Enhancing Walkibility in Hilltowns l Dharamshala l NIT Hamirpur by Tanshul Saini

ENHANCING WALKABILITY IN HILLTOWN OF DHARAMSHALA

B.Arch. Dissertation

BY TANSHUL SAINI (ROLL NO. 16613)

DEPARTMENT OF ARCHITECTURE NATIONAL INSTITUTE OF TECHNOLOGY HAMIRPUR (H.P) â&#x20AC;&#x201C; 177005, INDIA June 2020

ENHANCING WALKABILITY IN HILLTOWN OF DHARAMSHALA DISSERTATION

Submitted in partial fulfilment of the requirements for the award of degree Of

BACHELOR OF ARCHITECTURE By

TANSHUL SAINI (ROLL NO. 16613) Under the guidance Of AR. NEETU KAPOOR

DEPARTMENT OF ARCHITECTURE NATIONAL INSTITUTE OF TECHNOLOGY HAMIRPUR (H.P) â&#x20AC;&#x201C; 177005, INDIA

NATIONAL INSTITUTE OF TECHNOLOGY HAMIRPUR (H.P) DEPARTMENT OF ARCHITECTURE

CERTIFICATE

This is to certify that that this dissertation report entitles “Enhancing walkability for hill town of Dharamshala” has been submitted by Ms. Tanshul Saini (Roll No. 16613) in the partial fulfilment of the requirements for the award of the Bachelor’s degree in Architecture for the session 2016-2021.

RECOMMENDED BY:

EXTERNAL EXAMINER:

ACCEPTED BY-

Dissertation guide DEPARTMENT OF ARCHITECTURE DATE:

Head of Department DEPARTMENT OF ARCHITECTURE DATE:

DISSERTATION REPORT 2020

Enhancing walkability for Hilltown of Dharamshala

DISSERTATION GUIDE:

SUBMITTED BY:

AR. NEETU KAPOOR

TANSHUL SAINI 16613

CANDIDATE’S DECLARATION

I hereby certify that the work which is presented in the project titled “ENHANCING WALKABILITY FOR HILLTOWN OF DHARAMSHALA”, in the partial fulfilment of the requirements for the award of the DEGREE OF BACHELOR in ARCHITECTURE and submitted in Department of Architecture, National Institute of Technology, Hamirpur, in an authentic record of my own work carried out during a period from January 2020 to June 2020 under the guidance of AR. NEETU KAPOOR, Lecturer, Department of Architecture, National Institute of Technology, Hamirpur. The matter presented in this project report has not been submitted by me for the reward of any other degree of this or any other Institute/University. TANSHUL SAINI This is to certify that the above statement made by the candidate is correct to the best of my knowledge.

Date:

AR. NEETU KAPOOR Lecturer Department of Architecture NIT Hamirpur

The Project Viva Voce Examination of TANSHUL SAINI has been held on………………………

Signature of Supervisor(s)

Signature of External Examiner

ACKNOWLEDGEMENT

On the very beginning of this report, I might want to broaden my earnest and sincere commitment towards all personages who have helped me in this undertaking. Without their dynamic direction, help, collaboration and support, I would not have made progress in the thesis. I am exceedingly obliged to my guide, Ar. Neetu Kapoor for his direction and steady supervision and in addition for giving vital data with respect to the undertaking and furthermore for their help in finishing the task. I am amazingly grateful and pay my appreciation to my Head of Department, Dr. I.P Singh. I would like to thank our Dissertation Co-coordinatorâ&#x20AC;&#x201C; Dr. Aniket Sharma, Assistant Professor for his constant efforts and support that made this journey successful. I stretch out my appreciation to NIT HAMIRPUR (H.P.) for giving me this opportunity. Finally yet not slightest appreciation goes to the greater part of my companions who i

specifically or in a roundabout way helped me to finish this exploration report. i

Table of Contents CHAPTER 1 ............................................................................................................... 12 INTRODUCTION...................................................................................................... 12 1.1 BACKGROUND ................................................................................................ 12 1.2 DEFINING WALKABILITY ............................................................................ 12 1.3 PEDESTRIANISATION ................................................................................... 14 CHAPTER 2 ............................................................................................................... 15 PEDESTRIANISATION: HISTORY, EVOLUTION & BENEFITS................... 15 2.1 HISTORY OF PEDESTRIANISATION ........................................................... 15 2.2

EVOLUTION OF STREETSCAPE DESIGN FOR PEDESTRIAN ............ 16

2.3 BENEFITS OF PEDESTRIANISATION .......................................................... 18 2.3.1 ENVIRONMENTAL IMPACTS: ............................................................... 18 2.3.2 ECONOMICAL IMPACTS: ....................................................................... 18 2.3.3 HEALTH IMPACTS: .................................................................................. 19 CHAPTER 3 ............................................................................................................... 20 CONCEPT OF PLACES ........................................................................................... 20 3.1 SENSE OF PLACE: ........................................................................................... 20 3.2 PERCEPTION OF PLACE: ............................................................................... 21 3.3 SENSE OF COMMUNITY: .............................................................................. 24 CHAPTER 4 ............................................................................................................... 26 STUDY AREA ............................................................................................................ 26 4.1 OVERVIEW....................................................................................................... 26 4.2 WALKABILITY ISSUES IN THE STUDY AREA ......................................... 28 4.3 LIST OF PARAMETERS .................................................................................. 29 4.3.1 DENSITY .................................................................................................... 29 4.3.2 CONNECTIVITY........................................................................................ 30 4.3.3 LANDUSE PATTERN................................................................................ 31 4.3.4 CLIMATE INFLUENCE ............................................................................ 31 4.3.5 TRAFFIC AND SAFETY MEASURES ..................................................... 32 CHAPTER 5 ............................................................................................................... 33 SWOT ANALYSIS .................................................................................................... 33 5.1 STRENGTHS: .................................................................................................... 33 5.2 WEAKNESSES ................................................................................................. 34 5.3 OPPORTUNITIES ............................................................................................. 35

