Analysis on Urban Human Traffic

ANAL YSI SONURBAN HUMANTRAFFI C

KAUSHI KLS 0014136057

HI NDUST ANI NSTI TUTEOFTECHNOL OGY &SCI ENCE NOVEMBER2017

ANALYSIS ON URBAN HUMAN TRAFFIC A DISSERTATION REPORT Submitted by

L S KAUSHIK (0014136057) Under the guidance of

Dr. Sheeba Chander In partial fulfillment for the award of the degree of

B.ARCH (Bachelor of Architecture)

HINDUSTAN UNIVERSTIY, CHENNAI - 603 103 NOVEMBER 2017

Analysis on Urban Human Traffic | Nov’17

BONAFIDE CERTIFICATE Certified that this dissertation report “ANALYSIS ON URBAN HUMAN TRAFFIC” is the bonafide work of KAUSHIK LS (0014136057)” who carried out the dissertation work under my supervision during the academic year 2017.

SIGNATURE

SIGNATURE

Dr. Sheeba Chander

Dr. Sheeba Chander

HEAD OF THE DEPARTMENT

GUIDE

School of Architecture

INTERNAL EXAMINER

EXTERNAL EXAMINER

Name: ________________________

Name: ____________________________

Designation:_____________________

Designation: _______________________ Institution Name: ____________________

Dissertation Viva - voce conducted on ___________

0014136057 | Kaushik LS | Hindustan Institute of Technology & Science

Analysis on Urban Human Traffic | Nov’17

ACKNOELEDGEMENT

First and foremost, I thank God. I thank my parents for their support.

My Deepest appreciation also goes to my guide, Dr. Sheeba Chander for her guidance and supervision. I also thank my Lecturers, Prof.

Albert Joseph Hefferan, Prof. D. Karthikeyan, Ar. Shakeela Devi and Ar. Subbiah for their guidance and advice. Special thanks to Prof. Dr. R V Nagarajan for his mentorship, support, encouragement, patience and motivation which led to the completion of this Dissertation report.

0014136057 | Kaushik LS | Hindustan Institute of Technology & Science

Analysis on Urban Human Traffic | Nov’17

TABLE OF CONTENTS

ABSTRACT

01

LIST OF FIGURES

02

1. CHAPTER 1: INTRODUCTION 04 1.1.

Introduction…………………………………………………………….. 05 1.2.

Importance of the subject……………………………………………. 07 1.3.

Aims and Objectives…………………………………………………… 07 1.4.

Scope of the research…………………………………………………. 08 1.5.

Limitations of the research………………………………………….. 08

2. CHAPTER 2: BASIC TERMINOLOGIES 09 2.1.

Pedestrian……………………………………………………………….. 10 2.2.

Classification……………………………………………………………. 10 2.3.

Sidewalks………………………………………………………………… 11 2.4.

Inventory…………………………………………………………………. 12

3. CHAPTER 3: SIDEWALK ELEMENTS 13 3.1.

Footpaths………………………………………………………………… 14 3.2.

Cycling Tracks………………………………………………………….. 14 3.3.

Landscaping…………………………………………………………….. 14 3.4.

Bus Stops………………………………………………………………... 14 3.5.

Street Vending………………………………………………………….. 15 3.6.

Street Furniture 3.6.1.

Utility…………………………………………………….. 15 3.6.2.

Furniture………………………………………………… 15 3.6.3.

Partitions………………………………………………… 15 3.7.

Parking…………………………………………………………………… 15

4. CHAPTER 4: PEDESTRIANIZATION 4.1.

Pedestrian Zones……………………………………………………….

4.1.1. Characteristics of Pedestrian Zones……………………………….

4.1.2. Benefits…………………………………………………………………..

4.1.3. Pedestrian Only Shopping Streets [POSS]……………………….

0014136057 | Kaushik LS | Hindustan Institute of Technology & Science

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5. CHAPTER 5: DESIGN CONSIDERATIONS 21 5.1.

Intersection……………………………………………………………… 22 5.1.1.

Sidewalk-Carriageway……………………………….. 22 5.1.2.

Sidewalk-Sidewalk……………………………………. 22 5.2.

Traffic Calming Devices……………………………………………… 24 5.3.

