pedestrinisation of old area

8/6/2019 Pedestrinisation of Old Area

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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%


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


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

pedestrinisation of old area

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