5.4 THREATS .......................................................................................................... 35 CHAPTER 6 ............................................................................................................... 37 LITERATURE STUDY............................................................................................. 37 MALL ROAD SHIMLA .......................................................................................... 37 CHAPTER 7 ............................................................................................................... 38 SOLUTIONS .............................................................................................................. 38 7.1 USE OF STREETS IN ACCORDANCE TO WIDTH ...................................... 38 7.2 PEDESTRATIONATION OF STREET (UPPER STRETCH) ......................... 38 7.3 OTHER SOLUTIONS ....................................................................................... 39 CHAPTER 8 ............................................................................................................... 40 REFERENCES ........................................................................................................... 40

TABLE OF FIGURES

Figure 1: Aspects of walkability Figure 2 Pedestrianisation in early stage Figure 3 Sketch by Leon Batista Figure 4 Map of Dharamshala Figure 5 Demographics of Dharamshala Figure 6 Population Growth of Dharamshala Figure 7 Detailed area of Kotwali stretch Figure 8 Traffic due to road congestion Figure 9 No public amenities and lack of pedestrian infrastructure Figure 10 Density of Dharamshala Municipal Corp. Area Figure 11 Density of Kotwali Figure 12 Map showing public transport nodes Figure 13 Map showing public transport nodes of Kotwali stretch Figure 14 Map showing Land use pattern of Dharamshala and Kotwali (detailed) Figure 15 Monthly precipitation chart Figure 16 Street during rainy day Figure 17 Vehicular count at specific points in city Figure 18 No safety measures for pedestrians Figure 19 Map of mall road Figure 20 view of mall road Figure 21 Usage of streets according to width Figure 22 : Pedestrianisation of Kotwali Market Figure 23 Parking sign Figure 24 Bifurcation sign Figure 25 Elevation Shimla mall road

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comfort for the city dwellers while

CHAPTER 1

traveling as well as cleanliness and i

INTRODUCTION

transparency in mobility by reducing i

street

Aim

congestion,

street

pollutions,

vehicle fuel cost and road fatalities. i

The aim of this study is to improve the

Present motorization and urbanization in

walkability of the town for better

Indian cities, resulting in reduced

pedestrian use experience through street

mobility and increasing hazards, has

redevelopment

thrown a challenge to the planners and

decision makers in favour of conversion i

Objective

of motorized cities to walkable cities. In i

this paper, the prospects for walkability

The objective of this study is to:

and related issues has been analysed and

➢ Define walkability through parameters ➢ To list walkability issues in Dharamshala ➢ To discuss parameters in the study area ➢ To refer a case study based on topic

discussed for Dharamshala city. i

1.2 DEFINING WALKABILITY Walkability is the extent to which the built i

envionment supports & encourages i

walking by providing for pedestrian i

comfort & safety

Scope

The concept of walkability supports

The dissertation focuses on walkability

urban

and its parameter used in analyzing an

planning

processing

through

considering important quantitative and

area for better pedestrianisation.

qualitative aspects of walking in cities.

1.1 BACKGROUND

Walkability provides a foundation for a i

sustainable city. The effectiveness of i

sustainable city. The effectiveness of

walkability is linked with socioeconomic,

environmental and psychological issues.

environmental and psychological issues. i

Walkability provides safety, security and i

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comfort for the city dwellers while

TYPES OF

traveling.

PEDESTRIANISATION:

Present motorization and urbanization in Indian cities, resulting in reduced i

mobility and increasing hazards, has

decision makers in favour of conversion i

have

three

kinds

pedestrianisation:

1. Full time pedestrian streets: In this design arrival of vehicles into street is i

fully forbidden and usually services are in

of motorized cities to walkable cities. i

can

thrown a challenge to the planners and i

the back of street. In most cases only i

emergency service vehicles are allowed

to enter. i

2. Part-time Pedestrian Streets: Parti

time pedestrian streets are those where i

vehicular access is allowed only in i

specific periods. There is no on-street i

parking spaces allowed but however i

loading bays are available. i

3. Traffic Calming Streets: The third Figure 1: Aspects of walkability Source: institute of city planning and urban design

form of pedestrianisation is traffic calming streets. They serve to reduce the dominance and speed of road vehicles. i

1.3 PEDESTRIANISATION

There are no restrictions to vehicle access, i

but footpaths are widened and parking

spaces are reduced. Various traffic

place, particularly in cities which have the

calming measures are used to slow down

added charm of a pleasant climate that

the speed of vehicles. They include speed

makes a refreshing activity for both health

tables, narrower traffic lanes and use of

Pedestrianization is becoming important i

in view of enhancing the attractions of a i

and leisure purposes. i

different road textures and colours to i

remind drivers that they are within traffic i

calming zones. i

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influenced the development and design of

CHAPTER 2

a city. It is important to examine the shift i

PEDESTRIANISATION: HISTORY, EVOLUTION & BENEFITS

i i

in organic cities to planned cities as this i

became the point in time in which the i

debate on what is successful streetscape design arose. In the fifteenth century, Italian architect

2.1 HISTORY OF PEDESTRIANISATION

Leon Battista Alberti was one of the first i

scholars to acknowledge the differences i

in street forms and the resulting influence i

form has on the function, physical climate i

and opportunities for social interaction i

within streetscapes. During this time i

there was a conscious shift in city form, i

from the grid plan, to the planned city. In i

i i

the late 1880s, philanthropist Ebenezer i

Howard responded to the deplorable i

living conditions of London with the i

Figure 2: Pedestrianisation in early stage

topography,

political i

It did however

forefront. Land use zoning, population i

densities and building heights became i

statutory regulations that would protect i

people

from the poor practices that i

resulted in the slums of the 1880â&#x20AC;&#x2122;s. The i

and

i i

form of todayâ&#x20AC;&#x2122;s modern city is a direct i

underlying structures that subconsciously i

religious beliefs of the time were the i

climate

influence the creation of the modern city

rather the way cities grew to be. The i

where orderly development was at the

or a deliberate result of planning, but i

power at the time.

