Redefining Footover Structures - Research Report

REDEFINING FOOT OVER STRUCTURES (Enhancing the Pedestrian Experience)

Name: Simar Paul Roll No. : MD21MDES11007 Guide: Dr. Shiva Ji Word Count: 4490 Words

STRATEGIES FOR SUSTAINABLE DESIGN

Department of Design Indian Institute of Technology, Hyderabad

Acknowledgement

First and foremost I am grateful to the almighty for establishing me to complete this research, keeping in mind the pandemic which had a serious impact on everyone.

I wish to express my sincere thanks to Dr. Shiva Ji for guiding me.I am extremely grateful and indebted to him for his expert, sincere and valuable guidance and encouragement extended to me.

I take this opportunity to record my sincere thanks to all the faculty members of Department of Design for their help and encouragement whenever needed. I also thank my parents for their unceasing support.

I also place on record, my sense of gratitude to one and all who, directly or indirectly, have lent their helping hand in this research.

Table of Contents 1

Introduction

2

Background and Need for Study

3

Problem Statement

4

Objectives

5

Methodology

6

Methodology Framework

7

Research Question

8

Literature Review 8.1

Understanding Pedestrians

8.1.1

Why FOBs?

8.1.2

Walkability

8.2

Study of Pedestrian Movement in Foot Over Bridges

8.2.1

Procedure

8.2.2

Data Collection Sites

8.2.3

Factors Influencing Pedestrian Flow

8.2.4

Results of Study

8.2.5

Conclusions

8.2.6

Key Inferences

8.3

Sustainable and Green Bridge Design 101

8.3.1 8.4

9

Principles of green and sustainable design

Sustainability Rating Systems

8.4.1

Sustainable Priorities for Bridges:

8.4.2

Steel Bridge Advantage

8.4.3

Innovative Design and Steel Grades:

Case Study 9.1

Case Study –I

9.1.1

Design

9.1.2

Completed

9.1.3

Team

9.1.4

Description

9.1.5

SWOT Analysis

9.2

Case Study – II

9.2.1

Design

9.2.2

Completed

9.2.3

Team

9.2.4

Description

9.2.5

SWOT Analysis

10

Pain Points

11

Site

12

Site Analysis

13

Design 13.1

Design Development

13.2

Design Iterations

14

Design Solution 14.1

Existing Site

14.2

Retrofitting

14.3

Redeveloping

14.4

VR Experience

15

Conclusion

16

Way Forward

17

References

Table of Figures Figure 6-1: Research Methodology Framework Diagram Figure 8-1: Walkability Diagram Figure 8-2: Videograpic Mapping and Analysis of Space Figure 8-3 : Table showing details of sections used for pedestrian data collection in different cities Figure 8-4: Diagram highlighting the ESE Principles Figure 9-1: ITO Skywalk Figure 9-2: Peace Bridge Figure 10-1: What makes a great Space Figure 0-1 : Site Location Figure 12-1: Site Zoning and Neighbouring Amenities Figure 13-1: Design Iteration 01 Figure 13-2: Design Iteration 02 Figure 13-1: Grasshopper Script

Simar Paul

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Strategies for Sustainable Design

MD21MDES11007

Introduction

This research study has been conducted as a part of my curriculum at IIT Hyderabad, Masters

in

Design

Program

under

4 

(Psychology in Design)

departmental elective titled Strategies for 

Promoting walkability hence reducing load on vehicular mobility.(Visual Design)

of the hour and should be the way of life, the learning and study conducted during the course

Enhancing pedestrian experience focusing on inclusiveness and equity focused.

the

Sustainable Design. Sustainability is the need

Objectives



Focusing on enhancing 4S’s of the built

had to be implemented via a problem solution

that is Safety,Sustainability,Structure and

in a sustainable way.

