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1. Introduction
1.1 Walkability
Walkability is quality of streets or thoroughfare which gives safe, convenient and
comfortable chance to pedestrians to circulate and to reach particular point. Design
and planning of road networks and major streets are crucial for qualities of
walkability.
Thoroughfare design is associated with adjacent and surrounding land uses to
complement urban buildings, public spaces and landscape as well as support the
human and economic activities Therefore major street is important as it provides:
1. Safe, continuous and well designed multimodal facilities that make walking,transit and bicycle travel efficient and enjoyable.
2. Accommodates pedestrians, bicycles, transit, and motor vehicles, with theallocation of right-of way on individual streets.
3. Safety is achieved through thoughtful consideration of users' needs andcapabilities, through design consistency to meet user expectations and
selection of appropriate speed and design elements.
4. A Street serves activities generated by adjacent context in terms of mobility,safety, access and place making functions of public right of way.
1.2 Pedestrians and Its Freedom
Pedestrians, on the whole, are not merely interested in walking. They want to get
somewhere and do something, and they will not take kindly to planners who simply
push them up to the first floor to do their walking out of harms wayparticularly
when it entails ruining the appearance of many streets and buildings, spending a
great deal of money and making them go a long way round as well. For this reason
the chief hope must lie in trespassing on street space at present reserved for traffic,
and converting it to pedestrian use.
Francis Tibbalds: How Do You Want to Live? 1972
Both pedestrians and cyclists face frightening hazards in most city and city centers.
Apart from the risk of accidents, noise and fumes are immediately unpleasant and
may cause longer term health problems. Traffic signals rarely designed in favor of
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pedestrians, who often have a mere few seconds to cross in front of vehicles eager to
gear up to a quick get-away when the lights change.
Even in space exclusively reserved for pedestrians, obstacles to safe, comfortable
walking come in many formsposts, poles, bollards, seats, litter-bins, advertising
features, cars parked in whole or part on the pavement, planting features and tubs,
broken paving, litter, debris and sometimes even large holes.
New buildings tend to be large and slab like. They block pedestrian movement.. They
Successful street level urban environments are permeable to pedestrians that are they
permit or encourage pedestrians to move about in a variety of directions. Building
forms which are based on arcades, passages and courtyards draw people through and
between them and are interesting to walk by and look at close to eye-level. Some
degree of shelter from bad weather is generally well-come, together with convenient,
safe opportunities to cross busy roads.
But its uncomfortable for pedestrians having totally enclosed environment,
underpasses or bridges. Pedestrian prefers usually to remain at ground level and in
spaces open to the sun, rain and sky. It is very important to keep people and activities
at street level. Bridges, decks and subways are universally unpopular and are now
being demolished in many cities. Moving around a city is easier where a limited
number of routes act as main traffic routes.
Tall buildings and corner buildings with memorable features are particularly useful to
orients pedestrians through a city. Some central areas are easy to comprehend and to
move around in, whether as a driver or as a pedestrian
The more difficult centers cannot be sorted out over-night. However, over time, it is
possible for the design and planning of urban areas significantly to contribute to
making it easier to move around.
And about cars - Well, quite simply, the attitude that we take to ever-increasing
numbers of cars entering and passing through towns and cities is pretty central to the
issue of pedestrian freedom.
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2. Possible Solutions for pedestrian Movement
For pedestrian movement, The concerns of the community are many congestion,
safety, passenger comfort, convenience, access for the disabled, pollution, visual
intrusion, noise, congestion, vibration and so on.
1. Road building is not the answer it is expensive, environmentally damagingand poor value for money. Most towns and cities already have far too many
roads, choked with traffic.
2. It can move facilities that generate lots of cars to out-of-town locations, closeto good primary roads.
3.
It is possible to apply policies of constraint. People can no longer expect totake their cars right into the heart of towns and cities. Basically this is the
option that many local authorities are adopting.
4. It can be achieved by persuasion offering good public transportalternatives, including new modes of transport filling the gap between -
walking and using a bus or other public transport.
5. It can be do by compulsion altering the physical structure of the town,through pedestrianization and traffic management schemes (including road
narrowing and roundabout-reducing) to make it impossible for cars to
penetrate where we don't want them. And returning at least the city centers to
pedestrians.
6. Some combination will be required to suit the particular circumstances. Thefirst priority would seem to be to remove extraneous traffic especially
heavy Lorries from inner urban areas, and then to consider how best to deal
with the growth of private cars.
7. Pedestrian streets should be extended; through traffic excluded and trafficcalming techniques used to reduce the hazards and intrusion of motorized
vehicles.