topography of the region, was not a choice i

acceptable to the majority of those in

buildings were built based on the i

organic city form, where roadways and i

i i

early years, prior to the modern period, i

operative ideal however it was not

social success of our communities. In the i

economically feasible nor ideologically

component in the physical design and i

modern era, streets continue to be a vital i

organic city to the wide motorways of the i

Garden City. The Garden City was the co-

From the narrow winding roads of the i

creation of an entirely new city plan, The i

result of the implementation of statutory i

Page | 15

regulations as well as the impact of the

offered the best protection from the

automobile. City planners and engineers

elements

shifted their focus from pedestrian

opportunities for individuals to interact

movement.

within what he termed a “healthy and

and

OF DESIGN

PEDESTRIAN

additional

pleasant” atmosphere. The resulting form i

contributed to the sociability of the street. i

This street form can still be found today in i

FOR

provided i

STREETSCAPE

2.2 EVOLUTION

many European cities where winding i

streets with homes and storefronts, are a i

common occurrence. In the early 1600s i

i i

newly established North American cities i

tended to follow an industrial based grid i

plan that favored military rather than i

Figure 3: Sketch by Leon Batista

social development. Religious, political i

and cultural influences took a secondary i

role

Hippodamus of Miletus is often regarded i

urban

i i

grid provided the most effective means to i

divide land up into parcels for sale and i

also provided predictability for the flow i

of goods and services. i

to keeping streets “narrow and turned”, he

argued that there were health benefits

city’s form. The geometric pattern of the

thought to the design of streets. Alberti

military

Leon Battista Alberti gave considerable

leading force behind the creation of a i

not until the 1500s that Italian architect

planning;

founder of the grid plan, however it was

advancement and movement became the i

as the father of urban planning and the

The resulting i

preoccupation with the market place and

observed that the widening of streets

the neglect of the human condition led to

overcrowding, pollution and disease. The

“made the city hotter”, and therefore less i

healthy). He also noted that “in narrow

failure of the grid system to support

winding streets the air is more refreshing

positive social interaction and provide for

a healthy environment, would eventually

and the force of stormy blasts will be

lead to the establishment of utopias, the

broken. Alberti expressed his concerns

ideal community and suburbs.

i i

and some sun will reach all the houses, i

with the way in which form can influence i

In the mid nineteenth century, in response i

to the failures brought about by the grid i

street. He felt that narrow winding streets

an individual’s experience within the

Page | 16

plan, there was a shift to the deliberate i

planning

organic,

landscapes.

picturesque

housing was built on green-field sites on i

the periphery of the city. i

With the

Further motivation for

development of the Tube, workers were

planners to create a new city form came

able to live in the suburbs and commute to

from the impoverished social conditions i

of the 1880s in London England. It is i

i i

city, new issues in the countryside were i

soon to arise. As life in the countryside i

i i

was established, the region soon became i

“…racked by agricultural depression and i

The best solution leaders resorted to at

it offered neither sufficient work and

the time was slum clearance.

This

wages, nor adequate social life” . As a

process of slum clearance rid the city of

result of the perpetuating social issues

dilapidated

found in both the city and countryside, it

buildings

but

turn

displaced 100,000 people. i

1880s persisted. i

Ebenezer

Howard,

philanthropist of the time, felt there were i

many injustices within his society and

became preoccupied with the origins and i

causes of the poverty that surrounded i

him. Howard believed that democracy i

the same problems that existed in the early i

housing was not sufficient and many of i

necessary.

i i

class poor, however the new form of i

housing was being built for the working i

alternative to current communities was

the late 1880s to 1890s, alternative i

no immediate solutions were in sight. By i

became evident to philanthropists that an

Overcrowding was still a major issue and i

problems and filthy streets of the inner

1885, living conditions had not improved.

fields alleviated the social housing

and chaotic industrial development”. By

Although the development of green-

‘disorder’ of inner-city slum land housing

work.

which was being created out of the

integral part of the new ‘orderly’ city

argued that the street was “…to be an

and cooperation were essential factors in i

eliminating the social issues at hand. i

iii

By the late 1890s Charles Booth proposed i

His notion of The Garden City was a new i

that an extensive system of railways i

combining the best attributes of both the i

town and the countryside. i

Howard

appreciated the excitement and vibrancy i

of London and greatly valued the social i

opportunities the city had to offer. i

and after much debate working class i

beliefs that aligned with those of Booth i

London County Council had similar i

the poor on the city’s periphery. The i

allow for the development of housing for i

Town-County settlement which included

leading to the outskirts of the city would i

Page | 17

Housing within the city however, was i

expensive and the poor were forced to live i

in slums.

On the other hand, the

2.3 BENEFITS OF PEDESTRIANISATION

countryside was beautiful, but there never

2.3.1 ENVIRONMENTAL IMPACTS:

seemed to be economic stability, or a

In terms of environmental objectives,

the

pedestrianisation can help to alleviate

communities. Howard wanted all citizens

and reduce air and noise pollution, as

there would be a reduction in the number

vibrant

social

fabric

within

to have access to the same public goods, i

services and opportunities that the

of cars and reliance on motor vehicles.

community offered regardless of oneâ&#x20AC;&#x2122;s

Nowadays most of large cities are faced

social status. The design of The Garden

with air and sound pollution that it will

City was essential to the success and

make them unpleasant and dangerous for

iii

their residents. Pedestrianisation can

social reform and higher standards of

promote walking as a transportation

living for all residents, Howard realized

mode without any need to oil, so we can

save fuel as well. Studies have shown that

with pedestrianisation mode using public

and increased opportunities for social i

the need for a strong sense of community i

sociability of the community. To achieve i

interaction which he felt would be

transportation such as bus and rail

achieved through design.

transportation have been increased.