Services.(Technology) 

2

Background and Need for

Habitable space for all seasons especially summer.(Material)

Study Started out the study by figuring urban voids that is dilapidated spaces existing in an urban setting. Public, the people play an integral part in any space and hence the need to redefine the urban voids to develop a cohesive yet interactive Public Space which justifies its need. Seeing the accessibility, movement and environmental impact of vehicles in nature it’s imperative to look into the pedestrian flow and movement of users in a given setting. Hence in order to enhance the walkability, redefining and exploring Foot over Bridges would be undertaken in this study.

3

Problem Statement

“Redefining / Retrofitting Foot over Structures for enhancing the Pedestrian Experience.

5

Methodology

Providing and devising a design solution based on key design drivers generated by addressing the objectives of the research via Psychology, Visual Design, Technology and Material advancement respectively for the purpose of this research.

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Strategies for Sustainable Design

Methodology Framework

Figure 6-1: Research Methodology Framework Diagram

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7

Strategies for Sustainable Design

Research Question

Why Pedestrians?

Travelling from A to B

8.1

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Understanding Pedestrians

In India, the pedestrians are highly exposed to vehicular traffic due to the absence or poorly maintained

pedestrian

facilities.

The

 How much time is taken by men to travel?

pedestrians are forced to cross at-grade illegally

 How much time is taken by women to travel?

or use the carriageway which leads to

 How much time is taken by men with load to

interaction between pedestrians and motorized

travel?  How much time is taken by women with load to travel?

Conversion Rate

traffic. World Health Organization, (2015) reported that pedestrians account for 22% vulnerable road user accidents. Similarly, as per N.C.R.B. Report (2015), majority of the pedestrian accidents took place in Kolkata

How many see the foot over and restrain from

followed by Faridabad (SITE). Mohan et al.

using it?

(2015) also reported that more than 40%

Measuring Design Usability (SUS Analysis)

pedestrian fatalities took place in Bengaluru, Kolkata and Delhi. [1]

Analyzing how effective is the path traverse, experience through the space

8.1.1 To

8

Literature Review

Why FOBs? prevent

such

calamities

and

allow

pedestrian free and easy access, grade

 Understanding Pedestrians (Psychology)

separation in the form of overpass or underpass

 Study of Pedestrian Movement in Foot over

is of utmost importance. The Foot over bridges

Bridges (Psychology)  Sustainable and Green Bridge Design 101 (ESE Standards)  Sustainability Rating Systems for Pedestrian Bridges. (Material)

(FOBs) are such grade separated pedestrian facilities which allow easy access from one side of the road to the other, without exposing the pedestrians to any safety related issues. Some of the major benefits of providing proper elevated pedestrian facilities are safety and security to the pedestrians, along with smooth motorized traffic movement (without any interaction with pedestrians) and also low consumption of air pollution.

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8.1.2

Strategies for Sustainable Design

Walkability

8.2

Impacting Environment, Economy & health.

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Study of Pedestrian Movement in Foot Over Bridges

Improving walkability in cities is a powerful

In India due to rapid urbanization and increased

way to reduce emissions, while improving the

traffic on roads the pedestrian causalities have

quality of life for residents.

increased tremendously in last two decades

To achieve increased walkability, pedestrians

which necessitate the provision of exclusive

must feel compelled to walk downtown. This

facilities for pedestrians such as foot over

means shifting focus away from cars by

bridge (FOB), footpaths and walkways. FOB

replacing multilane streets with bike lanes and

plays an important role in improving pedestrian

walkways.

safety in busy and high traffic areas.

Pedestrian’s characteristics like speed and

Keeping the pedestrian out of danger should also be a priority. That includes building welllit and tree-lined sidewalks and safe pedestrian crossings.

Implementing

traffic

calming

measures can also improve pedestrian safety.

flow are the essential parameters in designing the FOB along and across the road. Such studies help in framing the design guidelines of FOB for

different

demands

of

pedestrian

movements.[2] Walking is the most efficient and effective traditional approach among the other available transportation modes to reach a shorter destinations directly or after using other modes.

The pedestrian’s characteristics like walking speed, speed, flow, etc. are important parameter in a study of function, design and provision of pedestrian facilities. Pedestrian flow data provides key evidence about the potentials and problems of a site as major planning decisions, such as the location of commercial land uses or

Figure 8-1: Walkability Diagram

transport

facilities.

