PEDESTRIAN ORIENTED

CITIES IN INDIA

Prepared By

Shreeparna Sahoo
Contents
1. INTRODUCTION...................................................................................................................................1
2. CONCEPT OF WALKABILITY AND WALKABILITY IN CITIES..................................................................1
3. POTENTIAL OF INDIAN CITIES IN TERMS OF WALKABILITY................................................................2
4. NEED OF THE STUDY...........................................................................................................................2
5. AIM......................................................................................................................................................4
6. OBJECTIVE...........................................................................................................................................4
7. LITERATURE REVIEW...........................................................................................................................4
7.1 THE QUALITY OF PEDESTRIAN SPACE IN THE CITY: A CASE STUDY OF OLSZTYN..........................4
7.2 PEDESTRIAN ONLY STREETS: CASE STUDY | STROGET, COPENHAGEN........................................5
8. BHOPAL AS CASE STUDY.....................................................................................................................6
8.1 MODAL SHARE IN BHOPAL...........................................................................................................7
8.2 SWOT ANALYSIS FOR THE SITE.....................................................................................................7
8.3 AREA SELECTION..........................................................................................................................8
9. SCOPE..................................................................................................................................................8
10. LIMITATION.....................................................................................................................................9
11. EXPECTED OUTCOMES....................................................................................................................9
12. CONCLUSION...................................................................................................................................9
1. INTRODUCTION
Urban mobility is taken as a synonym of making flyovers and freeways in many of the developing nations
today. A large section of policy makers still feel that roads are meant for vehicular movement only. On
the other hand, a person on foot or on a cycle is usually neglected. Merely pedestrianizing streets,
diverting or controlling vehicular traffic movement, is not what is desired. Merging city fabric and
people’s mobility shall be the motive.
As a planner, one needs to understand that it is not attrition of motorized traffic in cities but rather
attrition of motorized traffic by cities, which hold the key to sustainable mobility. Planners need to
promote desired city uses that happen to be in competition with motorized traffic. These needs would
certainly narrow the vehicular road bed, but if that makes our cities learn to foster deliberately to the basic
generators of diversity, then popular and interesting walkways would grow and their need would be
justified
There is a dire need to address this issue in Indian societies. There are still no significant planning
interventions or policies to have more walk able neighborhoods or judicious land use classification, which
integrates walkability along with mass transportation.

This paper is an attempt to understand the importance of walkability, as part of city planning. The study
aims to identify the micro level issues pertaining to walkability in Pune and suggest suitable planning
interventions and policies to enhance walkability in Pune. The scope of work covers identification and
planning of an area in Pune, enhancing its walkability and ensuring a more sustainable urban environment
which includes safety, proximity and access, and not simply mobility. It focuses only on pedestrians and
cyclists and not all forms of non-motorized means of transport.

2. CONCEPT OF WALKABILITY AND WALKABILITY IN

CITIES
Department of Planning, Public Policy and Management and the Graduate School of the University of
Oregon, describes “Walkability as a measure of the urban form and the quality and availability of
pedestrian infrastructure contained within a defined area. Pedestrian infrastructure includes amenities
developed to promote pedestrian efficiency and safety such as sidewalks, trails, [and] pedestrian
bridges.”
In general, pedestrian and cyclist improvements are planned at the neighborhood level, since that is the
scale of most walking trips. Pedestrian improvements tend to be centered on focal points such as schools,
residential, commercial, and high-density areas.

Walking which have many benefits such as

 Health benefits
 No fuel usage
 No investment better profit
 No pollution

3. POTENTIAL OF INDIAN CITIES IN TERMS OF

WALKABILITY
In India there are 468 UAs/Towns belonging to Class I category (0.1 million population) of which 53
UAs/Towns each have a population of one million or above each known as Million plus UAs/Cities, these
are the major urban centers in the country. 160.7 million Persons (or 42.6% of the urban population) live
in these Million plus UAs/Cities. India's per capita income is $ 1219, ranked 142nd in the world while its
per capita purchasing power parity (PPP) of US $3,608 is ranked 129thDespite significant economic
progress, a quarter of the nation's population earns less than the government-specified poverty threshold
of $0.40/day.
Indian cities which are considerably compact (with an avg. urban area density in India around 400
persons/sq.km) and have short travel distances, with potential walk able areas. The conducive weather
conditions in Indian cities, which are almost 320 days available for walking and cycling is also an added
advantage.

4. NEED OF THE STUDY

1. Life Risk to Pedestrians –

Pedestrians were mainly exposed to risk when crossing and walking on the road in urban and rural
areas. Many unique behaviors was observed like pedestrian crossed half way and stopped in middle
of road. Nearly 10% of pedestrians are fatal each year involving in ~5% of overall accidents in India
  Walking, always an unsafe way to commute in Indian cities, has become more hazardous in
recent years. The number of pedestrians killed on the roads rose by a steep 84% between 2014
and 2018, with average daily fatalities going up from 34 in 2014 to 62 last year
 According to the road accident report of the Union transport ministry, pedestrians were killed
across the country in India. The number steady rose every year

2014 12,330
2015 13,894
2016 15,746
2017 20,457
2018 22,656

2. Pollution Level Increase –

A whopping nine in 10 people on Earth breathe highly polluted air, and more than 80 percent of
urban dwellers have to endure outdoor pollution that exceeds health standards, according to the
WHO’s World Global Ambient Air Quality Database.
3. Traffic Congestion-
Traffic congestion has increased a lot, which leads to many consequences as accidents, delay in time,
conflicts, and pollution level increases.
4. Expenses –
Public transport or any other mode of transport would be expensive. And inaccessible too.
5. Lack of Infrastructure-
Lacking in the infrastructure for walkability planning. Infrastructure like bench, walking ways and
many more are unavailable for the pedestrians.
o Absence Dedicated Lanes

Not having a dedicated lane for cycling is a major issue. And if have cycle path that is jointed to
the road. And no continuous path

5. AIM
To provide strategies for a walk able friendly city and this will add on to eco-friendly
environment
6. OBJECTIVE
 To study the road mechanism and road hierarchy.