Under the shelter of the Crystal Palace, i

Howard pictured a market or sidewalk i

Usually

when

improving

street

furniture

and

landscaping. All these would help to i

beautify the local street and create a better i

environment.

and arcades or market places being

2.3.2 ECONOMICAL IMPACTS:

essential in the creation of successful

About economic impact we should say

i i

Howardâ&#x20AC;&#x2122;s notion of open green spaces i

communities has carried on through the

that there are a number of impacts with

evolution of planning theories.

pedestrianisation. First of all, for most

iii

gather and carry out their daily activities.

open space in which the community could i

planning of additional planting areas and

evident that Howard realized the need for i

but also present opportunities for

pedestrianisation

goods they wanted to purchase. It is i

the streets not only for pedestrianisation

implemented, there can be more space on

walk with leisure and deliberate on what i

sale atmosphere. People would be able to i

large cities with heavy motor vehicle i

traffic, every year both the government i

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and the private sector have to incur large i

economical losses in term of air pollution i

rated costs of lost productivity and i

good exercise. Doing so results in a i

number of physical benefits, some i

examples are to prevent overweight, i

medical expenses. With less motor

reduce the risks of heart diseases and

vehicle traffic and less pollution after

strengthen bones.

pedestrianisation, there can be a reduction i

in costs incurred. Physicians have issued i

various awareness and manifest about air i

pollution and its danger and many i

expenses have been spend to cure the i

diseases which are related to air pollution. i

So the less air pollution causes the less i

related medical expenses. The other i

economical impact of pedestrianisation is i

on the retail income in that district. The i

statistics say that after closing vehicle i

access in a district the rate of retail i

turnover usually have been increased. In i

addition it has been seen that not only the i

retailersâ&#x20AC;&#x2122; benefits but also the role of i

rental income and occupancy rate is i

increased. The main reason is that i

pedestrian can shop and watch shopi

windows easier and enjoys without any i

fear from vehicles. In some places where i

have pedestrianisation scheme people i

will welcome coffee shops and food i

retails so much. i

2.3.3 HEALTH IMPACTS: Health specialists suggest that adults i

should take part in physical activity for 30 i

minutes a day for at least 3 times a week. i

This can be done by walking, as it is a i

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identifies the importance of establishing a

CHAPTER 3

sense of place and at the same time i

CONCEPT OF PLACES

outlines the elements that are necessary to i

create it. i

iii

Although an agreed upon definition of

3.1 SENSE OF PLACE:

sense of place has yet to be established, it i

is evident from research that the concept

and contributing factors leading to a sense i

of place can play a large role in a i

community’s ability to foster and i

maintain high levels of social interaction. i

Tuan (1974), Nordberg-Shultz (1980) i

and Steele (1981) were the first scholars i

to provide theoretical concepts of sense of i

It appears that the concept of place has

place. It is important to explore each

taken a secondary role in the academic

scholar’s contributions in order to

streetscape design guidelines.

establish the varying ways in which sense

The

subsequent examination of the place i

making literature and the concepts of i

therefore, sense of place is established and

experienced i

and value reflect all three levels of being” i

Additionally, i

Tuan

argues

that

topophillia (sense of place) “takes many i

attachment. The following discussion i

influencing one’s sense of belonging and i

unique individual; perception, attitude, i

link that the built form of a city has on i

biological organism, a social being, and a

and sense of community identifies the i

differently

place which includes place attachment i

when he states that “a person is a i

individuals. Tuan furthers this notion i

first be established. The theory of sense of i

connection to one’s environment must i

affect one’s experience within a place;

within a community, an appreciation and i

i i

believes that perceptions and attitudes

cohesion and ties between individuals i

of place can be achieved. i

making literature is that in order to create i

between people and place or setting” He

i i

he terms topohilia as “the affective bond

common theme found throughout place i

Tuan writes of sense of place or what

essential in creating a sociable street. A i

of community will examine why they are i

sense of place, place attachment and sense i

forms and varies greatly in emotional i

Page | 20

range and intensity” He describes sense of

of a place, their cultural beliefs and values

place as being “fleeting visual pleasure;

all influence how they develop sense of

the sensual delight of physical contact;

place. the influence the built environment

the fondness for place because it is

has on one’s ability to experience a space

familiar, because it is home and

as having a sense of place. He argues that

incarnates the past, because it evokes

the identity and value of a place is tied to

pride of ownership or of creation”. Tuan

the historical, cultural, or geographical

writes that the stronger a sense of place

context of the area. He also emphasizes

the more passionate an individual’s

the importance individuals place on their

response and ties to place will be.

connection

Similarly, Steele acknowledges that

cityscapes when he states that “man’s

sense of place is a construct created by the

most fundamental need is to experience

individual as a result of their emotional,

his existence as meaningful”. Four main

i i

and

i i

determining which elements make a

i i

“the pattern of reactions that a setting i

stimulates for a person, a product of both i

considered

place. Steele writes that sense of place is

factors

when

In his analysis, the first factor is image. i

settlement possess a strong sense of place. i

sensual and physical experience within a i

must

landscapes

with

i i

features of the setting and aspects the

For example, does the place provide a

person brings to it”. He notes that each

sense of mystery or local character. The

individual

i i

will

i i

second factor is space, in reference to the

environment differently than others. For

physical elements that the space has to

example, a person accustomed to cities

offer, such as rolling hills which may be

may enjoy the hustle and bustle of city

perceived as a friendly countryside. The

experience

i i

life; pedestrians walking about, traffic

third factor is character, which refers to

moving all around them, all the while

the style of the buildings and landscape.

being surrounded by buildings and high i

i i

elements are contributing to and or i

inhibiting the process of creating a strong i

sense of place. i

place. One’s mood, preconceived notions

natural environments to determine which

to the experience one encounters within a

factors can be applied to cities, streets and

is the result of a number of factors related

Norberg-Shultz argues that these four

and Steele emphasize that sense of place

which refers to the spirit of the place.

