Walkability In Pune’s City Center- A Proposal To Analyse Walkability Using Space Syntax Tools In The

Walkability in Pune’s city center : A proposal to analyze walkability using Space Syntax tools in the context of Pune’s central neighbourhood

Aboli Jayadeo Mangire

Walkability in Pune’s city center : A proposal to analyze walkability using Space Syntax tools in the context of Pune’s central neighbourhood

Aboli Jayadeo Mangire 2020

Supervisor

Prof. Dr.-Ing. Martin Knöll

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Abstract Indian cities are rapidly growing in terms of population and size. There are more than 7000 cities and towns in India of varying population, size, history and urbanization pattern (Ministry of Housing and Urban Affairs, 2017). The current Urban Planning strategies highly focus on strengthening and introducing transportation networks that cater to the larger metropolitan fringe areas that consist of industries, the agricultural farmlands (PMC,2008). Comprehensive Mobility Plan (CMP) is one of the largest example of a holistic plan for Indian cities including Pune, which contains the study area of this research. This mobility plan follows the national framework which is based on the principles of Sustainable Transport Development. These principles include increasing the modal share of Public Transport and the NonMotorised Transport ( NMT) and reduction of that of the private motorized vehicles. This research bases its main argument on the lack of Pune’s neighborhood walkability, argues that the walking environments are one of the least analysed subjects and finally proposes a method of walkability-analysis-framework that can potentially fill the current analysis gap in the city’s mobility plan or CMP. This research takes three steps to reach the goal, that are, theoretical foundation, state of the art analysis and application of a practical tool. The basis of the argument is confirmed by studying the CMP policy document. In order to create a walkability-analysis-framework , this research studies the theoretical background of the 5-D or 5 dimensions of the built environment, namely, 1.Density, 2. Land-use Diversity, 3. Street-network Design, 4. Destination accessibility and, 5. Distance to transit. In the next step, it carries out state-of-the-art analysis of the various walkability-testing-methods currently used on ground and online. The last three dimensions 3. Street-network Design, 4. Destination accessibility and, 5. Distance to transit are identified as the least studied dimensions and the central historic neighbourhood of Kasba Peth is analysed for them.

Space Syntax’s methods of Integration and Choice analysis are used in the final part of the analysisframework. This offers an unique potential of anlysing all three dimensions on a single map which reveals interesting findings. They partly confirm the high walking potential of the neighbourhood with the existing destinations and bus-stops. While this can be considered as a positive side of the research findings, they also reveal the issues related to the locations of proposed metro stations in relation to the walking distance from the study-neighborhood. This research believes that the framework and its findings can drastically assist in the decision-making process while the transport network continues to grow. And it can serve as an example of how the advanced tools and research can be applied and adapted by those who are involved in the development plan of the city.

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Table of Contents 1.

2.

3.

Introduction .................................................................................................................................................. 4 1.1

Background .......................................................................................................................................... 4

1.2

Research Focus ..................................................................................................................................... 5

1.2a

Mobility in Pune city : Moving people rather than vehicles or vice versa ? .................................... 6

1.2b

Urban built environment and its connection to urban mobility ...................................................... 7

1.2c

Research Gap ................................................................................................................................... 8

1.3

Research Aim, Objectives, Structure .................................................................................................... 9

1.4

Research Methods ............................................................................................................................. 10

The interrelationship of the neighbourhood’s built environment and its walkability. .............................. 11 2.1

Theoretical background of 5-dimensions (5-D) of the built environment. ........................................ 11

2.2

State-of-the-art analysis of the 5-D walkability-study-tools. ............................................................. 13

Transport Planning and Development background of the study area ....................................................... 16 3.1

Comprehensive Mobility Plan (CMP) of Pune city and the mobility challenges related to city’s

walkability ....................................................................................................................................................... 16 Study area - Kasba Peth and the 5-dimensions of its built environment ....................................................... 20 4.

5.

Space Syntax Analysis techniques, their application on the study area and the results............................ 24 4.1

Integration and Choice in the urban analysis ..................................................................................... 26

4.2

Study area – Kasba Peth walkability analysis ..................................................................................... 27

4.2a

Maps with Integration and Choice 800 Metric / 2000 Metric ....................................................... 27

4.2b

Findings from the analysed maps of Kasba Peth ........................................................................... 31

Discussion ................................................................................................................................................... 33 5.1

Conclusions ........................................................................................................................................ 33

5.2

Strengths and limitations of the research .......................................................................................... 34

5.3

Outlook............................................................................................................................................... 36

6. References .............................................................................................................................................. 37 Appendix ..................................................................................................................................................... 42

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1.