8. Waiting times on pedestrian places at road intersections should be kept to aminimum. And complete prohibiting of traffic is not possible as there need to
keep way for emergency vehicle like ambulance, fire brigade vehicles.
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9. It may, in some cases, be preferable simply to widen pavements. Sometimes,too, streets can be successfully shared between pedestrians and vehicles.
2.1 While planning road and transportation network and system, it is need to
keep in mind following things
1. Politicians, traffic engineers and planners must stop giving permanent priorityto the motor car and thereby assisting the destruction of the environment. They
need to think like pedestrians, cyclists, the old, children and disabled persons,
not just like drivers. Keep people, as pedestrians, and related activities at
street level, as far as practicable.
2. Don't obstruct pedestrians with impenetrable buildings, walls, fences and otherbarriers to natural desire-lines.
3. Avoid over-reliance on single routes. A fine network of movement is needed,giving choice, variety and deliberate redundancy.
4. Reduce vehicular traffic to that which is appropriate to the use and theenvironmental quality of each street. This may sometimes lead to complete
pedestrianization. Often, however, widened pavements, traffic-calming
measures or shared vehicular/pedestrian space will be enough.
2.3 Objectives of Pedestrianisation
1. Pedestrianisation aims to improve pedestrians safety and mobility.2. Another important benefit is related to the environment. These schemes can
help to reduce both noise and pollution by discouraging or restricting access of
non-essential vehicles.
3. It helps to promote walking as a transport mode by making the walkingexperience more enjoyable.
4. The last one means that pedestrianisation creates a pleasant environment thatpeople can involve in different social, cultural and tourism activities as well.
We will also notice that
5. pedestrianisation can improve the economical growing of that district.
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3. Advantages of pedestrianisation
3.1 Environmental impacts:
1. Pedestrianisation can help to alleviate and reduce air and noise pollution, asthere would be a reduction in the number of cars and reliance on motor
vehicles.
2. Pedestrianisation can promote walking as a transportation mode without anyneed to oil, so we can save fuel as well.
3. Pedestrianisation mode using public transportation such as bus and railtransportation have been increased.
3.2 Economical impacts:
1. For most large cities with heavy motor vehicle traffic, every year both thegovernment and the private sector have to incur large economical losses in
term of air pollution rated costs of lost productivity and medical expenses.
With less motor vehicle traffic and less pollution after pedestrianisation, there
can be a reduction in costs incurred.
2. The other economical impact of pedestrianisation is on the retail income inthat district. The statistics say that after closing vehicle access in a district the
rate of retail turnover usually have been increased.
3.3 Social impacts:
1. Pedestrianized streets in many cities also served as cultural and entertainment plazas where people meet and greet not only during ordinary days but also
during holidays and festive seasons as well.
2. Free of vehicle Traffic Street, in many cases by landscaping, street furnitureand sidewalks, help to create a comfortable environment for people to engage
them in various social activities.
4. Types of pedestrianisation:
Three kinds of pedestrianisation:
1. Full time pedestrian streets:
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In this design arrival of vehicles into street is fully forbidden and usually
services are in the back of street. In most cases only emergency service
vehicles are allowed to enter.
2. Part-time Pedestrian Streets:Part-time pedestrian streets are those where vehicular access is allowed only in
specific periods. There is no on-street parking spaces allowed but however
loading bays are available.
3. Traffic Calming Streets:The third form of pedestrianisation is traffic calming streets. They serve to
reduce the dominance and speed of road vehicles. There are no restrictions to
vehicle access, but footpaths are widened and parking spaces are reduced.
4. Various traffic calming measures are used to slow down the speed of vehicles.They include speed tables, narrower traffic lanes and use of different road
textures and colors to remind drivers that they are within traffic calming
zones.
5. International Scenario
5.1 United States
1. Mackinac Island in Michigan banned horseless carriages in 1896, making it auto
free. The original ban still stands.
In the 1960s and early 1970s many mid-sized cities in the United States experimented
with installing pedestrian malls in their downtown areas, as a response to the
commercial success of self-contained edge-of-town shopping malls.
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In 1959, Kalamazoo, Michigan became the first American city to adopt a pedestrian
mall for their downtown area, closing two blocks of Burdick Street to automobile
traffic.
In 1997 there were about 30 pedestrian malls in the U.S. Typically these downtown
pedestrian malls were three or four linear blocks simply blocked off to private street
traffic, with fountains, benches, sittable planters, bollards, playgrounds, interfaces to
public transit and other amenities installed to attract shoppers.
Most of these experiments were failures in the respect that they cut off automobile
traffic from retailers. Most were re-converted to accommodate automobile traffic
within twenty years (originally 200 were founded of which around 30 remain).
