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Table 1: Table showing ward study area and population Table 2: Table showing minimum clear widths of the footpath according to standards given by DULT ..............................................................................................................................................................26
1. CONTEXT AND BACKGROUND
1.1.Introducing ward
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Malleswaram’s ward 35,45 and 65 as shown in the Figure 1, are taken into consideration for assessing and planning walking network. The ward boundaries were marked cutting cross three wards which had prominent residential land use. The public land use was excluded as the walking network will be made for the people of neighbourhood. Roads and conservancy lanes coming inside this boundary will be assessed.
The ward areas and population (as per 2011 census) are as given in Table 1:
Ward No Area of study Population
Ward 45 1.24 sq.km 11,400
Ward 65 0.87 sq.km 19,200
Ward 35 0.12 sq.km 2,600
Table 1: Table showing ward study area and population
Figure 1: Location of Malleswaram (wards 35,45 & 65)
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Ward 45 with composition of 34% residential, 26% is public spaces, 7.5% is fairly residential, while ward 65 with composition of 48% residential, 12.5% public spaces, 14% commercial has a greater number of markets and public area along Margosa and Sampige roads (Major roads). Ward 35 also has fair composition of commercial areas. As shown in the Figure 2 below.
Figure 2: Malleswaram Land use map (Source: Existing Land use, masterplan 2015)
The ward also has a green network that consists of 6 neighbourhood parks. Sampige road gets connected to Sankey road which is a one of the key destinations for recreation. The ward area under study has a total of 26.7 km of road network, with almost 3.6 km of the roads can be identified as Major roads. Major roads are namely Sampige road, Margosa road and MKK road. The rest of the network includes 1.6 km of Intermediate road which is 15th cross and the remaining 17.8 km is Minor roads. It additionally also has set of conservancy lanes of 3.7 km in total which are shown in the Figure 3 below.
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Figure 3: Road hierarchy and green network in Malleswaram
There are 4 sets of conservancy lanes which are also shown in the Figure 3 above:
1. Conservancy lane parallel to Margosa road (1.1km) 2. Conservancy Lane parallel to Sampige road (1.1km) 3. Group of 4 Conservancy lanes from 9th cross to 6th cross (1.1km, 280m each) 4. 19th cross Conservancy lane (0.3 km)
Conservancy lanes are typically 8-10 feet wide and run parallel to the main roads in Residential Areas. They were planned over a century ago, and were primarily used for manual scavenging. Once that practice was stopped, these lanes were repurposed as shopping streets or as parking, or even as illegal storage spaces for small vendors. Currently these are under neglect and with several encroachments and dumping spots along the routes as shown in the Figure 4 below.
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Figure 4: Images of Conservancy lanes
1.2. Project introduction
Malleswaram is one of the 9 neighbourhoods to receive grant under Sustainable Urban Mobility Accord (SuMA) from Directorate of Urban Land to make encourage NMT trips in the neighbourhood. A preliminary proposal for making walkable neighbourhood was put together by Sensing Local and Malleswaram Social (MS) a community organisation which was pitched to DULT for the same grant.
1.2.1. Need of the project
A survey was conducted by Sensing Local in 2020 with 79 residents in Malleswaram, it was found that along with traffic, there were multiple challenges like footpath encroachment of various kinds, missing first-and-last mile connectivity, poor design of footpaths - high pavements, no ramps, high dividers, unsafe junctions, etc. An angst map was created highlighting the issues that inhibit walking is shown in the Figure 5 below. Therefore, aim of Walkable Malleswaram was set to work towards integrating its existing footpaths and conservancy lanes into a network that prioritises the movement of pedestrians, especially the elderly, children and disabled; and cyclists within the neighbourhood
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Figure 5: Angst map of Malleswaram showing walking deterrents
Walking has the potential to become a dominant and easy way to commute in Malleswaram for shorter trips. This can be attributed to ward’s existing land use which essentially has the characteristics of 15-minute neighbourhood, presence of key destinations, network of parks and recreational spaces, neglected conservancy lanes. Through studying the fabric of the wards and preliminary survey, several aspects were arrived that made Malleswaram suitable for walking. These aspects are explained in detail below:
1. Malleswaram as 15 - minute neighbourhood city
Malleswaram was founded more than a hundred years ago in 1898 when Bangalore was hit by a great plague that spread rapidly through the city. There was a move to decongest the crowded ‘pete’ areas and resettle citizens into new layouts like Malleswaram. It was promoted as a ‘model hygienic suburb’ and boasted a grid iron pattern with wide roads, large plots, parks and market areas, and it soon developed into a hub of culture, shopping and education. Malleswaram’s street network, block layout and land use support the idea of a classic 15-min neighbourhood (i.e., within every 10 min walking radius, one can find grocery stores, local fruit/flower markets, schools, temples, retail outlets and within 15-min walking radius, residents can access metro and other bus routes/stops that offer citywide connections. This is shown in Figure 6.