Introduction

1.1 Background Rapidly urbanizing cities in the world face multiple challenges of social, economic, cultural, political, intergovernmental nature that originate from various scales of the city, region, national and international. The challenges that every city faces do differ from each other to various degrees and are not limited to the specific sphere of knowledge. Owing to this complex nature of urbanization challenges and the fact that they are constantly multiplying as the city grows, it might be essential to master the phenomenon by creating an environment that can facilitate development by involving these various spheres. The city governments can be seen creating such a facilitating environment by allowing strategies, programs and laws which actively engage city’s actors and stakeholders. The C40 cities network can be one such international example of city-level synergy among over 90 megacities in the world. It has been trying to create and to facilitate programs to meet the goals of the Paris Climate Agreement. The current programs aim to reduce carbon impact and they range from building-level to city-level to the city-government level.

(C40 Cities, 2020). The Smart Cities in Europe can be a continental example of a city-level synergy supported by European Commission. It aims to improve urban life by building on engagement of public industries, small businesses and other groups, which emphasizes the importance of combining multiple disciplines and knowledge areas as well as keeping them more open to strengthen the traditional networks and services. (European Commission, 2020).

Above examples can be seen as recent and focused attempts towards sustainable city development in the framework of climate agreement.

Built environment of the city is believed to be very crucial in urban development. Not only because it houses people, activities, land-uses inside, but also, its spatial pattern is believed to influence transportation network, users behaviour and overall functioning of the neighbourhood. Many examples of urban researchers, Planners and disciplines such as medicine, geography, social sciences can be seen to be working together in order to evaluate the impact of the built environment on citizens in their respective research areas. The most used study framework is that of 3 or 5 Dimensions of the built environment, namely, Density, land-use Diversity, Design, Destination accessibility and Distance to Transit, and the interrelations of these dimensions with the neighbourhood’s walkability (Millington, C., et.al. 2009). For

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instance, one of the empirical studies of a county in Utah, United States, revealed a strong influence of neighbourhood’s spatial qualities such as compact layout and land use on people’s walking behaviour.

(Wei, Y. D., et.al. 2016). In such a way, several studies have been undertaken in the past decades which attempt to qualitatively and quantitatively assess the effects of built environment’s physical characteristics on walking behaviours, pedestrian’s satisfaction, neighbourhood walkability and further on user’s health and quality of life. The studies among others have discovered reliable influence of variables such as density, land uses, walking distances to transit, pavement conditions, lighting, parks etc., on the walking levels in the neighbourhoods of Seoul, Lisbon and Glasgow. (Kim, S., et.al., 2014 ; Moura, F., et.al.

2017 ; Millington, C., et.al. 2009 ). Such studies benefit from the research methods that are of objective nature such as statistical analyses, spatial mapping or of the subjective nature

such as users-

questionnaires, participatory assessment or the combination of both. (Moura, F., et.al. 2017).

These studies can be seen as an enhancement to the recent shift in the field of new urbanism, transitoriented development and traditional town planning, towards creating environmentally, socially and economically sustainable cities by creating and promoting sustainable transport. The main goal is reshifting the focus to facilitate public transport and supplement it with active transport (walking, bicycling) and as a result degenerate trips by privately owned vehicles. (Cervero, R., & Kockelman, K., 1997).

These transportation objectives of the city development are believed to be lessening the negative consequences of an automobile-oriented society, namely, reductions in air pollution, fossil fuel consumption, and class and social segregation (Banister and Lichfield, 1995; Dittmar, 1995), (Cervero, R., & Kockelman, K., p.199, 1997).

1.2 Research Focus One of the studies of a class I city (population 100,000 or above) in North-Western part of India claims that the Indian cities are strongly dependent on roads for transportation. It also highlights the changing landscape of many Indian cities from traditionally being an agrarian-dominated economy to now being heavily dependent on the employment created in the emerging industrial sector. This urbanization pattern allows the development in the secondary and tertiary sectors to attract migrants from the city's hinterland as well as from longer distances. In this context, the road network is very important that the development and growth of several cities is stemmed from their location along major roads. (Fazal, S. 2001).

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In the recent years, the economic significance of road network can be seen reflected in Indian cities’ Transport Planning and Policy environment. In 2006, the Ministry of Urban Development, Government of India (MoUD), issued the National Urban Transport Policy (NUTP), to bring about comprehensive improvements in urban transport services and infrastructure. The policy focus is on moving people rather than vehicles (PMC, 2008), which can be considered as a recent positive shift from automobile-oriented to user-oriented Transport Planning.