Pedestrian Inclusive Design………………………………………… 25 5.4.

Lighting and Security………………………………………………… 27

6. CHAPTER 6: STREET DESIGN INFLUENCES 28 6.1.

Influencing factor..……………………………………………………. 29

7. CHAPTER 7: CONCLUSION

34

8. CHAPTER 8: FURTHER READING 35 8.1.

Bibliography..…………………………………………………………… 36

0014136057 | Kaushik LS | Hindustan Institute of Technology & Science

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ABSTRACT

This paper intends to analyze specific urban problems faced on the streets by to aid comfortable pedestrian movement and also encourage usage.

A Street is primarily used as a Path to connect places of significance by allotting specific paths for pedestrian and vehicles. With the increase in the mean number of vehicles in urban centers, more and more streets are evolving towards housing many vehicles while neglecting the primary users, pedestrians.

This research provides a basic understanding in the various street elements, usage, functions, ideas and comparisons of 1st and 2nd world countriesâ€&#x; to ours.

The methods of increasing pedestrian footfall in an area, or reasons as to why and which areas might have a high pedestrian activity are also indirectly conveyed.

This is to provide an understanding of general street behavior in an urban context.

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LIST OF FIGURES FIG. i ii iii iv v vi vii viii ix x xi xii xiii xiv xv xvi xvii xviii xix xx xxi xxii xxiii xxiv xxv xxvi xxvii xxviii xxix xxx xxxi xxxii xxxiii xxxiv xxxv

DESCRIPTION Amphitheatre at Athens Typical Street Market City Plan of Barcelona, Spain Full Zone Pedestrian Area Shared Zone Pedestrian Area Transit Zone Pedestrian Area Pedestrianized Street for Children Play Typical POSS Pedestrianisation of smaller streets Zebra Crossing between sidewalk and a Pedestrian Refugee Island Underground Pedestrian Subway A Corner Restrobar inviting participants from all sides A Convenience Store at a street corner Electronic Bollards Raised to create a Temporary Pedestrian Street Speed Ramp Integrated with a Zebra Crossing serving as a raised Bed for demarcation Pedestrian Ramp for elderly at a BRTS Station Wheelchair Ramp Pedestrian Signal with a ticking speaker Ticking Speaker Unit Inclusive Signal Priority Button T- Junction Tactical Paver Tactical Paver indicating edge Man reading a signboard in Braille Braille facility in an elevator Usage of lighting to highlight zebra crossing at night Edge lighted walkway Typical Street Surveillance System Narrow Pavement Broad Pavement Arterial Road without sidewalk Transformer blocking the pedestrian movement Street Furniture kept away from a footpath Office Complex Commercial Street School Zone

PAGE 05 05 06 17 17 18 19 19 20 22 22 23 23 24 24 25 25 25 25 25 26 26 26 26 27 27 27 29 29 29 30 30 30 30 30

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xxxvi xxxvii xxxviii xxxix

High Income Economy Low Income Economy Rashtrapati Bhavan Tokyo Junction

31 31 32 32

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CHAPTER 1

INTRODUCTION

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1.1. INTRODUCTION

In any civilization, it has been that its people are the ones who bring life to the place. It could be those massive Greek amphitheatres at Athens (Italy), or a small market street in your neighbourhood, where there are people, people continue to exist. We human beings are social animals seeking a means to socialize at all places and at all times. Also, the activity of a place defines the place. But are we participants of the activity comfortable? Do we feel safe? Or let me put it this way;

Are people comfortable to actively socialize in our public spaces?

Now what if a person is interested in participating in an activity far from him? He travels, yes, but then the act of travelling also becomes an activity, part of a larger picture.

Hence we arrive at those same questions about Safety and Comfort to which even the most advanced cities are is still in search of a permanent answer. While the activity itself is a grander term Fig i: (Top) shows the modern day usage of the amphitheater at Athens Fig ii: (Left) shows a typical street Market

representing collective ideas, principles, behavioural codes, it is nearly impossible to generalise the term activity.

What might seem like a fun or vital activity to one person might not be the same for another. But if there are collaborative centres of collective activities, (Such as market place, Mall, Restaurant) people of similar interests automatically filter out and reach the place.

Hence Transportation here becomes a major activity for all such people by default.