individuals overwhelming. Both Tuan

find this noise, traffic and sheer number of

accustomed to a country lifestyle may

Lastly, the fourth factor is the genius loci, i

rises. On the other hand, a person more

Page | 21

These positive feelings can extend to the

3.2 PERCEPTION OF PLACE:

social fabric of the street and lead to i

increased levels of social interaction. i

Milligan proposes that there are two i

interdependent components that effect i

one’s place attachment to a specific i

geographic location: the interactional i

past and the interactional potential. The i

i i

interactional past refers to the “past i

experiences of memories associated with i

Academics believe that place attachment i

i i

future

experiences

expectations

associated with the site. Clearly the form

seasonal

iiiii i

Neighbours,

i i

develop with places.

defined as the imagined or anticipated i

attachment refers to the bonds that people i

the place” .The interactional potential “is i

is a component of sense of place. Place

celebrations,

i i

and design of the built environment i

continued physical personalization and

whether it is a street, neighbourhood or

upkeep, and affective feelings toward and

public square, has a large impact on one’s

beliefs about the neighbourhood”.

experienced and perceived interactional

Similarly, Low and Altman note that i

place

attachment

created

and

this

plays a role. i

Research indicates that

attachment to environments that are

perceived as physically disorderly or i

inhabitants and users have less place

place) factors, physical features also i

i i

length) and social (social ties in residence i

addition to demographic (residence i

of a street impact one’s ability to develop

physical appearance of the street also

attachment theory it is believed that in i

iii

and sociocultural relations. Within place i i

potential.

place attachment but the upkeep and

environmental, biological, psychological i

Not only does the design, layout and form

includes

environment;

maintained through interactions with the i

deteriorated).

influence

place

attachment.

These

The most commonly referred to material

characteristics apply to the microcosms i

of cities and in particular are ever present i

Crime

Prevention

through

at the neighbourhood level. Based on

Environmental

these academics research.

Although these guidelines have been in

Design

(CPTED).

existence since the 1960’s their use and i

Page | 22

consideration does not generally occur in i

the design process leaving security issues i

boundaries are landscaping, pavement i

designs, gateway treatments and fences. i

to be dealt with as an afterthought. The

Natural access refers to designing in a i

CPTED guidelines do play a role in place

manner

that

attachment.

opportunity and creates a perception of

i i

If a user perceives an

environment as unsafe, they are not going i

to become attached to the physical i

environment and as a result are less likely i

to interact on a social level. Therefore it is i

iiiiii

that

clearly

delineate

boundaries between private and public i

spaces.

iiiiiiii

people want to come back to it is i

extremely important to take place i

attachment theory into consideration. i

Furthermore, public consultation before i

and after the design of public spaces is i

essential to ensuring that the built form i

has taken the shape desired by the user. If i

the user is unable to perceive themselves i

elements

as having positive, safe experiences

Territorial reinforcement refers to design

within a space they are not likely to i

frequent the area and engage in social i

interaction.

Additionally, if a space i

Once these boundaries are

affords the user with a variety of

identified the user can develop a sense of

experiences and positive encounters

control and awareness over both the

(physical, social and sensual) there is a

private and public spaces, the offender

greater likelihood that the user will

will perceive this control and be

develop or intensify their feelings of place

discouraged from criminal acts. Specific

attachment.

i i

design elements that help to outline i

In order to design vibrant streets that

carried out.

perception of crime in an area and

places where criminal activities can be

that are visible to the user can increase the

essential to ensuring that there are no dark

target hardening tactics because those

additional surveillance. Proper lighting is i

people to frequent the area allowing for i

sidewalks and streets will encourage i

areas. Additionally, pedestrian-friendly i

look out on to the streets and parking

Designers must be careful when using

placements of doors and windows that i

perpetuate that feeling of insecurity.

Visibility is increased through the i

entrances and neighbourhood gateways.

criminal

increased social interaction.

designing streets, sidewalks, building

holistic set of design criteria that fosters

risk to the offender. This is done by

they too can inform the creation of a more

decreases

important to examine these guidelines as

Currently there is not a i

consensus on how to measure place i

Page | 23

attachment, however it has been agreed i

that it does have a role in effecting social i

interaction.

believe that there are four dimensions that i

influence

sense

community;

membership, influence, integration and i

the fulfillment of needs, and shared i

3.3 SENSE OF COMMUNITY:

emotional connection. Evidently, sense i

i i

of community is very i

much a construct of social interaction, however

there

are

“substantive

relationships between the qualities of the physical

environment,

the

social

environment and residential satisfaction” The third concept within the place i

Peoples’ perceptions of the physical i

making literature is the development of a i

community.

Sense

i i

community development process. The i

interactions people have “stimulates i

similar reactions in all users. i

These

factors are often related to negative signs, i

such as litter, gangs on the street, graffiti, i

abandoned buildings.

cars

and

dilapidated

These negative signs can

induce fear of crime, lower property i

values, and social withdrawal (Ahlbrandt i

& Cunningham, 1979; Lewis & Salem, i

emotional ties and support” . The stronger

mutual needs to be met and shared

common physical features that induce

opportunities for membership, influence,

individuals; however there are some

that sense of community is the result of a

Perceptions can vary greatly between

McMillian and Chavis (1986) theorize

and building a healthy environment.

or negative perception of a space.

community is essential in maintaining

structure” The establishment of a sense of

between the individual and social

the area. Users will either have a positive i

scientists, to characterize the relationship

by citizens, politicians, and social

will perceive other inhabitants living in i

community “is a phrase commonly used

environment play a large role in how they i

sense

1981; Perkins, Florin, Rich, i

the sense of community, the more i

If the environment is perceived as i

empowered inhabitants are. McMillian i

with others in the street. On the other i

developed a theoretical model.

examination of sense of community and i

negative, users are less likely to interact

and Chavis (1986) furthered their i

hand, when an environment is perceived i

They

as being positive, users feel more i

Page | 24

comfortable within the space and are i

environment can distance themselves i

more likely to engage in friendly

from it”. This research clearly indicates

conversations with shopkeepers.

that the physical form and appearance of a

i i

both the physical and social environment. i

that fosters sense of community. i

membership that is one of the key factors i

one’s ability to establish emotional ties to

street or neighbourhood has an impact on

of a common identity and sense of i

unity and membership. It is this creation i

i i

These common symbols create a sense of i

Additionally, as “residents feel safer and i

more secure in their community, they are i

likely to interact more with their i

neighbours, feel a greater sense of i

community, and have more incentive to i

participate” The physical form and i

appearance of a street has a large impact i

on the user’s perception of the space, the i

people who inhabit the region and one’s i

ability to engage in the sense of i

community process. i

The relationship

between the images of one’s community i

and their feelings of sense of community. i

They also investigated the relationship i

between self and neighbourhood images. i

This research was carried out in three i

Italian cities with differing sizes, features i

and geographic locations. In each city i

different neighbourhoods in both the i

peripheral and central areas were selected i

in order to represent the whole city. i

This relationship provides further data i

reaffirming the notion that “residents who i

negatively perceive their residential i

Page | 25

tourists and pedestrian infrastructure.