This is in light of the environmental, economic and social challenges the cities are facing due to the automobile-oriented development post independence from British rule in 1947.

1.2a Mobility in Pune city : Moving people rather than vehicles or vice versa ?

Figure 1 : Map of India (L), Map showing location of Pune city in Red and the locations of Mumbai (West), Hyderabad (East) and Bangalore (South) in Grey (R)

Pune is an important junction for inter-state highways and railways due to its location which connects the megacity Mumbai (in grey dot on west) with other megacities such as Bangalore (grey dot in south) and various Class I (population 100,000 above) and Class II cities (population 50,000 to 99,000). Pune is the second largest city in the state of Maharashtra after Mumbai and the ninth largest in India by population.

The city has a unique cultural identity acquired during the Maratha empire in the 18th century which was

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further redefined during British rule in the 19th to 20th century. Also known as the cultural capital of Maharashtra, Pune city is now at the crossroads of high speed, high investment-led development but faces serious challenges in retaining its ageing cultural core (Benninger, 2018).

The growth and all the economic benefits brought with it an unprecedented stress on Pune’s transportation and land use. The city once called the “cycle-city” is now commonly referred to as a “motorcycle city”. During the last few years, the urban sprawl has extended far beyond the city administration and is continuing to spill over into the fringe areas of the city, including the adjoining industrial hub of Pimpri Chinchwad. (PMC, 2008). Pune Municipal Corporation and other agencies have undertaken various programmes and studies on the transportation system. However these programmes are isolated and programmed to meet their individual objectives. And secondly their lack of impact on a wider region namely that of Pune Metropolitan Area/Region (PMA/PMR), are the major challenges which hinder progress (PMC, 2008).

To overcome these challenges, Pune Municipal Corporation has developed a Comprehensive Mobility Plan (CMP) in 2008 with the major goal of integrated Transport Development for the city's larger region (Metropolitan region) including 2 corporations (PMC and PCMC), the military cantonment area and the industrial growth nodes. (PMC, 2008). CMP needs to fulfil the long- term goal set by National Urban Transport Policy which is to increase the modal share of Non-Motorised Transport (walking, bicycling) and Public Transport. Many large scale developments have taken place since then (Metro line, BRTS network, roads etc) however the transport survey (2014) shows several serious challenges still are unaddressed, namely, 1. High modal share of two-wheelers vs low share of public transport, and 2. Poor / No infrastructure for walking. (PMRDA, 2018).

1.2b Urban built environment and its connection to urban mobility 5D studies and the neighbourhood walkability can be seen as some of the recent efforts encouraged by the city governments to achieve the transportation objectives of increased walking in the city. They are also one of the heavily researched topics in Urban Planning worldwide. (Ewing & Cervero, 2001).

The link between 1. Dimensions of urban built environment, and, 2. Pedestrian behaviour has been proven to be strong by many studies since the concept of 3D was developed by Cervero, R and Kockelman K. In their objective study they could show reliable links between the 3-Dimensions - the Density, the Land Use

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Diversity and the Design of street pattern and that they can influence how Americans travel. (Cervero, R., & Kockelman, K., 1997). In the subsequent studies two more dimensions were added - the Destination accessibility and Distance to transit. The efforts are directed towards finding the quantitative method which is context-specific to possibly study walkability in a neighbourhood. (Millington, C., et.al. 2009).

Among such pioneering efforts the Space Syntax laboratory in London has been contributing by means of a spatial theory and the computational support to enhance the works of other researchers as well as of their own. (Jiang, B., et.al.2000). Space Syntax uses technology creatively to assemble and analyse urban data on spatial layout, land use and mobility. Their analysis is claimed to offer the scientific, evidencebased and context-specific solutions for designing the new area of the city as well as for analysing the existing one. (Space Syntax, 2020). This research will delve into the potential application of the Space Syntax analysis tools in the framework of 5-D of built environment.

1.2c Research Gap The walkability studies as mentioned above, when positioned in the context of Indian transport studies, can be seen as the less researched study areas. One of the first indicators of this claim can be the lack of research and documentation available online to carry out further research. In the transport development in Indian cities the major investments are being carried out with the goals to substantially improve the Non-motorised transport and Public transport (PMC, 2008; Smart Cities Council, 2020). However, a closer look at the Development Plans and their current progress can show their lack of efficiency on ground. It can be seen that the revised plans are improved by including more transport surveys and data collection, but a major lack in appropriate data analysis can be identified. For instance, the majority of transport surveys include gathering data about traffic volumes, number of vehicles, and their mobility pattern, however, there are no surveys to gather data related to pedestrian volumes or the walking pattern and habits. (PMRDA, 2018).