Locations

with

high

pedestrian and traffic volumes generally requires dedicated pedestrian walking facilities like sidewalks, foot over bridge (FOB), etc. For safe pedestrian movement.

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Strategies for Sustainable Design

Pedestrians walking speed and movement

•

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Moreover, t-test and ANOVA test were

characteristics varies depending upon the type

performed to understand whether there

of facility and its geometric characteristics.

existed any significant difference between

This necessitates the dedicated studies for all

the different pedestrian categories.

different types of pedestrian facilities. The objective of this study is to analyze different pedestrian characteristics like flow, speed, density and area module, etc. and establish relationships

among

these

fundamental

characteristics. Further the impact of different

8.2.2 •

Ultadanga (Kolkata)

•

Marathahalli (Bengaluru)

•

Maligaon (Guwahati)

•

ITO (New Delhi) 8.2.3

pedestrian characteristics (like age, gender, luggage, etc.) on their walking speed.

The videograpic survey method was used to capture the pedestrian movement data over two foot over bridges located in busy commercial locations at Ultadanga (Kolkata), Marathahalli (Bengaluru), Maligaon (Guwahati) and ITO (New Delhi). The data were collected during peak hours on weekdays for approximately

Data Collection Sites

Factors Influencing Pedestrian Flow

•

Type of Facility

•

Flow

•

Speed

•

Density

•

Area Module

•

Age

•

Gender

•

Luggage

three hours. The video camera was fixed on a tripod stand at the height of approximately 5m from the ground. The rectangular trap length was fixed between 10-12m and the effective width for all locations ranged between 1.573.4m. The effective width was calculated after deducting the buffer/ shy away distance from the total width.

8.2.1 •

Procedure

Radar charts and box plots were used to predict the mean and median speed of pedestrians based on gender, age and luggage.

•

Probability density functions were also used to understand the speed variation among the different categories of pedestrians.

Figure 8-2: Videograpic Mapping and Analysis of Space

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8.2.4

Results of Study

8.2.5

Conclusions

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Figure 8-3 : Table showing details of sections used for pedestrian data collection in different cities

a) Overall mean speed walking speed of the

c) The difference in speed between

pedestrians of different groups at Ultadanga

pedestrians carrying luggage or not

(site 1) and ITO (site 4) was more than the

carrying luggage, had had a low impact

pedestrians at Marathahalli (site 2) and

on the walking speed of the pedestrians

Maligaon (site 3). This shows that the general

in all the cities, as pedestrians at

tendency of the pedestrians in Kolkata and New

commercial regions generally tend to

Delhi was to walk at higher speed under

walk with the crowds at similar

different age, gender and luggage categories in

walking speeds in presence/absence of

comparison to the pedestrians at Bengaluru and

luggage to reach their destinations

Guwahati cities.

(refer Figure 4 and 7). Also, the

b) The male pedestrians were observed to have higher median speed than their female counterparts for all the four locations (Figure 3a). Also, the male and female pedestrians at Kolkata (site 1) and New Delhi (site 4), have higher median speed than their counterparts at sites 2 and 3.

pedestrians with luggage at all the sites (other than site 4) had 5-6 m/min higher speeds, both under low and high walking speed ranges.

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d) The pedestrians in the age category of 23-45

h) The highest observed flow rate was at

years had the highest median speeds in

Maligaon (~42 ped/min/m), while

comparison to the other age categories for

lowest was observed at sites 2 and 4

all the sites. Such an observation is quite

(~14 ped/min/m)

obvious as the foot over bridges are located in commercial locations, where majority of the pedestrians are expected to be in the age category 23-45 years working professionals and they generally to move at higher walking speeds to commute between their places of work. e) The adult pedestrians (age category 23-59

8.2.6

Key Inferences

a) Gender: Overall walking speed of men greater

than

women.