CHAPTER 4

This has resulted in steep private

STUDY AREA

vehicular growth, increased congestion and road accidents.

4.1 OVERVIEW Dharamshala

the

district

and

divisional headquarter of Kangra and winter capital of Himachal Pradesh.

Figure 5: Demographics of Dharamshala

The city is divided into two distinct i

sections.

Kotwali

Bazaar

and

the

surrounding markets are referred to as i

"Lower

Dharamshala"

just

"Dharamshala" and upper Dharamshala i

places

such

McLeodganj,

Dharamkot, etc. i

Figure 4: Map of Dharamshala

60000

POPULATION

Despite being second largest city of Himachal,

Dharamshala

significant

pedestrian

has

street

40000 20000

walkways. Especially in the lower suburb

city faces perennial traffic i

congestion along market stretch making it i

unsafe for walking and causing air and i

Figure 6: Population Growth of Dharamshala

noise pollution. Moreover, there are i

inadequate mobility options for residents, i

Dharamshala is a municipal corporation i

city in the upper reaches of the Kangra i

Page | 26

Valley and is surrounded by dense i

lots often separating them from the street,

coniferous forest consisting mainly of i

and sometimes are are enclosed by gates.

i i

stately Deodar cedar trees. The suburbs

In these areas, traffic signals are

include McLeodGanj, Bhagsunag,

disobeyed.

Dharamkot, Naddi, Forsyth Ganj, i

the Karmapa is based). This place is also i

travel pattern in the study highlights that a i

large share of residents (63%) depend on i

The McLeod Ganj town, lying in the i

public/ IPT transport modes and walking

upper reaches, is known worldwide for

for meeting their daily mobility needs.

the presence of the Dalai Lama.On 29

For tourists, walking and taxis are the two

April 1959. In May 1960, the Central

most important means of transport in the

Tibetan Administration (CTA) was i

areas of the corporation have on and off-

centre of the Tibetan exile world in India.

street parking lots within the gated

Following the 1959 Tibetan uprising

houses. Though pedestrian ways/ trails

(5km), stairs and steps (3.5 km)

who followed the 14th Dalai Lama. His i

there was an influx of Tibetan refugees i

are

present in the city on a few locations, there

presence and the Tibetan population have

is acute need of safe and well maintained

made Dharamshala a destination for

pedestrian and cycling infrastructure in

the city as a whole (Source: MC

students studying Tibet. i

Indian and foreign tourists, including i

city . On the other hand, peripheral new

moved to Dharamshala, making it the i

inter-nodal travel. The indicative study of i

Association Stadium. i

city, with public/ IPT modes catering to

famous for its Himachal Pradesh Cricket i

mobility options for the older part of the

and Kachahri walking is one of the key

Ramnagar, Sidhpur, and Sidhbari (where i

as the court, police, post, etc.), Dari, i

nodes like McLeodganj, Kotwali Bazar

Kaccheri Adda (government offices such i

Due to the terrain and small, compact built

Kotwali Bazar (the main market), i

Dharamshala).

Older areas of the city see a mix of i

pedestrians, cyclists, and vehicles but i

newer areas are focused mainly on the i

automobile. In the new areas, there are i i

few pavements and main entrances to new i

buildings are not accessible from the front i

of the street. large driveways or parking i

i i

Page | 27

4.2 WALKABILITY ISSUES IN THE STUDY AREA

Figure 7: Detailed area of kotwali stretch

Kotwali market stretch of around 500 metres is most congested and pedestrian unfriendly area of the city. Most traffic is observed in this stretch of the road despite being one way during day hours as it is commercial hub of the city. Fig 8: Traffic due to road congestion

Kotwali area is also known as lower suburb. Most of the malls, shops are located along this stretch only. The

roads

are

narrow

with

infrastructure for pedestrians. No public amenities such as drinking water,

Fig 9: No public amenities and lack of pedestrian infrastructure

sidewalks, sitting space etc.is available.

Page | 28

4.3.1 DENSITY

4.3 LIST OF PARAMETERS There

are

several

parameters

walkability. Below are the parameters defined by Pedestrian Design Guidelines India and pedestrian charter:

➢ Density (Population or residential) ➢ Street connectivity ➢ Land use ➢ Universal Design features such

Figure 10 Density of Dharamshala Municipal Corp. Area

as curb cuts and adequate sidewalk sizing to accommodate wheelchairs. ➢ Presence

trees

and

vegetation ➢ Frequency and variety of buildings ➢ Way finding ➢ Place making e.g. street designs ➢ Traffic calming features Figure 11 Density of Kotwali area

Residential density is a quantitative measure of the intensity with which land is occupied by either development or population. i

Page | 29

Population density of municipal area is around 1900 person per sq. km. Kotwali bazaar with population of around 3200 people in less than square km has comparatively higher population density then the average density of the town. Higher density leads to more foot impact on the area. Other than that being a tourist city there is high floating population contributing to the city