It can also be argued that the existing survey and data analysis tools need to be supplemented with more effective analysis related to the pedestrian pattern of each neighbourhood in order to efficiently diagnose the real challenges faced by them. This can lead the decision makers towards providing infrastructure that is most suited to each neighbourhood to increase their walking levels. This is because each neighbourhood in Indian city presents its own spatial layout, mobility challenges and mobility patterns, especially in relation to the user’s walking environment. And that the general mobility plan might not target such specific walking challenges.

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This research will attempt to create a framework based on the existing array of walkability research and analysis being used in the current practice of Urban Planning, in particularly the transit-orienteddevelopment. The walkability research will focus on 5-Dimensions of the built environment. This is believed to ensure the holistic diagnosis of each neighbourhood’s specific walking challenges by encompassing dimensions of Destination availability, Distance to Transit, spatial street network and its Design elements. The practice-based tools will be derived from Space Syntax Pedestrian analysis-database which is used by the creator themselves as well as the researchers and practitioners worldwide.

The research gap of this research is thus positioned in the lack of Pune’s neighbourhood-level walkabilityanalysis in relation to its built environment.

1.3 Research Aim, Objectives, Structure Research Aim To derive and apply the framework of walkability-analysis for Kasba Peth neighbourhood in Pune’s city center.

Research Objectives In order to approach this aim, the research is broken down into following RO (Research Objectives).

Research Objective 1 - To study the framework of 5D of built environment from the past studies and its relevance to diagnose walkability in the study area.

Research Objective 2 - To derive a suitable framework for the study area by – 1.

Investigating the Transport Development Plan for mobility challenges, and, 2.

Analysing 5-D of its built environment.

Research Objective 3 - To pinpoint the relevant Space Syntax analysis techniques based on RO1 and RO2 and to analyse the study area using the identified techniques.

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1.4 Research Methods

Theoretical background using literature study in the form of three case studies, state-of-the-art analysis of the current available tools.

Data Collection - Journal articles*, Website.

Transport Planning and Development of study area using Policy document study.

Data collection - Transport Policy documents and update reports, presentations (available online).

Photographs (Google, NTNU report).

Spatial Analysis by combining findings of RO 1 and RO 2 with Space Syntax, QGIS and Depthmap., and secondary literature.

Data collection - Journal articles*, UCL Space Syntax Online Training Platform. Free online software programs. *Journal articles used in the literature study are obtained from open source and from the TU Darmstadt Library account.

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2.

The interrelationship of the neighbourhood’s built environment and its walkability.

This chapter discusses the interrelationship of the built environment of the urban neighbourhood and the walkability of that neighbourhood. These two seemingly distant subjects can be seen as the topics that are researched together in some parts of the world since late 1990s. This chapter attempts to identify which dimensions of the built environment are crucial in impacting the walking patterns, and how they are studied

2.1 Theoretical background of 5-dimensions (5-D) of the built environment.

The potential to moderate travel demand by changing the built environment is the most heavily researched subject in Urban Planning (Ewing & Cervero, 2001; Ewing et al., 2009). In travel research, such influences have often been named with words beginning with D. The original “three Ds,” coined by Cervero and Kockelman (1997), are Density, Diversity, and Design, followed later

by Destination accessibility and Distance to transit (Ewing & Cervero, 2001; Ewing et al., 2009). Demand management, the sixth D, is included in a few studies. It includes parking supply and cost. While Demographics are the seventh D, which is not part of the environment and is controlled as confounding influences in travel studies. (Ewing, R., & Cervero, R., 2010).

Research on built environment and active travel is for the most part consistent in demonstrating that active travel correlates with the 5D’s (Freeman, L., et.al., 2013). Active travel here means travel with increased physical activity such as walking and bicycling.

According to Cervero, R ; Kockelman, K. (1997); the new urbanists, neotraditionalists, and other reformminded designers argue that, if, the dimensions of built environment are changed, then their common transportation objectives can be achieved. These common objectives are identified by the authors as (1) Reduce the number of motorized trips, also called trip degeneration ; (2) Increase the share of non-motorized trips (i.e. by foot or bicycle); and

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(3) Reduce travel distances and increase vehicle occupancy levels (i.e. encourage shorter trips and more travel by transit, paratransit, and ride-sharing).