Transport not only simply moves a person physically, but also acts as an invisible filter for people.

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People go to work, shop, play, etc. in multiple locations but the one thing that remains the same is the fact that the place they arrive, comprises of people who have the same or similar interests. Thus it is necessary to make the transportation as comfortable and safe as possible. But then the question “Comfortable for whom?” comes into picture. This was understood as early as the nineteenth century, England where people desperately needed to travel, transport goods which ultimately led to the 1st Industrial Revolution.

On the other hand, Barcelona had planned its entire city with the prediction of cars and/or other personal transportation devices in its future.1 The concept of mass transport/public transport came across when people of similar activities, destinations had to be moved to the same location on a map. But people do Fig iii: City Plan of Barcelona (Spain) prefer the original form of transport, walking more than the others. Walking not only covers the distance, it also provides time. Time to initiate conversations with other people, hence socialize.

We architects have(naturally) focussed on individual buildings, but slowly moved into designing larger spaces, city level planning of activities. If the question were simply about the quality of building, disregarding the contextual issue, the downside is that every architect would like to design in the foreground rather than at the background. But, the real question is, “Which is more important? Is

it the autonomous singular buildings which host the activity? Or is it the process of getting there?”

1

(Bausells, 2016)

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1.2. IMPORTANCE OF THE SUBJECT Walking is the primitive form of commute between places. While the places by themselves have an important significance so as to have a reason to connect, it is the path that defines the journey. The street is the fundamental social space a person enters. Hence, a research on the “Urban Human Traffic” is required to try to quantify the intangible aspects of every journey. a. Public interaction increases social visibility and create more opportunities for socialization. b. Public movement is unhindered and streets become people oriented. c. To promote integrated services, activities along the street. d. More the number of people on the street, less becomes the chances of theft and other crimes. e. A public activity also adds to the liveliness of that area, be it market place, commercial or even residential areas, the simple presence of another human (or more) paves way for a conversation. f. The research may provide solutions to simple problems faced, further leading into complex researches in the near future.

1.3. AIMS AND OBJETIVES The aim of the research is to find the appropriate urban interventions to find an algorithm to calculate sidewalk sizes.

The objectives are as follows: a. b. c. d.

To identify the types of sidewalks available and their variations.

To find the possibility of such sidewalks on-street.

To study the influence and /or effect of the presence of a sidewalk.

To identify the current usage of sidewalks, the encroachments and exploitation. e. To propose interventions to reduce the negative effects and risks on sidewalks.

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1.4. SCOPE OF THE RESEARCH This research attempts to create a set of considerations for design of urban interventions which may accommodate, filter, restrict, and encourage various people to use them.

1.5. LIMITATIONS OF THE RESEARCH a. This study focuses entirely pedestrian oriented spaces which may include various on street/ off street activities. b. The research is only a reference for various objects, situations to consider.

Their combinations may differ in different scenarios.

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CHAPTER 2

BASIC TERMINOLOGIES

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2.1. PEDESTRIAN The term „Pedestrian‟ refers to any individual who travels by foot rather than using any vehicular means of transport. A Pedestrian can include walkers, joggers, runners, and in some countries even people using skateboards, roller skates, wheels chairs etc.

The meaning of pedestrian is displayed with 2 the morphemes ped- ('foot') and -ian ('characteristic of') .

“Any Person who is afoot or who is using a wheelchair as a means of conveyance propelled by human power other than a bicycle”3 Pedestrians are quantifiable with their average size, movement direction and speed. However, when you start taking a closer look at things (as always) become more complex. “There are many types of pedestrians, and pedestrians can be classified in several different ways.”4

2.2. CLASSIFICATION Pedestrians are broadly classified as fit and those with impairment (handicapped) of some sort. Further considering the person‟s age as a major factor, his inventory is also taken into account. Walking cane, Wheelchair, Pets, Prams, Skates, Skateboards, Kick Scooters, Walking Frame, Bags, Suitcases, Umbrellas, Packages etc. are a few common ones.