 To provide guidelines for the safety of the pedestrians

 Delineate areas to be concerned for walk abilities

 To provide Strategies that will promote walk abilities.

 To Prepare proper Walking track

7. LITERATURE REVIEW
7.1 THE QUALITY OF PEDESTRIAN SPACE IN THE CITY: A CASE
STUDY OF OLSZTYN
Iwona Cieślak; Karol Szuniewicz

This paper explains what are the criteria should be considered for the better walk able city and on
what basis the quality of the criteria is marked.

 Criteria of quality

Valuation of quality is strongly related to the quality criterion. It is certain that there is no single
quality criterion precisely describing the state of quality of the given object of analysis. This is
why we should use a set of criteria. Moreover, this results from the fact that one of the important
attributes of quality is collectiveness. To create an appropriate set of criteria, we have to
remember that the number of the characteristics cannot be excessively large, but also cannot be
excessively limited. Defining the set of criteria is very important and is the most demanding task
in the case of quality analyses.
In qualimetrics, the weight corresponding to the share of the specific quality criterion in the
quality structure of the test subject is called importance of this criterion. Importance is an abstract
concept, which means the urgency of satisfying the needs or the intensity of the need to satisfy
the requirements.
It cannot be measured, so it is dependent upon many factors. As an equal importance of all the
factors in a set is not possible, diversification of the importance of these factors is necessary, and
it means organization of their arrangement by decreasing or increasing importance.
 Grading the importance is done by allocating the importance factor to different states of the
characteristics. The importance of individual criteria in the set of the states of quality can be
determined in different ways.

7.2 PEDESTRIAN ONLY STREETS: CASE STUDY | STROGET,

COPENHAGEN

The pedestrianization of Copenhagen began with the city’s main street, Strøget, which was converted
in 1962 as an experiment. The conversion of the 1.15 km-long Main Street into a pedestrian street
was seen as a pioneering effort, which gave rise to much public debate before the street was
converted. “Pedestrian streets will never work in Scandinavia” was one theory. “No cars means no
customers and no customers means no business,” said local business owners.

 Keys to Success

The successful pedestrianization of streets in Copenhagen can be attributed, in part, to the incremental
nature of change, giving people the time to change their patterns of driving and parking into patterns
of cycling and using collective transport to access key destinations in the city—in addition to
providing time to develop ways of using this newly available public space.

 Lessons Learned

The pedestrianization of Strøget highlighted the potential for outdoor public life in Denmark, as
Danes never before had the room and the opportunity to develop a public life in public spaces. This
 pedestrianization created peaceful, yet lively, public spaces. Strøget also proved that pedestrian
streets can increase revenue for local retailers.

8. BHOPAL AS CASE STUDY

Bhopal city is the capital of 2nd largest Indian state, Madhya Pradesh, which makes it as an economic
headquarters of the state, and also for the central India. With a population of 1.4 million in an area of 2.85
sq.km The average income of the city is about 35 $, which shows the necessity the growth of
NMT/motorized trips. The city has physical features like large water body, hills and forests for analysis of
local variations. A million plus city, it can represent the majority of Indian cities.

8.1 MODAL SHARE IN BHOPAL

8.2 SWOT ANALYSIS FOR THE SITE

 8.3 AREA SELECTION

Source: Traffic and Transportation Plan Redensification Scheme for TT Nagar, 2012, DHV India Pvt. Ltd.

The above maps shows them major junction of the city where it is needed on the priority basis.

9. SCOPE
 A proper Structural road network for pedestrians
  Better accessibility without any delay

 Minimize life risk to pedestrians and guideline for them

 Providing a clean and healthy environment

10. LIMITATION
 Accessing the data from government organisation

 Study of transport system of Pune city will be a time taking process

 Conducting site surveys as an individual will be a crucial challenge

 Commuting from Surat to bhubaneswar will be a challenge

11. EXPECTED OUTCOMES

 Proper design of foot paths highlighting the fact that the lane is only for pedestrians

 Separated & Continuous footpath for the pedestrians

 Lower the pollution level

 Better healthier city

 Reduce the life risk factor of the pedestrians

12. CONCLUSION
The goal of this paper is to demonstrate that streets can be “more than public utilities,” they have the
effect of “focusing attention and activities on one or many centers.” The concepts looked at show actual
case study examples of how streets are evolving and how people are responding to new concerns.

Historically we have seen street design comes out of a change in cultural needs. In the Medieval Period
there was a need to expand the functionality of the streets by widening them. In the Renaissance, change
was spurred by an aesthetic shift. Designers emphasized symmetry and order and sought to use streets to
create views and axial relationships. Similarly, Green Streets are in response to peoples growing
awareness and anxieties concerning climate change and greenhouse gases. Complete streets are in
response to the priority cities; have over the years, given to vehicular traffic and the subsequent steady
destruction of main streets all over India.

Footpath is always important for city. It reduces many environmental issues and dependency of people in
motorized vehicle. Besides that it also helps in defining a city identity.