Kotwali road stretch Figure 13 Map showing public transport nodes

4.3.2 CONNECTIVITY

of Kotwali stretch

A complete pedestrian network offers full connectivity between all modes so that one can navigate the entire system easily. Like majority of the hill towns, Buses and taxis are only intra city transport

system

available

Dharamshala. Lack of parking and availability of public transport can be observed along this stretch. 400% increase in registered private Figure 12 Map showing public transport nodes

vehicles during 2010-11 to 2014-15

Page | 30

4.3.3 LANDUSE PATTERN

Figure 14 Map showing Land use pattern of Dharamshala and Kotwali (detailed)

4.3.4 CLIMATE INFLUENCE Climate is an important parameter on Land use mix is the degree of mixing of

which walkability depends. The comfort

different types of land uses (such as

level during the walk affects the

residential, commercial, entertainment,

walkability. Since Dharamshala is one of

and office development) in a specific

the rainiest place of the country, this can

area. A higher value indicates a more

even distribution of land between the

walkability

different types of land uses. Commercial

Dharamshala has around 102 rainy days

land use is mainly observed along the

with

stretch. Beside that government land

precipitation.

major

nearly

parameter

3200

reducing

annual

parcel can also be observed in the region.

Figure 15 Monthly precipitation chart

Page | 31

is comparatively much higher than other areas throughout the day.

Figure 18 No safety measures for pedestrians

There are no specific safety measures in the area expect the speed limit criteria for vehicles. There are no designated sidewalks or pedestrian oriented feature Figure 16 Street during rainy day

for

safety

the

pedestrian.

provisions for physically disabled people . There are no curb cuts or adequate 4.3.5 TRAFFIC AND SAFETY MEASURES

walking area along the street.

Figure 17 Vehicular count at specific points in city

Several provisions have been taken in the area to reduce the traffic congestion like one way for specific duration in day. The following figure shows vehicle count in the city. TVC 4 denotes the Kotwali market area, the vehicle count in this area Page | 32

and Nepali cultures, vicinity to famous

CHAPTER 5

Jawalaji, Brijeshwari Devi, Chamunda i

SWOT ANALYSIS

Devi temples, clean and pollution free i

environment, suitable climate for winter i

& summer tourism, and world class i

Small size (28 Sq. Km), small population

Corporation

for

this

Tourist Information Centre, 2015) of i

which more than 15% were international i

tourists. Presence of Regional adventure i

sports institute gives an opportunity to i

develop world class adventure sport i

1: Strong Tourism Base - Dharamshala is i

activities.

5.1 STRENGTHS: i

Dharamshala in 2014 (Kangra District

Dharamshala.

opportunities and threats for Smart City

More than 150 million tourists visited

of the following strengths, weaknesses,

rapid increase in its tourist visitation.

citizen engagement led to identification

country. Detailed city profiling and

Over the last decade the city has seen

replicable on other hill towns of the

on SMART CITY planning approach

contribute to its increasing tourism base. i

excellent scope to develop Dharamshala

developing Tier 2 city, provide an

cricket matches up to world cup level i

Municipal

cricket stadium hosting international i

(53546) and recent constitution of the

a popular destination for tourists coming

in for its natural scenic beauty, adventure

Heritage - including forest cover (30 %),

sports, and rich cultural heritage. Being

beautiful landscapes interspersed by 33

the seat of His Holiness Dalai-Lama, the

perennial water streams in the city. Very

city also attracts international tourists and

rich cultural heritage - mix of Tibetan,

scholars, researchers, artists working on

Kangri, Gaddi and Nepali cultures.

Tibetan literature, Buddhist paintings and

Opportunity for developing the tourism

potential and a cultural economy.

arts from all across the globe. Presence of i

Immense

Natural

i i

and

Cultural

Majestic Dhauladhar mountain suitable i

for adventure sports, established trekking i

routes to Chamba, Kullu, Triund, Kareri i

perennial

and

supply - abundant perennial natural

cultural mix of Tibetan, Kangri, Gaddi i

renewable sources of water and power

destination of Bir-Billing, rich and unique i

Availability

& Naam Dal, world famous para-gliding i

sources of water fed by precipitation Page | 33

(rain and snow) distributed throughout

making it unsafe for walking and causing

the year (Dharamshala is the second

air and noise pollution. Moreover, there

rainiest place in Northern India after

are inadequate mobility options for

Cherrapunji).

residents and tourists with lack of

Urban

water

supply

public

sustainable

100% under UIDSSMT. Availability of

pedestrian

reliable cheap and renewable power

resulted in steep private vehicular growth,

supply from micro-hydel and solar-based

increased congestion and road accidents.

infrastructure.

transport

scheme is currently being augmented for

and

This

has

sources (100%).

5.2 WEAKNESSES

4: Inadequate and inefficient urban i

1: Lack of activities and infrastructure to

infrastructure and services - The lack of

hold the tourists and increase duration of

adequate and efficient infrastructure and

stay - Though tourism is the primary

services in the city is leading to significant

economic activity in the city, the current

reduction in the quality of life for the

citizens and tourists. Management of i

solid waste and waste water, and i

infrastructure and facilities for the

inadequate urban water supply are some

tourists.

of the pressing needs which the city is

due to lack of adequate activities, i

average duration of stay is 1.5 days only i

trying to address through its new i

initiatives as highlighted in S3 and S5 i

2: Unplanned growth and inefficient land

above. Lack of open and community

management - The cityâ&#x20AC;&#x2122;s rapid rise as a

spaces was also highlighted as one of the

popular tourist destination has increased

key needs of the citizens during

demands for hotels, markets etc. This has i

consultations.

led to rampant, unauthorized and ad-hoc i

development with more than 50% of the i

5: Weak institutional and financial base of

building construction not meeting the i

required standards in the key tourist i

location such as Mcleodganj i

Municipal Corporation of Dharamshala i

A number of key issues and challenges in i

Dharamshala (e.g. rampant growth on i

3: Lack of public transport and inadequate i

traffic

congestion

along

bazaar-McLeodganj

are a result of failure in enforcement, lack i

Kotwali

Town and Country Planning Department) i

perennial

hazardous slopes, source: MCD and i

NMT infrastructure -The city faces

stretch

Page | 34

of monitoring and evaluation, and i

inadequate

technical

and

financial

4: Availability of Government land i

capacity of the ULB to address these i

parcels in business areas of Mcleodgunj, i

issues.