However, some of these areas are still popular attractions today.
Broadway St. in Eugene, Oregon, is finally being developed with a hotel, movie
theater, and retail after decades of limited economic activity following its experiment
with a pedestrian mall. The Federal Plaza in Downtown Youngstown, Ohio is a
similar case. Since the unsuccessful Federal Plaza has been ripped up and redesigned
in 2004, the city of Youngstown has seen the development of a new entertainment
district erupt. A new arena, two new courthouses, federal buildings, bistros and other
new night-spots have placed themselves in Youngstown's core. Burlington, Vermont's
Church Street Marketplace has been expanded from the original three blocks to four,encompassing the entirety of the city's commercial "main street," and remains a
thriving cultural center with shops, restaurants, vendor carts, sidewalk performers and
special events.
5.2 The San Antonio River Walk
The San Antonio River Walkis a special-case pedestrian street, one level down from
the automobile street. The River Walk winds and loops under bridges as two parallel
sidewalks lined with restaurants and shops, connecting the major tourist draws from
Alamo Plaza to River center, to HemisFair Plaza, to the Transit Tower. Most
downtown buildings have street entrances and separate river entrances one level
below.
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This separates the unavoidable automotive service grid (delivery and
ambulance/police vehicles) and pedestrian traffic below. It's an extensive system
which achieves a nice Says who balance among retail, commercial, office, green
space and cultural uses. It gives the city an intricate network of bridges, walkways and
old staircases, providing haptic and visual complexity. From an urban planning
standpoint, the River Walk may be the bestSays who pedestrian-only realm on the
continent, no motor vehicles or bicycles allowed.
In the last decades of the 20th century many urbanists who say have listed and
explained what they see as the virtues of pedestrian streets. Urban renewal activists
have often pushed for the creation of auto-free zones in parts or in all of the sectors of
a metropolitan area.
5.3 The Kathmandu Metropolitan City (KMC) recently closed the Hanumandhoka
Durbar Square from all kinds of vehicles as part of the governments initiative to
preserve the monument zones and re-establish the World Heritage Site as pedestrian
friendly area. This aims to secure the safety of people walking in the city.
In Kathmandu, large section of population prefers to walk. In fact, 18.1 percent of
daily trips are made entirely on foot, and of the nearly 56.5 percent of the commuters
who use different modes of public transport, a large percentage walk as part of their
daily commute. However, inadequate planning has lead to many unnecessary fatalities
and injuries. According to study conducted by Kathmandu Valley Mapping Program
(KVMP), pedestrians represent up to 40 percent of all fatalities in Kathmandu City in
2001.
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The Hanumandhoka Durbar Square displays a wide area of clean and quiet road
exclusively for pedestrians.
Families enjoy the morning walk around the historical landmarks.
6. Case study
PLANNING FORWALKABILITY OF TRADITIONAL OLD AREA OF PUNE
CITY
6.1 Introduction
Punes origins can be traced to a tiny agricultural settlement called Punyak or
Punnya - Vishay in the 8th century A.D. In the mid-18th century, Pune came into
limelight as it became the seat of the Peshwas. During their rule, the city expanded
considerably.
Punes heritage structures --Shaniwarwada, Sarasbaug and Parvati Devasthan -- were
established during this period and various Peths were developed.
The Peths were occupied by distinct social and ethnic groups and did not have clearly
differentiated land use. Thus the city became predominantly a marketplace and mixed
land use prevailed.
6.2 Need of topic
As urbanization of Pune is taking place Pune become vibrant city from old
Punyak to todays metropolitan city. As industry developed and the employment base
widened, migrant population from all over flocked to Pune.
In this urbanization, old area goes from various changes and become area with high
density. Still many old activities are specially known commercial activities like
Tulshibag, and shopping area along Laxmi road existing in old area.
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People are vital part of cit And space for wal ing is rightof human being Pune cit
was previousl known for cycle and people here enjoy each activity in broader way.
Peths of Pune are evidence of such activities.
But along growth of cities traffic and vehicular movementincreased in these
areas and burdening pressure on these activities. o there is hardly space remain for
pedestrian movement. With increasing urbani ation, heavy traffic flow , air pollution,
noise become sever problem of city imposing health hazards to citizen.
Tulshibag shopping area and Laxmiroad is very well known commercial area and
visited by people from all overin Pune as well as outside from Pune. Dagdhu heth
Halwai Ganesh Mandir attracted lot of people during Ganesh festival as well as other
times like Ganesh sankashti.