Common Classifications: 1. By Age a. Children (Below 14) b. Adults (14 to 65) c. Senior Citizens (Above 60) 2. By Activity a. Exercise b. Passer-by c. Hawker d. Shopper e. Recreational Stroll 2

(Dunmore & Fleisher, 2008) (Transportation, 2004) 4 (Bartlett, 2013) 3

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f. Worker 3. By Time of Use a. Early Morning b. Morning c. Afternoon d. Evening e. Late Evening

In an urban development where there is a mix of occupations, services and activities there is always a mix of the above (and much more) participants. Arguably the type of pedestrian varies with location, so the type of facilities and infrastructure for the pedestrian depends largely on the surrounding infrastructure of the urban area itself. E.g. Hospitals have wide entries, doors and stairs to accommodate fast and free movement.

2.3. SIDEWALKS Usually, between the fast moving vehicles and the stagnant buildings, lies the space where the pedestrians are forced to commute. Dedicated Pedestrian Pathways (Sidewalks) thus originated as a result. Sidewalks not only aids in minimizing interaction between vehicles and pedestrians, but also provided a safe space for street activities thus improving social interactions. With proper sidewalks residents are more likely to walk, indirectly helping people to indulge in cardiovascular activities.

Sidewalks can be of different sizes, materials, styles, designs based on the region, demographics and the activity in that area. They can be temporary or permanent depending on various factors such as carriageway width, abutting plot frontages, abutting land use proposals, etc.

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2.4 INVENTORY This section covers common types of inventories people carry with them in the streets. Pathways must also handle these elements, items and pets as a part of their design.

Wheelchair

Baby Pram

Trolley/Suitcase

Walking Cane

Pets

Children Toys

Bags

Bicycle

Miscellaneous

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CHAPTER 3

SIDEWALK ELEMENTS5

5

(Institute for Transportation & Development Policy, 2011)

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3.1. SIDEWALK ELEMENTS a. FOOTHPATHS A Footpath is the fundamental element of any street serving as the primary public space of a city. Footpaths (by name) are surfaces for pedestrian movement by foot interconnecting different areas of interest.

Activities include walking, strolling, jogging, running, etc. with no/minimal disturbances, diversions, detours. They help setting flow direction and speed of movement when integrated with other elements.

b. CYCLE TRACKS Cycling is a Non-Polluting, low cost mode of transport. A cycling track is effective when placed in between Footpaths and the carriageway so as to make sure the walkway is not encroached by parked vehicles and/or to reduce the changes of accidents between pedestrian and vehicles.

c. LANDSCAPING Landscaping is usually done to increase the visual quality of a locality to attract new users as well as to facilitate the existing users. Trees, Shrubs, Plants and Grass combine to form Boulevards, Lawns, Hedges, Parks and even Gardens. These provide natural shade, source of oxygen, attracts more life towards it. Percolating materials are provided near landscaped area to allow the roots to breathe and for water absorption.

d. BUS STOPS Buses are the main mode of public transit. Bus Rapid Transit System (BRTS) is highly successful in our country(India) combined with the high demand for public busses becomes a huge source of revenue for the government. Bus stops connect the pedestrian and the carriageway. A raised platform can be used to demarcate the area used as a bus stop.

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e. STREET VENDING Shopping is one of the major activities in any street. Shops, stalls, café, etc. increase the amount of people using the street and also boost socializing. The vendors are usually haphazardly placed at times and should be regulated in way to provide maximum comfort in walking as well as using these spaces effectively.

A space for hawkers along the street might one day define the entire neighborhood, characterized by the kind of people who shop. Space for the shoppers must be provided so as to make sure they don‟t spill into the cycling tracks and/or carriageway. f. STREET FURNITURE f.1

UTILITY

Utilities such as Transformers, Electric Posts, Lamp Posts, Storm Water Drain, etc. are the service infrastructure of the city.

They use streets to navigate to each building through complex interlaced networks. These have On-street elements which should be positioned without disturbing the movement and accessibility. f.2

FURNITURE

CVSitting Furniture is usually given at intervals for walkers to rest, and at places of activities to encourage crowd. Furniture is often designed to filter the type of crowd (Families, Small Groups, Individuals, Pairs, etc.) f.3

PARTITIONS

Partitions such as Fences, Rails and Bollards are used to physically separate pedestrian from vehicle lanes (& cycle lanes sometimes). Electric Bollards are sometimes used at street entrances to pedestrianize streets during specific times of the day. g. PARKING Parking plays and important role in crowd attraction. Parking provides space for vehicles, which means people from other neighborhood areas can also participate.