(Female

Pedestrians avoided using FOBs due to poor security and accessibility, along with the presence of vendors found that the presence of beggars and shops at commercial

locations

made

them

years) for both Ultadanga (site 1) and ITO

insecure and prevented them from using

(site 4) had considerably higher speeds than

the facilities, carefully accessing the

the pedestrians in the same age category at

space resulted in lower speeds than

sites 2 and 3. The reason for lower speed at

usual.)

Maligaon could be due to the effect of the lower available walkable width. f) The result of t-test and ANOVA single factor statistical tests also showed that other than pedestrians with/ without luggage at site 4, there existed significant difference between the different pedestrian categories based on gender, age and presence/ absence of luggage (refer Tables 2 and 3).

b) Age: Age, gender impacting walking speed hence the need to use such structure. (It was seen the use of the bridges decreased with the increase in age) c) Luggage: Pedestrians having luggage had higher speeds. d) Lighting: Foot over facilities were highly competent to ensure safety to the pedestrians,

g) The observed density for locations 2 and 4 were quite low (~0.21 ped/m2), while at

yet

convincing

the

pedestrians to use such facilities was extremely difficult.

sites 1 and 3 the observed density values

e) Psychology: Getting Lost; Factors such

were 0.30 ped/m2 and 0.80 ped/m2

as familiarity with the area and time

respectively. The highest observed density

saving

at Maligaon was due to high pedestrian flow

influencing pedestrians to use the

and low available walkable width (refer

bridges.

Figure 12 a to d). The free flow speeds were observed to be between 88-93 ped/min.

were

important

parameters

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8.3

8.3.1

decades, the world has been moving toward



Principles of green and sustainable design If possible, it should make a positive impact

solutions that are environmentally friendly and

on

sustainable. It has also significantly impacted

surrounding

how bridges and related infrastructure elements

experience it.

designed,

built,

maintained,



the

environment, it,

and

the the

community people

who

It supports multiple forms of transportation

decommissioned, and replaced. Green and

(if needed by the local community) in an

sustainable bridge design means different

efficient way. (It should avoid the need to

things to different people, companies, and

develop multiple structures to support

agencies. They are two different things,

different types of vehicles, such as bicycles,

however, and both must be leveraged on

cars, and trains. It should also incorporate

projects to be effective.[3]

other uses, including utility transport, when possible.)

Green design, often referred to as green architecture, is an approach to building bridges



It must keep the ecological balance within the

and other structures that minimizes harmful

planet’s ability to absorb its consumption of

effects on the environment and human health

non-renewable resources and emission of

and well-being. The architect or designer takes

waste.

extra steps to protect the air, water, earth,



It should limit use of land and effect on the

humans, and wildlife by choosing eco-friendly

natural environment, including its potential

building materials and using construction

impact on climate change.

practices that minimize environmental and 

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Sustainable and Green Bridge Design 101

Going green has become a fact of life. For

are



Strategies for Sustainable Design



Environmental issues should be considered

human health impact.

throughout

Sustainable design, also referred to as

construction process, while it is in use and

environmental design,

being maintained, and finally, when it is

environmentally sustainable

design,



during

the

It must be affordable to build, operate, maintain, repair, and replace.

philosophy that focuses on social, economic, and ecological.

lifespan:

replaced or demolished.

or

environmentally conscious design, is a design

its



The bridge should sustain itself economically and potentially generate revenue for its owner and the community surrounding it.

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8.4

Strategies for Sustainable Design

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Sustainability Rating Systems

Similar to LEED certification for buildings,



Being economical in terms of their entire

emerging sustainability initiatives for roads

lifetime, including decommissioning, and

and bridges are slowly picking up speed across

also considering the effects of user

the nation. Yet, there is no current widely

disruption

accepted standard or practice for rating green

maintenance.

roads. Still, bridge owners and designers are



during

construction

and

Meeting social priorities, considering

beginning to consider sustainable design details

both the construction workers, and the

and construction options when updating our

people living near to and using the bridge.

nation’s infrastructure.