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Figure 6: Diagram showing Malleswaram as 15-minute city
2. Captive potential walkers
When a survey conducted in 2020 with 79 residents in Malleswaram, 2/3rds (i.e 54) of the respondents identified themselves as 45 years or older. Of them, almost 36 and 28 respondents said that they use walking as their primary modes for attending to neighbourhood and recreation trips respectively. Their trips are under 2kms. Almost 80% of the respondents polled that it is the poor experience that hinders them to walk more distance and more frequently. The results also pointed that currently, those who walk do it out of necessity than choice.
3. Presence of Conservancy Lanes and Tender S.U.R.E roads
There are 8-10 feet wide Conservancy lanes as shown in the Figure 7 run behind the houses as alternative pedestrian pathways. They do not require major changes or funding and yet provide a perfect walking network for recreation play and community activities. They connect various types of destinations like schools, temples, recreational spaces, restaurants, commercial establishments, grocery stores etc.
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Figure 7: Conservancy lane
The Major roads (Sampige road, Margosa road, MKK road) and 8th main are being retrofitted as Tender SURE road. Tender SURE roads ensure pedestrian infrastructure on the footpaths along with services for roads. Therefore, it can be leveraged for making a walking network. See Figure 8.
Figure 8: Footpaths on Tender SURE roads
4. Diversity of destinations and of network of footpaths
Due to diversity in land use there is presence of many key destinations like markets, schools, temples, eateries, parks, lakes and transit nodes as shown in the Figure 9 below. 15th cross and 6th main connect the major schools and colleges like MES, Government Girls High School, etc; to the
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major bus stops on Sampige Road as shown in the map as Last mile Connectivity for schools. The routes between Margosa road and Sampige road connects the main BBMP Market, 8th Cross, Kadu Malleshwara Swamy Temple and other landmarks via the Conservancy Lane. Part of MKK road leading up to the Metro station leverages the other routes and connects to the main metro station and bus-stops. Set of 4 conservancies and 9th cross connects to parks and recreational spaces.
Figure 9: Key destinations and network of footpaths
5. Ongoing proposals
6th main is assigned as walking only street as it in a residential area and has less vehicular traffic. It is mainly used by residents for walking and recreation. Therefore 6th main can be leveraged for making a walking network. Additionally, 8th cross, which caters mainly users of commercial area and markets. is proposed for pedestrianisation by DULT which. The proposal is under process and can be considered for the network.
6. Active community involvement
The neighbourhood has active citizen groups which have been pivotal in brainstorming the idea for converting conservancy lanes and footpaths into pedestrian friendly public spaces and will also be further active for its implementation. Community has worked on the idea of pedestrianisation through campaigns like footpath beku and creating awareness by making memory maps and street art as shown in the image below. (See Figure 10).
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Figure 10: Community group participating in a street art event
1.3. Project team and structure
The first phase of this project is proposed to be executed over a 5-month timeline as a part of the #Bengaluru Moving Part 2 Campaign by Purpose, and in line with the Sustainable Mobility Accord (SuMA) Program launched by DULT. Since both the Campaign and the Program are in alignment with respect to a common goal, it has been co-funded by both Purpose and DULT. Sensing Local has been engaged as a technical support partner for this neighbourhood. Other partners have been engaged as a part of either SuMA or Bengaluru Moving. The partner structure is indicated in the table below.