6.3 For study purpose, wal abitiy quality and propose pedestranization,
Bajirao Road is selected from Mandai to Shanwar Wada
ig No. Map showing Bajirav road Between hanwar wada and Mandai
Shanwar Wada
Mandai
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6.4 Need of Pedestrini ation for Bajirao Road
Pedestranization of Bajirao Road from Mandai to Shanwar wada is selected for
following reasons
1. Shivaji and Bajirao Road, Laxmi Roads in core area of city abutting many formal
and informal commercial activities, religious activities and marked by Heritage
Structures.
2. Shivaji road is designated as High capacity System in Comprehensive Mobility
plan.
3. As per DPRreport for Pune Metro,1stphased Metro line from PCMC to Swargate
Passaes through Budhwar peth along Shivaji Road with two proposed stations one at
Mandai and Budhwar Peth.
4. As it is core area and when it accompanied by public mass transport, there is need
of space to occupy passenger at stations.
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Table 1: Proposed metro Corridor
Source: Comprehensive Mobility Plan, Nov 2008, PMC
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ig No. 2: Plan of Pune city
Religious activities
Commercial activities
chools -
Bajirao road
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One is Vishram Baugwada and Shnawar wada. Many people visits to these heritage
structures from Mharashtra and surrounding Pune enhancing tourism. As well as there
is Kelkar museum, attracts many tourists.
6.5.4 Public activities
There are three schools along bajirao roads like Hujurpaga and NMV schools and
movie theatre Prabhat. Thus there are pedestrians from all age and children and old
pedestrian seek safe and convenient movement area.
6.6 Traffic Condition on Bajirao Road
6.6.1 Traffic Volume
Bajirao road and shivaji road are main traffic streets which are used for one waydirection. Comparatative to Shivai road has less width of road which is 10.8 M
Due to less road width, traffic speed is very slow. Even though there is signal
management on bajirao road working good enough to have steady flow of vehicles.
There is problematic junction where bajirao road meets shivaji and traffic entres
Bridge in front ofShanwar wada causing traffic stopping and delay.
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Bajirao road is used for one way in direction from Swargate to Shivaji Bridge, thus it
shows heavy traffic flow during peak hour 10:30 11:30 due to office timings. But at
time of evening it shows comparatively less traffic flow.
Traffic Count
Fig No.3 Chart showing traffic count at Peak Hour on Bajirao Road.
Fig No.4 Chart showing traffic count on Bajirao Road.
0
100
200
300
400
500
600
700
800
2-wheeler Auto Rikshaw Cars/van Bus/ tempo
PCU AT 10:30-11:30 am
PCUs
0
500
1000
1500
2000
2500
3000
PCU
PCU
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6.6.2 Parking facilities
On street parking is not allowed on Bajirao road, but on other roads crossing it, has
parking facilities like Laxmi road, Gali ali road, Dholkar road and ABC road, phule
market road.
Table No. 2 Parking Duration in percentage on Bajirao Road
Duration Up to 0.5 hour 0.5 1 hour 1 2 hour
Percentage 81% 16% 3%
Source: Comprehensive Mobility Plan, Nov 2008, PMC
Off street parking facility is available at Phule market road in only 2 storied structures
in front of Mandai.
Table No. 3 Summary of Parked vehicles on Bajirao Road
Vehicle type Two -
wheeler
Car/van Auto Bus Truck/LCV Total
NO. Of Vehicles
parked (12hrs)
632 251 7 0 4 894
Source: Comprehensive Mobility Plan, Nov 2008, PMC
Still these facilities are very less causing no space for parking at evening time and onholidays.
6.6.3 Pedestrian scenario
Bajirao road and this core area is very congested mixed landuse that is residential and
commercial.
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Main traffic network goes through this area from south of Pune to north areas.
Table No. 4 Pedestrian Count
Time Persons
Morning (10:30-11:30 am ) 203
Evening (Peak)( 4:00 6:00 pm 1758
Thus bajirao road has heavy traffic flow. But road width is very less to cater this
problem. In such case, pedestrians are very neglected and denied for freedom even
though lots of pedestrian activities and movement are going on.
6.6.4 Footpath
On bajirao road, there is footpath of having width of 1.2 m so can merely two persons
can pass from it.
On such less width footpath there are many obstacles like electrical D.P. stations,
trees, display of shops.
This left hardly space for pedestrians. Thus this shows very bad condition of
pedestrians in this area.
Conclusion
There are severing problem of traffic and transportation in Pune. And Bajirao and
shivaji road are main routes among all. But there is no space for road, in such
condition there is need of use of maximum public transport.
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Old core area of Pune has variety of activities which are old and popular in people.