The

Federal

Highway



Minimizing environmental impact in terms of carbon dioxide emissions and

Administration

embodied energy during fabrication and

(FHWA) is committed to developing a more

construction and ensuring as many bridge

sustainable infrastructure. In 2012, FHWA

components as possible are recyclable and

launched INVEST (Infrastructure Voluntary

preferably reusable at the end of the

Evaluation Sustainability Tool). INVEST is a

bridge’s life.

web-based self-evaluation tool which covers the full life cycle of transportation services,

8.4.2

including system planning, project planning,

Steel is widely used around the world for the

design and construction, and continuing

construction of bridges from the very large to

through operations and maintenance.

the very small. It is a versatile and effective

FHWA has also spearheaded numerous efforts

material that provides efficient and sustainable

to address and advance sustainability ranging

solutions. Steel scores well on all the

from projects to mitigate climate change

sustainability priorities, including:

impacts, to initiatives that promote sustainable



Steel Bridge Advantage

Economics: Due to the light weight of

pavements and improve safety, to developing

steel, cost savings can be significant:

tools to better assess the benefits and costs of

smaller abutments, use of local crews, fast

transportation investments.[4]

installation, lighter equipment – when you

8.4.1

add them all up, steel provides significant

Sustainable Priorities for Bridges:

Similar to buildings, sustainable development requires a balancing of environmental, social and economic demands for bridges. Bridges can satisfy these three sustainability priorities by:

cost savings. Furthermore, steel causes little disruption during construction with prefabricated options.

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

Strategies for Sustainable Design

Environmental: Steel is the most recycled

Galvanized steel bridges - Can protect

material in the world. More steel is recycled

against corrosion for up to 100 years.

every year than paper, glass, aluminum and

According

plastic

a

maintenance of bridges can be reduced by

disassembled bridge can be used again for

50 percent with galvanizing. The American

another project. Steel’s high strength-to-

Galvanizers Association developed a Time

weight ratio coupled with a low carbon

to First Maintenance Chart to provide a

footprint results in an overall reduction of

visual representation of the approximate

the embodied carbon of a typical structure

time to first maintenance in years for batch

compared to other framing materials. Simply

hot-dip galvanized steel.

combined.

Plus,

steel

from

stated, waste and environmental impacts are 

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

to one

study,

the

future

Weathering steel is a high-strength, low-

minimized when steel is used.

maintenance, and cost-effective solution to

Social: Every bridge project needs to be

extend the life of a steel bridge – up to 120

designed for the society is it serving. A bridge

years. It is a widely used corrosion

must not only serve the current population, but

protection system and performs well when

should be built with a material that can serve

detailed properly and used in the proper

future generations. Steel bridges can be

location and environment.

strengthened and adapted if the need arises in



ASTM A709 Grade 50CR is highly

the future to address increased live loadings,

corrosion-resistant steel which performs

new live loadings, roadway widening, or other

extremely well in corrosive environments.

changes in configuration. Other materials do

A research report sponsored by the U.S.

not have the same adaptability and often

Department of Transportation indicates

require replacement for new loadings or

that

changes in configuration.

considerable economic and sustainability

8.4.3 

using

A709-50CR

can

achieve

benefits. A709-50CR has the ability to

Innovative Design and Steel Grades:

positively impact the current practice of Steel press-brake tub girders - Were introduced several years ago to simplify

bridge

maintenance

and

significantly

extend the service lives of steel bridges.

and speed the construction of a short span bridge.

Experts

have

placed

a

life

expectancy of 100 years or more for this innovative bridge system.