Usually a Large Park, Shop, etc. is situated to attract such large crowd. Parking on street requires a separate lane from carriageway without affecting the sidewalk size,

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CHAPTER 4

PEDESTRIANIZATION

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4.1 PEDESTRIAN ZONES Pedestrian zones area areas of a city or town reserved for pedestrian-only use and in which most of all automobile traffic may be prohibited. Converting a street or an area to pedestrian-only use is called pedestrianisation. Pedestrianisation usually aims to provide better accessibility and mobility for pedestrians, to enhance the volume of shopping and other business activity in the area and/or to improve the attractiveness of the local environment in terms of aesthetics, air pollution, noise and accidents involving pedestrians.

As pointed out by Ruben6; three types of pedestrian zones commonly have been implemented.

The first type, full zone7 consists of a traditional pedestrian street designed for exclusive pedestrian use.

Fig iv: (Top) shows a Full Zone Pedestrian area Fig v: (Below) shows a Shared Zone Pedestrian area

The second type is the shared8 zone that permits limited automobile use such as one lane of oneway traffic (Semizone).

6

(Rubenstein, 1992) (Sisman) 8 (Sisman) 7

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The third type is the transit9 zone which accommodates both pedestrian and transit use.

Fig vi: (Top) shows a Transit Zone Pedestrian area

9

(Sisman)

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4.1.1 CHARACTERISTICS OF PEDESTRIAN ZONES10 a. Very low levels of automobile use, resulting in much less traffic on surrounding roads. b. High rates of walking and cycling. c. More independent movement and active play for children. d. Less land taken by parking and roads, so more available for green or social space.

Fig vii: (Top-Left) shows a pedestrianized street for children play.

Fig viii: (Below) shows a typical POSS.

4.1.2 a. b. c. d.

BENEFITS11

Low atmospheric emissions.

Low road accident rates.

Better built environment conditions.

Encouragement of active modes.

4.1.3 PEDESTRIAN ONLY SHOPPING STREETS [POSS]12 Pedestrian-only shopping streets (POSS) have been very popular for many years in many European cities, but they also exist elsewhere. They usually consist of one single street, or two or more streets that interconnect with each other, often through a square, to form a continuous and longer linear street. The heart and central part of a POSS is a street-wide outdoor landscaped zone for pedestrians which is often designed and managed to achieve a desired 10

(Chiquetto, 1997) (Chiquetto, 1997) 12 (Rodriguez, 2011) 11

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environmental character and socio-economic outcome. Arranged along both sides of this pedestrian zone, there is a variety of establishments that sell goods and services to the public, such as souvenir shops, boutiques, restaurants, bars, coffee shops, grocery stores, bakeries, lifestyle and fashion stores, banks and department stores. This variety of establishments frequently includes famous churches, historic buildings, museums, weekly market days with fresh produce, seasonal attractions and other special events.

Fig ix: (Left) shows the pedestrianisation of smaller streets.

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CHAPTER 5

DESIGN CONSIDERATIONS

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5.1 INTERSECTION Intersections are junctions between two or more paths at an angle. The places naturally become congested nodes and require special re-routing. Carriageways require Traffic Calming Devices (TCD) and sidewalks require subways, elevated bridges, Zebra Crossings, etc. Further, intersection design needs to take into account the impact of design choices on mobility. However, this emphasis on mobility should not be confused with an emphasis on private motorized traffic.

Instead, it may be desirable to design an intersection in such a way that prioritizes throughput of public transport, cycles and pedestrians.13

5.1.1

SIDEWALK – CARRRIAGEWAY

The safety of the pedestrian is critical at junctions involving the carriageway. The turning radius14 of a vehicle also determines how dangerous a junction is. Therefore, tighter turns are preferred in areas of potential pedestrian crossings. Generally, Refugee Islands and/or Medians are placed along with zebra crossings so that one can cross just one lane at a time. On a safer note, pedestrian subways, over-bridges with/without elevator and/or escalator facility are provided.

5.1.2

SIDEWALK-SIDEWALK

On the contrary, Inter pedestrian intersections are the hubs of activity in an area. A building at the junction has the advantage of inviting crowd from both directions. Social places such as game centers, bars, etc. are given entry diagonally at the junction.