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1.4. Approach and methodology
The project was planned to be rolled out in 4 stages as shown in Figure 11. The details of the activities undertaken are elaborated below:
Figure 11: Approach and Methodology schematic flow diagram
1.4.1. Stage 1: Mobilizing community and building support within it
The project leveraged community support to brainstorm solutions and develop a vision for implementing a walkable network in Malleswaram. The mobilization stage consisted of the following activities:
1. Building on community’s conservancy proposal – Malleswaram Social (MS) a community organisation had worked on the proposal of revitalizing conservancy lanes and engaged in several campaigns for improving quality of footpaths. The project leveraged these proposals and to further build on it.
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2. Meetings with the community: Several meetings were done with the core team of MS, residents, Conservancy lane residents and ward corporator to introduce the vision of
‘Walkable Malleswaram’ and build support and familiarity and with the activities and timeline.
3. Making the project website: A project website was published with the help of MS. Website was made with an aim to update the project stages and put out all the information related to project on a public platform. This tool helped in communicating the aim and details of the project within the residents of Malleswaram.
These initial engagements played a crucial role in gaining community’s trust and curating future community engagement activities.
1.4.2. Stage 2: Understanding the context
This stage included the following steps:
1. Space syntax and traffic analysis- Choice and integration were taken as the qualitative measure for how widely are these segments used as thoroughfares and how centrally focal are these segments for Ward’s road network. From the perspective of facilitating walking infrastructure in the neighbourhood, segments with high choice and integration scores should not be considered for walking due to high traffic volumes. Traffic density was calculated along with it to understand which roads carry high traffic. 2. Footpath widths – Footpath widths were measured, to assess whether it meets the standards given by DULT and IRC guidelines. The footpaths with width less then 1.8m minimum standard required for two people to walk comfortably side by side) were considered undesirable for walking network. 3. Understanding the demand of walking at key destinations- Existing and potential user surveys were conducted at identified destinations in Malleswaram to understand the following characteristics‐a. demographic trends - age and gender Mobilizing the Community b. trip lengths c. mode of commute d. frequency e. safety and comfort perceptions f. routes frequented g. issues and challenges
This data was captured through on-ground survey – designed as a one-on-one interview. Project partner YLAC anchored this survey.
4. Collating list of projects underway: a. Tender S.U.R.E roads (Margosa road, Sampige road, MKK road, 11th main) b. 6th main as walkable street c. 8th cross for pedestrianisation
These proposals were considered to be leveraged for selection of pilot routes.
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1.4.3. Stage 3: Infrastructure audit
This stage consisted of the following activities:
1. Conducting a walking audit - A walking audit was conducted as a participatory infrastructure audit where participants of different ages and abilities collate following datasets along the entire network: a) Mapping inhibitors and facilitators for walking along the network b) Geo‐located photo database of issues along the network c) Experience‐based inputs along the network
The audit data was used to generate an interactive issue map which acted as site referencing repository for the project duration.
2. Translating audit data ‐ A scoring logic was developed to digest the data collected through audits and surveys and captured through the following maps: a) Inhibitor map – A scoring map of walking pain-points along the network quantifying how conducive are the stretches for walking. b) Facilitator map – A scoring map of cycling supportive stretches along the network quantifying how comfortable it is for walking.
The observations from the walking audit were utilized to identify most viable routes in terms of of making walking infrastructure.
1.4.4. Stage 4: Arriving at pilot route
1. Developing a feasibility framework ‐ The feasibility framework consisted of the following three aspects: c) Inhibitor score d) Facilitator score e) User demand
2. Using the framework to arrive at a pilot route - Using the feasibility framework two routes were considered for piloting.
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2.NETWORK AND FABRIC ANALYSIS
Network and fabric analysis was done by gathering secondary information about network connectivity through space syntax, traffic density, land-use patterns and footpath capacities to identify possible routes for piloting from the whole network available shown in the Figure 12. It helped to understand the nature of urban fabric and filtered out the routes that can be leveraged for walking based on factual data. Methodology of filtering the routes focused on 3 step process.