Pedestrian flow is high in this area, as there is need of considering pedestrians and
space for them. It is right of way of pedestrians which is completely neglected.
7. Recommendations
7.1 Pedestrianisation ofBajirao road during Ganesh Festival -
Pune has very well known tradition of Ganesh Festival for 10 days from ganesh
Chathurthi. Dagdhuseth Ganapathi is one of famous attraction during festival which is
along Bajirao road along with other.
During festival many madals make their decorations which are also main attraction
for Ganesh Bhakts and attracts people from various areas. Thats so Bajirao road,shivaji road, tilak road always been crowded at night during festival.
Thus Bajirao road is made free for pedestrian circulation at night during for 10
days.
With considering above situation, it is concluded that there is need of
pedestrianisation of road in old area. But as it is heart of city and main routes passing
through city, pedestrianisation of whole are is not possible.
Thus some of roads can be pedestrianised.
There is proposal for pedestrianisation of Laxmiroad. Along with bajirao Road can be
pedestrianised from Shanwar wada to Mandai.
7.2 Optional road to Bajiairao road
Shivaji road is one way road from Shivaji Bridge to Swargate.
If bajirao road is pedestrianised, Mankeshwar Vishnu road can be used for one way
traffic in opposite direction from Shivaji road to Shadashiv peth gali ali road and then
diverting to again bajiorao road.
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Legend
Mankeshwar Vishnu Road
Pedestrianised road
ig No. 5 Map showing Alternate road to Bajirao Road
Mankeshwar Vishnu road has some bottle necks, that need to remove before this,
along with this Natu wada road need to use fortraffic in opposite direction.
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7.3 Options for Pdestrnaistion way -
1. Bajirao road from Shanwar wada to Mandai can be pedestrianised for part time at
evening from 3pm to 9 pm allowing for bicycle.
2. Road can be shared between public transport like bus on left side and pedestrian
movement on right side.
3. Bajirao road completely pedestrianised except leaving way for emergency vehicle
and having two wheeler parking on one side and pedestrian movements.
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8. Conclusion
Pedestrians are a part of every road way environment and attention should be paid to
their presence in urban as well as in rural areas. Cycling and walking are sustainable
modes of travel which influence design of street and environment of area. Urban old
areas are have characteristics of closed spaced activities, dense and congested. Traffic
flowing through such areas always denied pedestrians right of way. Traffic
congestion causes nuisance to urban environment like air pollution and noise. Thus
promoting pedestrinisation in old areas solve not only environment problem but
enhance good quality of urban life. It needs to accompany with planning of public
transport and parking.
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9. References
1. Chin Cabrido, Pedestrianisation promotes road safety and clean air, CleanEnergy News, Vol. 10, Number 15, May 5, 2010.
2. Comprehensive Mobility Plan. PMC, 2008-200983. Francis Tibbalds architect and town planner, Making people friendly
Towns, Longman GroupUK, Ltd., 1992, pg49-55.
1. Nasim Iranmanesh, Pedestrianisation a great necessity in urban designing tocreate a sustainable city indeveloping countries, 44th ISOCARP Congress
2008.
2. Paul Buchanan and Daniel Heuman, Colin Buchanan and Partners,Measuring the benefits of pedestrian improvements, The Fifth International
Conference on Walking in the 21st Century, June 9-11 2004, Copenhagen,Denmark.
Websites
1. www.citiesforpeople.dk;
2. www.walk21.com
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Contents
1. Introduction
1.1 Walkability
1.2 Pedestrians and Its Freedom
2. Possible Solutions for pedestrian Movement
2.1 While planning road and transportation network and system
2.2 Objectives of Pedestrianisation
3. Advantages of pedestrianisation
3.1 Environmental impacts:
3.2 Economical impacts:
3.3 Social impacts:
4. Types of pedestrianisation:
5. International Scenario
5.1 United States
5.2 The San Antonio River Walk
5.3 Hanumandhoka DurbarSquare (KMC)
6. Case study
6.1Introduction
6.2 Need of topic
6.3 study area
6.4 Need of Pedestrinization for Bajirao Road
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6.5 Existing condition along Bajirao Roads
6.5.1 Commercial activities
6.5.2 Religious Activities
6.5.3 Heritage Structures
6.5.4 Public activities
6.6 Traffic Condition on Bajirao Road
6.6.1 Traffic Volume
6.6.2 Parking facilities
6.6.3 Pedestrian scenario
6.6.4 Footpath
7. Recommendations
7.1 Pedestrianisation of Bajirao road during Ganesh Festival
7.2 Optional road to Bajiairao road
7.3 Options for Pdestrinisation way
8. Conclusion
9. References
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