Figure 8-4: Diagram highlighting the ESE Principles

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9

Strategies for Sustainable Design

Case Study

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The project defies the solidity of the

ITO Skywalk, New Delhi – Similarity in terms

surroundings and is conceived as a serpentine

of context

tube, coiling around major intersections. The

Peace Bridge, Canada – Iconic Design

program called for a unified response to the area’s

9.1 9.1.1

Case Study –I

burgeoning

commuter

concerns,

especially at the ITO Crossing and the ‘W’ Point

Design

Junction,

which

sees

maximum

pedestrian traffic throughout the day. A

2017

network of public transport systems including 9.1.2

Completed

the two metro stations, Tilak Bridge railway

2018 9.1.3

station, and various DTC bus stops are major hubs that mobilize traffic flow in the area,

Team

Principal Architect: Ar. Goonmeet Singh

especially during rush hour. The design

Chauhan

paradigm traced this flow and came up with a

Design Team: Ar. Anuj Prabhakar Team

safety mechanism in the form of a skywalk at

Photography Credits: Andre J Fanthome

‘W’ point and a foot over-bridge at Hans Bhawan. The skywalk was designed to not just

9.1.4

Description

fulfil its utilitarian purpose of serving as a

The newly minted ITO Skywalk, a foot over-

medium of mobility, but also to establish itself

bridge in New Delhi, connecting four

as a landmark within the city.[5]

principal streets offers a ground-breaking solution to decongest and facilitate safe and

9.1.5

seamless pedestrian flow amidst the heart of the

9.1.5.1

city. Roughly 535m long, it spans across Sikandar Road, Mathura Road, Tilak Marg, and Bahadur Shah Zafar Marg, while catering to the ITO as well as Pragati Maidan Metro stations.

Being Delhi’s longest skywalk, this integrates numerous nodes in one of the busiest stretches of the metropolis, that sees office goers commute to various corporate and government buildings in the vicinity such as the ITO, Police Headquarters, PWD Office, Supreme Court,

Headquarters, GST DDA Vikas Minar

,Lady Irwin College amongst others.

SWOT Analysis Strengths

 Connecting 4 Major streets for seamless pedestrian connectivity.  Delhi's longest Skywalk, integrating numerous nodes.  Aesthetic appeal; Eye catching.

9.1.5.2

Weakness

 Low Footfall  Hefty Expenditure spent on the project.  Deserted usage during peak hours thinking would take more time.

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People would wait as cross links and heavy

Calatrava, opening to the public in 2012. Often

traffic zones, susceptible to being hit as well,

known as "Finger Trap Bridge" due to its

still won’t prefer skywalks.

visual similarity to the finger trap puzzle, the

9.1.5.3

bridge accommodates roughly 6,000 people a

Threats

Forceful blocking their access to redirect to the skywalk for use, not resulting a seamless movement for the pedestrians.

9.1.5.4

Opportunities

don’t prefer level changes and if so a smooth transition is required.  Playing with psychology regarding the amount of time required to traverse from A to B.

9.2.1

impact, Peace Bridge operates with no piers in the water and a restricted height, due to the vicinity of the City/Bow River Heliport.

 Pedestrians prefer to be on the same surface and

9.2

day. Designed to have a minimal ecological

Case Study – II

Designed to allow barrier-free access for people of all mobility types with comfortable and secure lighting throughout, Peace Bridge is a departure

from

the

architect’s

typical

asymmetric designs which also incorporates the colors of the Canadian flag.

The bright red bridge will span 130 meters and its helix design lacks the soaring masts, steel

Design

cables and asymmetrical design typical of a

2010

Calatrava project. Since the bridge is for 9.2.2

Completed

pedestrians and cyclists, separate paths will be

2012 9.2.3

incorporated so each can enjoy his journey over the bridge comfortably. The bridge will also

Team

Principal Architect: Ar. Santiago Calatrava

be covered in glass allowing Canadians to use the bridge throughout the year. The

9.2.4

Description

bridge’s tubular form is a successful design

Peace Bridge in Calgary, Alberta, Canada was designed

by

Spanish

architect

Figure 9-1: ITO Skywalk

Santiago

solution as it could not have piers in the riverbed or vertical elements.

Figure 9-2: Peace Bridge

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9.2.5 9.2.5.1

Strategies for Sustainable Design

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SWOT Analysis 9.2.5.4

Strengths

No piers in waters seeing the ecological impact.

Opportunities

Can cover the bridge with glass or any suitable material with effective embodied energy.