1. First step was to run a space syntax analysis on the street network of ward 34,45, and 65 of
Malleswaram. The analysis provided qualitative indicators on its spatial connectivity and choice for being the thoroughfare at local and city-wide street network. 2. Upon gathering this understanding, the second step was to cross reference the observations gathered from space syntax with traffic density and one way traffic flows. It was also checked with information from site observations to synthesize why and where people move around in the neighbourhood, and how the street network incentivizes certain choices over the other. 3. Third step was to calculate footpath capacities for all the footpaths in the network and leverage the footpaths with more capacities for piloting.
The resultant routes filtered at every step were taken further into consideration for piloting along with the data gathered from surveys and infrastructure audit.
Figure 12: Identified road network for pedestrianisation
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2.1. Traffic patterns (space syntax, one ways traffic, traffic density)
The proposed network was tested on Space Syntax modelling tool. Space Syntax is a diverse urban planning mode- based tool that analyses urban networks through spatial denomination and configurations. Street network within Ward boundaries was analysed using Space Syntax tool to measure 2 indicators - choice and integration.
In the language of Space Syntax, choice measures how likely is a segment to be passed through all the shortest routes from one spot to all other spot with the entire system. Thus, the path with highest measure of choice is the path/segment most commonly used when traveling from one point to the other in a system. Similarly, Integration is a measure of distance from any space of origin to all others in a system. Thus, the path most integrated in a system is generally the focal spot of the system. This analysis can be run on various scales by defining the radius of the environment to be analysed
Segments with high choice indicators for inter neighbourhood highlights that Margosa road, MKK road and 17th cross are used for throughfare traffic for trips within the neighbourhood and also intra neighbourhood commute. While Sampige road is more important for intra neighbourhood which can also be substantiated with the traffic density shown in Figure 13, Figure 14 which is high. This makes above roads less favourable for pedestrian activity within neighbourhood due to constant throughfare traffic.
Figure 13: Choice (intra- neighbourhood) Figure 14: Choice (inter- neighbourhood)
The traffic density map in Figure 15 further shows that all the conservancy lanes and 6th main, 17th cross, 18th cross have less traffic which makes it conducive for walking and Sampige road, Margosa
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road, 5th cross, MKK road and 13th cross, 9th cross bears most amount of traffic, making it less favourable for pedestrianisation.
Figure 15: Traffic density map of Malleswaram at peak time
Integration as an indicator is synonymous to networks of high visibility corridor with significant commercial footfall. Segments with high integration score were Margosa road, 15th cross, 17th cross as shown in Figure 16 . They are most focal street; without that it is difficult to commute. This is substantiated if we look the traffic flows where Margosa road, Sampige road, 17th and 17th cross are made one way traffic roads. (See Figure 17)
In summary, choice and integration were taken as the qualitative measure for how widely are these segments used as throughfares and how centrally focal are these segments for Ward’s road network? From the perspective of facilitating neighbourhood walking infrastructure, segments with high choice are less conducive for walking sue to traffic conflict and segments high on integration score should be used as it integral for connectivity.
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Figure 16: Integration Figure 17: One-way roads
2.2. Land-use
The land use map helped identify active vs non active street fronts. Active street fronts can be leveraged for walking as they prove eyes on street. Land use map showed private and public street use which helped to understand the movement of people within the neighbourhood. In Malleswaram, the movement is from residential area to commercial area around Margosa road and Sampige road. Therefore, it can be inferred that area between Margosa and Sampige which is highly commercial would have users from outside neighbourhood and area between 8th main and Margosa road which is predominantly residential would have users within the neighbourhood. (See Figure 18)
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2.3. Footpath Widths
Figure 18: Land-use map
Below mentioned are the standards given by (DULT, January 2015), which shows the minimum clear width required for walking on footpath in various land use types. Minimum width is considered to be 1.8 m, which is the width required for two-wheel chairs to comfortably cross each other.
Land use Residential area Mixed use area Commercial area Width of the footpath 1.8 m 3 m 4 m
Table 2: Table showing minimum clear widths of the footpath according to standards given by DULT
Based on this categorisation, map in the Figure 19 shows widths of footpaths across the network. It is important to note that, 8th cross, Margosa road, Sampige road, MKK road, E park and W park road fall under commercial land use and hence the minimum width should be 4m. But as the map shows none of the roads meet these minimum standards, making them less favourable for walking.