The following diagram summarizes the 5 Dimensions of built environment and their relationship with the transport objectives as mentioned above. (Ewing, R., & Cervero, R., 2010).

Figure 2 : Relationship between 5-Dimensions of built environment and the common Transportation Objectives. Information Source : (Cervero, R. ; Kockelman, K., 1997), (Millington, C; et.al.,2009). The common Transportation Objectives are also found to be coinciding with Pune city’s Comprehensive Mobility Plan objectives (PMC 2008).

The aim to study these 5-dimensions in the context of this research is in the attempt to develop the framework which suits the specificities of the neighbourhood in question. The relevance is based on the overlapping transportation objectives between the researchers and Comprehensive Mobility Plan for Pune city (Cervero, R. ; Kockelman, K., 1997), (PMC, 2008).

The researchers have been using a variety of objective variables to quantify each of the dimensions. In order to use the 5-D framework, the first step adapted in this research is to look at these various objective variables. It is then studied how these variables are used in three different case-study contexts as part of the state-of-the-art analysis. The journal articles and the research papers of the selected studies are reviewed for this step. And the next step adapted in this chapter is to determine the specific variables for the study area of this research according to their high relevance.

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The following table attempts to quantify these dimensions into variables.

5D of Built Environment

What is measured ? (Variables)

1. Density

Variable of interest per unit area.

E.g. Population per unit area Employment per unit area Dwelling units per unit area

2. Diversity

Entropy measures wherein low values = single-use environment, and, higher values = more varied land-use

3. Design

Street network characteristics, such as, highly interconnected dense urban grids, straight streets, curving loops, sparse networks. Also intersection measure, block size, average street width, crossing, trees etc.

4. Destination Accessibility

Number of jobs, other attractions reachable within given travel time (local accessibility). E.g. High values in central dense areas vs low values in sparse peripheral areas.

5. Distance to transit

1. Average of shortest routes between residences to nearest transit stop.

2. Distance between transit stops per unit area 3. Number of stations per unit area.

Table 1 : Variables of the 5-D of built environment. Information Source : Ewing, R., & Cervero, R., 2010.

2.2 State-of-the-art analysis of the 5-D walkability-study-tools.

In order to understand how these variables (Table 1) are used in different contexts, the case studies of Glasgow (Scotland), Lisbon (Portugal) and Seoul (South Korea) were selected. The selection is done due to their varied geographical context with the aim to have a generalized framework. Also their relevance to the concept of 5D is taken into account.

The SWAT (Scottish Walkability Assessment Tool) study (2007) which assessed Glasgow’s dense residential neighbourhood by grouping the variables into categories such as Destination, Safety, Aesthetics and Functional. The goal of the SWAT study was to assess participants' perception about environmental

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characteristics and the walking levels. The findings proved 18 out of 80 variables as reliable for this and for future studies. The reliable variables included Destination elements such as public transport stops, services in the vicinity, parks and the Design elements such as well maintained and green pavements, hill views. (Millington, C., et.al. 2009).

The Lisbon study (2011) focuses on different pedestrian groups (children, adults, impaired mobility) in an attempt to establish a walkability measurement for a neighbourhood in the city center. This study incorporates a qualitative method in the form of participatory assessment process with stakeholders and decision makers. The findings highlight a strong walking correlation with the pavement quality and convenience. The researchers of this study strongly support the benefits of introducing a pedestrian network through the city similar to that of the tram and by doing that making the local environment more accessible and attractive for all pedestrian groups. (Moura, F., et.al. 2017).

The Meso and Micro scale study of Seoul (2014) divides built-environment’s characters into two scales Density, Land Use Diversity etc. (Meso) and footpath, street furniture (Micro), and studies two walking groups against these characters. The walking groups are by purpose - utilitarian and recreational. The study findings show that both meso and micro scales are significant, however, the meso scale has more importance in some cases. (Kim, S., et.al., 2014). Some variables also vary depending upon the purpose of walking, which means what is favoured by the recreational walkers may not be favoured by the utilitarian walkers, and vice versa.

