase in capacity
forms of human settlement. P.F.M
bringing individuals together. When
is gained along with a cost effective
aspires to capitalize on this diversity
it is easy to get to and move between
infrastructure system. In addition,
with simple solutions. P.F.M is not
multiple parts of the city, small
such infrastructure is sustainable
about encouraging the most complex
businesses and local trades regain
over time, as it can change as the
solution to mobility within cities,
their competitive advantage allowing
needs of the city evolve – it is much
but works to incorporate the diverse
them to persevere and possibly
affordable to add more bike tracks to
richness of people, culture and life
flourish.
major streets than it is to incorporate
found in cities in a simple people first
new destinations to a railway line or to
approach.
expand underground subway systems.
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Principles for People Oriented Mobility Section 3
Section 4. Measuring Success
a shift from a ‘hardware’ driven approach where infrastructure is the main driver to a mix of ‘hardware’ and ‘software’ where the relationship between the form of the built environment and its impact on human sociability and mobility is what is tantamount
As we try to achieve the integration of
amount of female, young and elderly
of space provided. Quantity of space
walking, public transit and cycling, we
pedestrians, cyclists and public transit
in terms of sidewalk width in relation
will have to understand that people
riders. A proportionate share these
to road width in relation to quantity
are different, not all public transit is
users in relation to population indirectly
of users as illustrated in the Flushing
the same, and cyclists do not all have
indicates both the perceived and
Main Street, New York example. The
the same needs. Using live-ability
actual safety of streets. Accessibility
quality of space can be measured by a
and quality-of-life parameters, we can
is another vital indicator that can be
variety of factors relating to buildings
provide a variety of incentives (or ways
measured through improved travel
such as frequency of entrances and
to break down barriers) to diverse
time, having numerous options for
transparency of facades as well as in
users. To achieve this fine aggregation,
journeys of all lengths and the level of
terms of invitations provided to spend
we need the data to support our
seamless integration between transit
time either through public seating or
arguments.
modes. A balanced modal split is also
other attractive amenities.
vital, with NMT comprising at least
Current indices of urban livability,
SPECIFIC MEASUREMENTS FOR
15-20% of all journeys. As the NMT
such as those from The Economist
PEOPLE ORIENTED STREETS
network grows then new goals for
or Monocle, measure livability in
NMT share by trip length.
terms of safety, crime, international
This paper has provided several
The experience of moving through
connectivity, climate and political-
examples of parameters that can be
the city is improved by providing
economic stability. No widely reviewed
measured to assess the extent to
high quality opportunities to stop
and accepted parameters exist to
which the built environment promotes
and linger. Therefore measuring the
assess mobility systems, or their
human flourishing. In addition to many
intensity of activity taking place in
relationship with human parameters
of the safety parameters measured
city streets and such as the quantity
such as comfort, perceived safety
today such as reducing accidents,
of people lingering in streets and
and sense of belonging. More easily
injuries and fatalities for all road-users,
spaces and documented the age and
quantifiable measures for improved
more qualitative measurements
gender of street-users as well as the
health, increased mobility and
such as perceived safety should be
type of activities they engaged in.
decreased commuting times would
measured as well. Safety can also be
This intensity should be considered in
be a step in the right direction. The
quantified indirectly by measuring the
relation to the quantity and the quality
aim has to be to measure the overall
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31
Section 4. Measuring Success Broadway, New York, Rison 2011
ecological efficiency with which
between the form of the built
health.
human well-being is delivered through
environment and its impact on human
Revising policy and retrofitting our
the built environment.
sociability and mobility is what is
physical surroundings will result in
tantamount. This methodology does
only so much change. Not until the
not define a specific aesthetic or a
talents of architects and planners
one-size fits all design solution and
together with sociologists and urban
The people first approach requires
therefore requires that policy makers
economists become fully focused on
politicians, city officials and design
and design professionals relinquish a
these realities, rather than falling prey
professionals to incur a drastic change
certain amount of control to citizens.
to utopian aspirations, can we begin to
of mindset. The approach demands
This undoubtedly also creates
holistically create urban and suburban
that we expand the definition of
problems. Our experience shows
environments for the 21st century.
design from a fixed plan to a guiding
that smaller municipalities often
framework; success criteria from a
lack the skill and expertise to create
specific form based design code (New
truly livable and sustainable design
Urbanist), to a human performance
solutions. Larger city authorities
based code (opportunities to meet,
might have been able to attract talent
interact and flourish in public space
capable of implementing these types
either alone or together); from
of people first design strategies, but
transportation system performance
in an age of public sector austerity,
criteria (e.g. system speed) to human
funding for these processes is limited.
mobility comfort and convenience
Even if they do have the skill and
performance criteria (proximity and
funding resources, as several local
accessibility to education, work,
authorities do in Scandinavia, a cultural
leisure). As we have discussed in this
will must still exist to prioritize more
paper, a shift from a ‘hardware’ driven
difficult to quantify goals such as
approach where infrastructure is the
perceived safety, observed longer
main driver to a mix of ‘hardware’
lingering times in public spaces, and
and ‘software’ where the relationship
impacts on well-being and overall
A CHANGE OF MINDSET
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Gehl Architects · Urban Quality Consultants · Gl. Kongevej 1, 4.tv · 1610 Copenhagen V · Denmark · www.gehlarchitects.dk
Glossary Captive Pedestrians Those who are priced out of even very low-cost travel such as bicycles and are therefore required to walk, even when it is for long distances.
Natural Markets The natural propensity for street vendors to locate at particular places at particular times.
Primary cities Those Indian cities with a population greater than 50 Lakh, or 5 million. Ahmedebabad, Hyderabad, Chennai, Bangalore, Dehli, Kolkata and Mumbai.
Copenhagen, T. T. (2009). Copenhagen Bicycle Account 2008. Copenhagen: The City of Copenhagen. Copenhagen, T. T. (2009a). Copenhagen Climate Plan. Copenhagen: City of Copenhagen. Copenhagen, T. T. (2011). Copenhagen Bicycle Account 2010. Copenhagen: The City of Copenhagen. Crawford, M., Heynen, H., Davies, P., Halliday, P., & Mayer, J. (2002). Spaces of Uncertainty. Mueller + Busmann Verlag: Berlin. Gehl, J. (2011). Cities for People. New York: Island Press.
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