8th main which falls under the mixed used land use category, meets the standards of 3m of footpath width. 16th cross, 18th cross, 6th main and 5th main fall under residential land use and has the minimum width of 1.8m, making them favourable for walking.
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MKK road, 9th cross, 6th cross, 13th cross, 17th cross, 4th and 5th main and W park road fall under the category of footpath with width, 1.8 m shown in red. These are not favourable for walking as they do no meet the minimum standard. Conservancy lanes with width s more then 4m are most favourable for walking.
It can also be concluded that out of total network of walking footpath, 42 % of footpaths do not meet minimum standards, this includes the commercial roads not having minimum footpath width of 4m and residential roads not having minimum footpath width of 1.8m.
Figure 19: map showing footpath widths across the network
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2.4. Potential pilot routes
The network and fabric analysis can be concluded to bring out potential routes for piloting. The routes derived out of analysis are shown in 3 categories in the Figure 20. No traffic and wider walking paths with width greater then or equal to 4m is shown in green. All conservancy lanes fall under this category and are most favourable for walking. Second category is low traffic and footpaths with widths of footpaths greater than or equal to minimum standard (1.8m for residential area). 6th main, 9th cross, 7th cross, 12th cross fall under this category and are also favourable for walking. Third category is high traffic with width of footpaths greater than or equal to minimum standard (1.8m for residential area). 15th cross, 17th cross, 18th cross, 5th main come under this category and can also be considered for walking, although they are not highly favourable. These routes can further be analysed based on user demand and infrastructure audit to arrive at final routes.
Figure 20: Map showing potential pilot routes
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3.EVALUATIONG THE STATUS QUO
3.1. Mobility patterns at key destinations
After conducting the network and fabric analysis the project moved into understanding the users and their travel patterns. Destination Surveys were conducted to understand the movement patterns of residents and visitors of the neighbourhood. Owing to the mixed land use of typical neighbourhoods in the city, the surveys were ideated to be destination based to comprehend the diversity of users based on various trip purposes eventually connecting pedestrian-heavy destinations for a pilot.
3.1.1. Intent
The objective of conducting destination survey was to understand mobility patterns of residents and non-residents within the neighbourhood, at identified key destinations arriving from various origin points. The primary mandate is to identify stakeholders currently utilising the walking infrastructure, their issues and how they can be addressed and users who will potentially utilise which will help understand the demand at each destination type.
This survey was built and conducted in collaboration with the YLAC Mobility Champions 2021. The data gathered - such as trip purpose, origins, destinations and qualitative experiences, etc. is intended to influence not only the pilot route selection but also contextual design interventions. Additionally, a conscious effort was to be made towards understanding gender sensitive issues through the surveys.
3.1.2. Survey Design
a) Identifying Destinations and stakeholders
Target groups like students, shopkeepers/ vendors, senior citizens, corporate professionals were identified which included both, residents of Malleswaram and the floating population. The focus of the survey was also to include the insights of women and differently abled persons. The stakeholders were mapped at different locations based on the destinations and purposes of trips conducted
(See Figure
21).
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Figure 21: participant marking frequented destination in Malleswaram
The destinations are shown on a map in Figure 22.
Figure 22: Survey Destinations
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b) Structure of questionnaire
The questionnaire is designed in two segments, for:
a) Existing users: Respondents who walk to make end to end and first and last mile trips are categorised as existing users. It is important to understand their current mobility patterns, challenges, and aspirations to pick out potential routes for the pilot implementation. b) Potential users: Respondents who currently commute through other modes besides walking are potential users. The rationality behind their choice of other modes over walking will help build a case for improvements in the street which shall allow this latent walking demand to be tapped into.
Questionnaire flow
The structure of the survey was a crucial piece for testing. It had to be brief and yet inclusive of all data fields. To make it easier to create in google forms, a framework was created covering all data fields that were required from existing and potential users. (See Figure 23). The following points anchored the survey questionnaire:
a) Origins and destinations b) Route of commute ▪ Time of travel c) Frequency of trip d) Trip purpose e) Modal choice f) Experience of commute g) Causal factor to walk/not walk
Refer to Annexure I for survey form.
Figure 23: Flowchart showing questionnaire flow
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