Incorporating colors of Canadian National Flag; more for locals to relate and help in

Separate paths within the bridge needs to be

national building being a symbolic structure.

relooked and designed for pedestrians and

9.2.5.2

cyclists separately

Weakness

Needs to be covered to become usable for all

10 Pain Points

seasons/climate.



Road Safety | Enhancing Crossings

Mixed movement of pedestrians and cyclists



Uplifting Dingy - Dilapidated Space

resulting in halts and not a seamless movement



Crime Zone

experience



Poor Lighting - Shady



Claustrophobic - Closed



Less Interactive



No Pause Points | Stop Zones

9.2.5.3

Threats

Extremely low restricted height due to vicinity of a nearby zone for helipad landing.

Figure 10-1: What makes a great Space

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11 Site

Figure 0-1 : Site Location

12 Site Analysis 

Neighbourhood Amenities – 

Presence of Mall in near vicinity.



Metro Station at a distant from the location.



Edge - Green zone at the edge of the space.



Connectivity – Located on Main Mathura Road / Chennai Delhi Highway for people going from Faridabad to Delhi to switch to nearest metro station nearby or wanting an auto.

Figure 12-1: Site Zoning and Neighbouring Amenities

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13 Design 13.1 Design Development Creating a surface generated out of various geometries, each geometry having a peculiar role, emotion, impact associated with it which in turn altering and deciding the experience felt when experience that space.

13.2 Design Iterations

Figure 13-1: Design Iteration 01

Figure 13-2: Design Iteration 02

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Figure 0-1: Grasshopper Script

Figure 0-2: Form Generation via Script

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14 Design Solution Developing the cues from design development and iterations done, preparing 2 solutions i.e. 

Retrofitting and enhancing the existing structure the ways and the means.



Redeveloping the structure and incorporating more human interacting and enhancing quality of space.



Also a VR Experience of the space would be created in order to see and feel the difference in the space before actually implementing for construction.

14.1 Existing Site

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14.2 Retrofitting

Strategies for Sustainable Design

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14.3 Redeveloping

14.4 VR Experience VR Experience of the space as developed in the software Enscape3D.

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15 Conclusion An attempt to break the monotony of the FOBs and creating an experience to promote walkability and reduce road accidents caused due to heavy vehicular usage.

Retrofitting the earlier structure with possibilities of improvement in domains like lighting, habitability and thus in turn activating the space. Installing flexible active seating options in form of used tyres and using old globes as lighting shells to enhance and notch up the interactivity.

Redeveloping the transition segment of the FOB, making it more interactive (Varying Shapes attach and lofting them attaches different emotions while translating to the shapes devised in different geometries), Improving the lighting systems in turn enhancing the safety and visibility thus promoting the usage, instilling green systems in the structure making the place habitable and can tackle all climatic conditions, adding pause points and active seating arrangements

16 Way Forward More form based geometry explorations can be done and stimulated via certain parameters of critical importance and then best possible design solutions can be further explored.

17 References [1] A. Banerjee and A. K. Maurya, “A comparative study of pedestrian movement behavior over foot over bridges under similar land-use type,” Transportation Research Procedia, vol. 48, pp. 3342–3354, 2020, doi: 10.1016/j.trpro.2020.08.119.

[2] U. Chattaraj, M. K. Biswal, and J. B. Das, “12th conference on Transportation Planning and Implementation Methodologies for Developing Countries (12th TPMDC) Abstract Number - 92 Studies on Three Dimensional Pedestrian Motion on Railway Foot over Bridge,” p. 7.

[3] “Planning and Designing Transport Systems to Ensure Safe Travel for Women,” International Transport Forum Discussion Papers 2014/04, Apr. 2014. doi: 10.1787/5jz40rjgtjxx-en.

[4] J. M. P. Q. Delgado, Ed., Building Pathologies and Acoustic Performance, vol. 18.

Cham: Springer International Publishing, 2021. doi: 10.1007/978-3-030-71233-4.

[5] A. K. Maurya, “Received: 7 August 2015 Accepted: 13 September 2015 Published: 9 October 2015,” p. 15.