Fig x: (Top) shows a zebra crossing between a sidewalk and a Pedestrian Refugee Island Fig xi: (Bottom) shows an underground pedestrian subway

The setback of the abutting building is slightly enlarged so as to accommodate the extra people.

Moreover, the kind of building that faces a sidewalk

13

(Institute for Transportation & Development Policy, 2011) Turning radius is the minimum radius of curvature in which a vehicle can be turned while in motion. Turning radius changes with the speed of vehicle. i.e. faster moving vehicles need larger radii.

14

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Fig xii: (Top) A Corner Restrobar invites participants from all sides Fig xiii: (Below) A Convenience Store at at street corner

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5.2

TRAFFIC CALMING DEVICES

Traffic calming is the installation of safety solutions such as radar speed signs or speed humps to slow or reduce traffic in order to enhance safety for pedestrians and motorists.15 a. Electronic Bollards act as temporary traffic calming device. It can be raised or lowered based on traffic, time, event, etc. These bollards are usually placed at either ends of a street and raised in a certain time of the day during which the street can be pedestrianized in certain time of the day (Partial FullZone).

Fig xiv: (Top) shows electric bollards raised to create a temporary pedestrian street Fig xv: (Below) Shows a speed ramp integrated with a zebra crossing serving as a raised bed for demarcation

b. Speed Ramps, Bumps area placed at intersections to reduce automobile speed and to demarcate the pedestrian crossing to the distant viewer. Zebra crossings and speed ramps are usually integrated for maximum throughput.

c. Carriageway width is reduced at intersections and narrowed down in certain places to reduce the number of vehicles that can pass, in order to reduce the speed of vehicles. This is especially useful to control movement in areas of high pedestrian transit, to accommodate more crossings in a single stretch.

15

(Traffic Calming)

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5.3

PEDESTRIAN INCLUSIVE DESIGN

An inclusive design is one which caters to all kinds of people able, disabled, young, old, etc. Inclusive design provides equity among people and further enhances the community feeling of belonging with the city by giving access to better infrastructure, technology and ultimately better pedestrian experience. a. Provision of Ramps in crossings, public buildings, and transit zones enables access and usage by the elderly and the disabled. However, the slope angle is to be maintained as per the code so as to make sure it is walkable. (Fig xvi, xvii)

b. Pedestrian Signals at crossing, equipped with a ticker sound system helps people know when signal is active jus by listening to the sound. It also serves as a marker for the visually impaired. (Fig xviii, xix,xx)

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c. Tactile paving helps in two ways. [1] Way finding for the visually impaired.

[2] Demarcation and way finding. A Tactile tiled path, while aiding the visually impaired can also be used to define edges, zones in a public area.

Usually of bright contrasting color, it is east to identify and recognize. (Fig xxi, xxii)

d. Braille Signage on walls, handrails, wainscot, elevator buttons, etc. also extends the aid for the visually impaired. (Fig xxiii, xxiv)

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5.4 LIGHTING AND SECURITY Street lighting is another important aspect to be considered in an urban setting.

The pedestrian comfort, usability and safety after sunset depend on the availability of proper lighting. Lamp posts are usually 1.5 times the spread diameter. Hence, the post height differs depending on the type of light used. The idea of lighting can further be extended to serve as an aid for the various facilities at night. One such example is usage of lights at pedestrian/zebra crossings at night. This might increase the visibility in the dark and also alert drivers about a potential crossing zone.

Fig xxv: (Left) Shows usage of lighting to highlight zebra crossing at night.

Fig xxvi: (Bottom Left) Shows a edge lighted walkway.

Fig xxvii: (Bottom right) shows a typical Street Surveillance System

A Security and Surveillance system is to be used as a means to prevent crimes, increase safety, general monitoring and monitoring to make changes in the urban features.

Security cameras are fitted with Infrared lights and record and store data to a minimum of one month. This can be viewed, stored if necessary at any point of time.

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CHAPTER 6

STREET DESIGN INFLUENCES

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6.1 INFLUENCING FACTOR A Street design is influenced by its precinct. Few of the elements of influencing include; a. Type and Size of street determines the availability of space for various demarcations. A proper sidewalk is of utmost importance.