Kotwali Bazar and Kachahri Adda for i

redevelopment and willingness of the i

W.6: Seasonal, Tourism-based economy with lesser job opportunities. There is also a large share of informal sector in the hospitality sector of the city with lack

stakeholders gives an opportunity to i

create open spaces for mixed land use i

facilities to make city liveable for citizens i

and attractive for tourists (similar to Mall i

road at Shimla). Similarly availability of i

of sufficient facilities.

suitable Government land at Charan i

5.3 OPPORTUNITIES

Khad area provides an opportunity to i

1: Opportunity for developing a Global Tourism Destination for all seasons and

promote

activity

based

tourism

infrastructure to increase tourist stay. i

all reasons through development of adventure, leisure, winter and cultural tourism infrastructure. It would lead to

5.4 THREATS

enhanced tourism spending and days of

1: Large floating population - Though

stay, thus leading to job opportunities

the resident population is small, the city

and income growth.

hosts a large floating population coming in for tourism and work. Dharamshala is also

the

district

and

divisional

2: Opportunity for development of

headquarter of Kangra and winter capital

sustainable, quality living and world class

of Himachal Pradesh. As a result, the city

amenities through existing sustainable

faces added load in the peak seasons;

and smart infrastructure development

thereby

initiatives

stressing

the

natural

environment and urban infrastructure.

3: Thick forest cover, perennial water

2: Dharamshala being in seismic zone V

streams and mesmerizing landscape gives

is highly vulnerable to natural hazard.

opportunity to develop nature-urban

The area receives 2nd highest rainfall in

connect including eco-tourism activities. i

India after Cherrapunji and is highly Page | 35

prone to landslides caused due heavy precipitation events. Moreover, there is a high likelihood of climate change impacts and induced extreme events in the area (HP State Action Plan on Climate Change, 2012).

3: Digital divide in-spite of good Internet connectivity calls for strong capacity building measures to make the proposed smart interventions sustainable.

Page | 36

CHAPTER 6 LITERATURE STUDY MALL ROAD SHIMLA

Figure 19: Map of Mall road Figure 20: View of Mall road

Location: Shimla, Himachal Pradesh

MERITS

Length: 6 Kms Street Width: 6 – 8 mts The Mall Road is most visited place in Shimla which was built in mid nineteenth century. It is well known for shopping as well as pedestrian pathway. It also has offices and open spaces for public gathering. The colonial imperial space concept manifested in Bandstand, the Mall and pedestrian dominance.

ELEMENTS DESIGN

STREET

•

Pedestrian friendly

•

Seating & dustbins at regular interval

•

Public toilets and drinking water facilities

DEMERITS •

Elevations throughout the street in not in harmony

•

Signage of different kind

The mall road is fully Pedestrian Street which encourage leisure walking. Few elements include Street lamps, Sittings, landscape, railing design, street elevations murals on walls

Page | 37

7.2 PEDESTRATIONATION OF STREET (UPPER STRETCH)

CHAPTER 7 SOLUTIONS 7.1 USE OF STREETS IN ACCORDANCE TO WIDTH

Figure 21: usage of street according to width

Figure 22: Pedestrianisation of Kotwali Market Source: smartcities.gov.in

➢ The width of the street varies from 3 Mt to 6 Mt along the

can completely be

stretch. ➢ Using streets as shared with a different texture and no grade separation

➢ The street above parking space

for

footpath

maximize usability. ➢ In the initial stretch where width

pedestrianized since the width of the street is less. ➢ This can create new opportunities economically in the region.

is more, vehicular movement can be allowed until the parking area.

Page | 38

7.3 OTHER SOLUTIONS

Figure 23: Parking sign Figure 25 Elevation Shimla mall road

Parking space can be developed at the end of the lower stretch up to where

Elevation treatment along the market

vehicular access is allowed which

stretch can be done which makes place

minimum of 300 LMV vehicle capacity.

atheistically better and boost the

This gives option for quality walking in

pedestrian culture in the city. This adds

market area. Market can be easily

beauty to the city and helps in

accessible from here too.

representing better image at national and international level.

Figure 24: Bifurcation sign

Road can be bifurcated for traffic reaching upper suburb of McLeodganj, Forysetganj and Bhagsunaag with already used bypass road. This will be helpful for barrier free access to upper regions as time will be drastically reduce for trips made by vehicles up and down.

Page | 39

CHAPTER 8 REFERENCES

Streetscape design: perceptions of good design and determinants of social interaction by Laura Frank

II.

Measuring Streetscape Design for Liveability Using Spatial Data and Methods Chester Wollaeger Harvey University of Vermont

III.

Revitalization through Urban Design: A Streetscape Enhancement Plan for the Weybosset Street Retail District - June M. Bissell University of Rhode Island

IV.

Wang, Ke. "Causality Between Built Environment and Travel Behaviour: Structural Equations Model Applied to Southern California." Transportation Research Record (2013)

Why People Build the Way They Do: The Shaping Of the Built Environment of Gangtok by Sweata Pradhan

VI.

Making Siliguri a walkable city Dibyendu Bikash Bhattacharyya and Soumen Mitra / Procedia - Social and Behavioural Sciences (2013)

VII.

Walking_the_Walk_An_Evaluation_of_Pedestrian_Tourism_on_the_ a. 'Mall Road'-Shimla

VIII.

Development plan Dharamshala planning area Kangra district, Himachal Pradesh

IX.

Dharamshala Smart city planning by TCP department Himachal Pradesh

INTERNET SOURCES I.

Issuu. 2020. Issuu. [online] Available at: <https://issuu.com/> [Accessed 12 July 2020].

II.

2020. [online] Available at: <http://scholar.google.com/> [Accessed 12 July 2020].

III.

Smartcities.gov.in. 2020. SMART CITIES MISSION,Government Of India. [online] Available at: <http://smartcities.gov.in/> [Accessed 12 July 2020].

Page | 40