It was found out that various categories can be created and analysed for both the walking as well as the built environment to suit the research question. Eg. Walking can be divided by purpose, built environment by scales, and, pedestrians into user groups. One of the important findings from this objective was that the street network under the Design dimension impacts walking more than the road level design elements such as lighting, footpath condition. It can be inferred that the 5-D framework can be flexibly adapted to suit the research question. The case-studies underpin the claimed importance of 5Ds in neighbourhood walking. They also attempt to prove that the dimensions which are closely related and highly reliable in all three study areas, are Design (both at meso and micro scale), Destination accessibility, and Distance to transit. They guide this research towards the specific variables in order to achieve the research aim. While this information from these cases is helpful in going to the next step, it is acknowledged that more literature specific to the methodology of this research will need to be studied in subsequent chapters.

This research takes into account the case studies in the form of long-term researches (2-10 years), that collected primary data and analyzed them through statistical methods, such as above. In addition to these

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cases, it also acknowledges the open source digital tools in this area of study which are constantly updated.

Walk Score is a one of the websites that assigns a walkability score to the cities, neighbourhoods and residential apartments in many parts of the world. It is targeted to the potential buyers or tenants of the residential property. The apartments in Indian cities are not yet listed, however, the tool of neighbourhood-walkability is available in cities including Pune. According to the website, the Walk Score of Kasba Peth neighbourhood (study area of this research) is 89 (2) which is labeled as very walkable. This score has certain relevance to this research because the methodology of Walk Score also involves certain dimensions of the built environment. Even though the framework of their analysis is not available to be studied, the website briefly mentions about the process by which the walkability is analysed. According to their website, the score is determined for each grid of 500 ft. And it is based on the population Density,the block distance and the intersection density (Design dimension) of each grid (Walk Score, 2020). This tool can be very good to determine dimensions such as Land use Diversity, the Destinations available and the population Density. The score can be a a good indicator if one is interested to discover – 1. If the neighbourhood is single-use or multi-use, 2. What are the commercial attractions available, such as restaurants, bars, cafes, shopping, parks, schools, banks etc. , and lastly, 3. How easy or difficult it is to walk to these attractions.

It is interesting to see this tool as well as more of such walkability-analysis-tools being available to Pune’s residents. It is promising to see the attempts to analyse variables of built environment’s dimensions to determine the neighbourhood walkability, which also underpins the foundation of this research. However, It can be said that in the present scenario, this tool, although effective in the two dimensions of the 1.

Density and 2. Land use Diversity, lacks analysis in the three dimensions of 3. Design, 4. Destination accessibility other than commercial, and 5. Distance to Transit.

The literature review of the past studies and the present-day development of other tools direct this research into the next step which is the selection of the specific variables in the context of the study area.

This will be carried out in the next chapter.

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3. Transport Planning and Development background of the study area This chapter will study Pune’s Transport Planning and Development background by analysing the policy document in detail. This is done by keeping the subject of walkability as focus of the inquiry. The aim of this objective is to build on the theoretical foundation of 5-D that was achieved in the last chapter. This is done by using the existing legal and planning framework of the study area and, It is anticipated to offer a rational dimension as well as the time-frame to this research.

Comprehensive Mobility Plan (CMP) for Pune city is drafted on the guidelines of National Urban Transport Policy (NUTP). The main goals among others can be identified as – 1. To increase the Public transport share from 19% in 2018 up to 50% in 2038.

2. To increase Non-Motorised Transport (NMT) share from 28% in 2018 up to 35% in 2038.

These goals can be seen in the alignment with the transport goals of the transit-oriented development that is taking place in many parts of the world (Cervero, R., & Kockelman, K., 1997).

The following subchapter delves into the methodology of Comprehensive Mobility Plan (CMP), its pastdecade progress, present major challenges and lastly the opportunities it can offer for further development with the help of this research.

3.1 Comprehensive Mobility Plan (CMP) of Pune city and the mobility challenges related to city’s walkability Currently in India, travel data shows high levels of traffic congestion, traffic crashes, reduced safety for pedestrians and bicyclists as well as reduced air-quality (Tiwari, G., 2011). In all Indian cities, improving infrastructure for walking and bicycling is the focus for the transport development policies and strategies at National, state as well as city municipality level. (Tiwari, G., 2011, p.26).

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Comprehensive Mobility Plan (CMP) is a long term transport vision document for mobility of people and goods in the city. It is a prerequisite to get centrally funded transport projects under the guidelines of the Ministry of Urban Development (MoHUA) (PMRDA, 2018). According to the MoHUA guidelines, it needs to be prepared every 5 years with an integrated approach for the region. In 2008, the first plan was developed for Pune city-limits. This plan forecasted future travel demand based on current travel patterns, traffic volumes, population rate, Development Plan etc. and developed a travel demand model. It has been reviewed and the revised plan has been proposed for a larger metropolitan area in 2018. The major goal for this time is the Integrated Transport Development of this extended area (2172 sq.km.), which includes 2 city corporations, cantonment areas and the industrial growth nodes. (PMRDA, 2018). In the revised plan it has been claimed that the two city corporations have pioneered in initiating projects to encourage NMT and Public transport.