Streets are to be designed for the pedestrians and automobile to be given second priority. Also, vehicular streets are to be designed keeping in mind the smallest mode of transport, 2-wheelers.

Fig xxviii: (Top) Fig xxix: (Below)

Fig xxx: (Left) an Arterial road doesn’t require a sidewalk because there are no pedestrian activities.

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b. Street Furniture and Utility placement influences the usable space at the road side.

Transformers, Postboxes, Dustbins, Electric posts, Streetlamps, etc. all have to be placed in such a way that they donâ€&#x;t hinder the pedestrian movement. The Pathway is not to be disturbed, diverted or detoured.

Instead these facilities can be placed accordingly. (Fig xxx) Fig xxxi: (Top) a Transformer blocking the pedestrian movement

Fig xxxii: (Right) Street Furniture kept away from the footpath in a separate area.

c. Size and Land Use of abutting plot dictates the possibility of people moving through and towards the area. A Commercial zone might attract more people while a residential area would prefer to have lesser population.

Similarly, a school would have more pedestrian facilities, larger sidewalks compared to a typical street. (Fig xxxiii, xxxiv, xxxv show the different variations)

Fig xxxiii: Office Complex

Fig xxxiv: Commercial Street

Fig xxxv: School Zone

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d. Demographics and Economics of the locality determine the increase and decrease in markets, shops and small commercials. The type of commercials also depends on the economy of the residents in that area. e.

Fig xxxvi: High Income Economy

Fig xxxvii: Low Income Economy

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f. Influence of Historical, Cultural, and Social factors further lay down development principles. Areas around temples are usually semi pedestrianized by default. Also, a large area is left for parking, temple shopping, etc. (Fig: xxxviii)

g. Junction/Cross Road influences a region by allowing the mix of people from different areas. Also, as stated in the previous chapters, A corner shop invites more customers, hence more pedestrians.

Fig xxxix: Tokyo Junction

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CHAPTER 7

CONCLUSION

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CONCLUSION

The design of any pedestrian facility is solely dependent upon the area where it is to be implemented. Various direct factors such as Street Width, Number of lanes, Street Furniture; along with the various invisible factors such as locality, demographics, type of building, whether or not it is a junction; contributes to the design. The main focus of any pedestrian zone is to provide a clean, free and respectable public space which is both equitable and equal to everyone. A public space (such as Plazas, squares, POSS) should be free and accessible to all irrespective of their age, religion, sex, social status, economic status, etc.

Congested streets are not to be widened, but should be narrowed down.16 This makes sure the number of automobiles passing through is either maintained to be the same or significantly reduced, paves way for more pedestrian oriented activities. There should also be a parallel development in the PUBLIC TRANSIT system to provide a cheaper transit option.

As more and more streets become pedestrian friendly, further development may happen to facilitate streets which are for the people and not for vehicles. As more and more people are encouraged to use the streets as a social space, and forced to discard their private vehicles for transport, the city truly becomes a one designed for its people. Bustling social activity centers interconnected by Rapid Transit Systems, Cycling tracks and of course proper walkways, leads to a healthier lifestyle, sustainable environment, economic growth and exponential development.

16

(Institute for Transportation & Development Policy, 2011)

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CHAPTER 8

FURTHER READING

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8.1 BIBLIOGRAPHY 1) Bartlett, R. (2013, November). Wordpress. (Robert Bartlett and Comparative Geometrics, 2014) Retrieved September 24, 2017, from Comparitive Geometrics: https://comparativegeometrics.wordpress.com/2013/11/25/classification-of-pedestrians-1/ 2) Bausells, M. (2016, April 1). The Guardian. Retrieved September 1, 2017, from Story of cities #13: Barcelona's unloved planner invents science of 'urbanisation': https://amp.theguardian.com/cities/2016/apr/01/story-cities-13-eixample-barcelona-ildefonscerda-planner-urbanisation 3) Chiquetto, S. (1997, June). Transportation Research Part D: Transport and Environment on ScienceDirect. The Environmental impacts from the implementation of a pedestrianization scheme, pp. 133-146.

4) Dunmore, C., & Fleisher, R. (2008). Studies in Etymology (Second ed.).

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