Following are its past-decade progress as declared in the revised plan in the year 2018 (PMRDA, 2018).

Past-decade progress (2008 - 2018) 1. Focus on Bicycle and Bus infrastructure development. Cycle-track development and dedicated bus-lanes.

2. Ongoing expansion and modification of Bus Rapid Transit System (BRTS).

3. Sustainable Transport Cell is formed under which initiatives such as Pedestrian Policy, Street Design Guidelines and Parking Policy (to discourage car-use) have been undertaken.

4. New Urban Designers and experts are employed to remodel the streets for safe and enjoyable walking.

5. A number of primary surveys were carried out for data collection.

Major challenges As discovered in the Traffic and Road Survey (point 5. above) as listed in the same plan 2018 (PMRDA, 2018).

1. Modal share of Public Transport and NMT is very low; 19% and 28% respectively.

2. Personal Vehicles growth rate is 8% annually; 59% for motorcycles and 15% for cars.

3. 65% roads do not have footpaths, 12% have only one-sided.

4. No road-markings on 54%. Good marking exists only on 3.90%.

5. Long duration parking on major commercial streets in the city center.

6. Out of the 21 primary surveys, 4 are subjective which focus on pedestrians. Rest 17 are about vehicular data such as traffic volumes, traffic pattern.

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It can be seen from above listed challenges that Pune city’s mobility issues range from multiple sectors to scales. The transport sector alone may not have the authority or the tools to bring about the holistic change. For instance, (No. 1) easy availability and affordability of motorbikes, scooters and cars still continue to grow. They become the main reason for road congestion, traffic chaos and air pollution, affecting the quality of life in the city. Long duration parking (No.5) can be the cause of good destinations availability but lack of good connectivity by public transport or walking. In the revised plan of 2018, the walking network connecting public transport network is proposed. With such concrete proposals and the past-decade progress, it can be believed that the formations of NUTP (National Urban Transport Policy) and the subsequent development manifested through CMP has opened doors for walking-focused, transitoriented new urbanism in Indian cities. A lot has been progressed in terms of policies, funding provision, change in attitude of designers, decision-makers, which can be seen as a good step forward. The specific development is seen through Governance-level initiatives such as formation of Sustainable Transport Cell.

This cell is presently handling the power to encourage NMT-oriented policies. The design-level initiatives can be seen emerging which are complementary to these governance-level initiatives. Some of the main examples are the Street Design Guidelines for Pune city that encourages walking for all types of userabilities and micro-scale design improvements to make streets attractive (PMRDA, 2018).

The findings from this study reveal that the pedestrians experience least rights and security on majority of the streets in Pune (65% roads with no footpaths, no crossings in many areas). While this is an urgent issue that needs to be addressed, it is also important to understand why these road conditions are observed in a city like Pune. The city has been experiencing flourishing economy as well as government-approved funding in transport infrastructure (PMC 2008). The surveys strongly reflect the constant walking struggle that has not changed despite the major institutional and policy level changes that also took place in this decade. Personal vehicle growth and poor condition of pedestrian environment such as no footpaths, no road-markings, also hints at the potential causes of a high rise (59%) in motorcycles. The finding about very high rise in motorcycles and lesser rise in cars can also be used to argue that the travel distances are not very long and the climatic conditions are favorable to walk or to bike if the suitable infrastructure is available. This calls for deeper inquiry of the methods of research and analysis related to pedestrian safety, and walking conditions rather than one-sided methods which focus on the traffic. This means that the research is needed to enquire into aspects that Pune city has seemingly not strongly dealt with.

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In Indian context, some Planning and Development studies that were studied prior to this research, reveal that many issues are rooted in the Development Plan that is not efficiently updated and that is insufficient on many levels (CDSA, 2015). The document study carried out in this research partially disapproves the hypothesis that the Development plans are not efficiently updated. The document of Pune’s Transport Plan provided strong evidence of data collection, survey methods and spatial visualizations in terms of network-maps. The second document that was published on 2018 and also analysed in this research critically reviews its 2008 precedent, provides decade-long panorama and outlines the revised plan. It was concluded that the Comprehensive Mobility Plan (CMP) for Pune city is an administrative and planning process that covers areas of data collection, documentation and planning of strategies in a systematic and an effective way. While this can be seen as a positive aspect of Pune’s Transport Planning, a detailed study of the Primary surveys carried out for this development does not prove to be satisfactory. These surveys do not reveal the strong links between the majority of dimensions of built environment, namely, Destination Accessibility, Distance to transit, land-use Diversity and Density. There is, however, a large amount of data collected regarding the micro-scale Design dimension. It is important to emphasize that the transportation objectives of this mobility plan for Pune city align with the objectives of the international movement of Transit-oriented development to a large extent (Cervero, R. ; Kockelman, K., 1997; PMRDA, 2018). What this research further argues is that there is a lack of research and analysis in the same direction as that of the direction of the transit-oriented-development-movement (Cervero, R. ; Kockelman, K., 1997; PMRDA, 2018). The international researchers and their proposition to study the 5Ds of built environment is argued to be an important criteria to the complex subject of walking.

Unfortunately, the CMP for Pune shows lack of development in that direction. One of the reasons could be that these dimensions are particularly harder to assess, and hence have not yet been covered by the planners who are involved in drafting city’s mobility plan.

Therefore the conclusion of the Transport Development Plan study strengthens the argument of this research which proposes the 5-D framework to study neighbourhood walkability. The next chapter follows the 5-D framework in particular to the study area of Pune’s central neighbourhood.

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Study area - Kasba Peth and the 5-dimensions of its built environment In this subchapter, Kasba Peth, the study area of this research is analysed with the 5 Dimensions of built environment by using available data and tools. This will take the next step to form the suitable 5-D framework for the study area which will subsequently be analysed in the following chapters.

Figure 3 : Pune city map with existing transportation network. Source: Comprehensive Mobility Plan, PMC 2008.

The study area of this research is a historic neighbourhood of Pune’s city center (red dot in Fig.3). Multimodal network of Public transportation radiates outwards from the central stations and hubs that are located in the city center. E.g. Pune Junction for inter-state railways and Shivaji Nagar transport hub for railways, buses, private taxis, auto rickshaws (Grey dots north of the site in Fig. 3). The state and the national motor-highways meet at a point in this area and radiate outward towards other cities in the state.

At present the construction of the proposed metro network is also under progress. The study area is

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diverse in land-use. It has high concentration of commercial activities, religious and historic landmarks, and residential properties on upper floors. It is one of the oldest commercial areas from the Maratha empire. It was also the seat of prime ministers of the empire (NTNU, 2017). This can be seen as the reason for the high concentration of historical landmarks such as palaces, temples, mosques, marketplaces, public parks which also bear religious, and cultural significance.

The historic neighbourhood-planning can be seen in Kasba Peth’s compact spatial layout which offers high potential for walking to various destinations (Fig.4;1). The various destinations can also be seen as a result of land-use diversity (PMC, 2008). The dimensions of Density and land-use Diversity of Kasba Peth’s Built

Figure 4 : A street-view in Kasba Peth. Source : NTNU Fieldwork 2017.

1.Walking potential of the compact spatial layout can be seen, however, the lack of walking infrastructure, safety and convenience can be observed.

2. The typical traditional building typology of shop-on-ground and house-on-top, offers high potential of landuse diversity and utilitarian destinations such as small local convenient shops.

environment are also reflected in the high walkability score by Walk Score’s analysis.

Strengths of Study area - High Density, high Land-use Diversity, multi-modal transport network.

Weaknesses of the Study area – Automobile-oriented planning, new transit development with poor focus on pedestrians, poor destination accessibility, traffic congestion, lack of harmony between users and transport.

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The findings from the previous chapters of this research suggest that Kasba Peth lacks - 1. Pedestrianoriented planning to complement the compact street network (Design), 2. Destination accessibility, and, 3. Transit development to encourage walking (Distance to transit).

These assumptions are based on the current status of the surveys, secondary data and the strategies available in the Comprehensive Mobility Plan for Pune city, as discussed in the subchapter 3.1.

This guides this research towards the selection of variables.

The focus will be on street network patterns in the Design category; the commercial and cultural landmarks in the Destination-accessibility category and lastly, the proposed metro stations and the existing bus stops in the Distance-to-transit category. The reason for particularly selecting these 3Dimensions is that, the analysis of Pune’s Transport Plan (in subchapter 3.1) revealed that they have not been analysed in the depth.

The remaining two dimensions, namely Density and land-use Diversity are also related and reliable.

However, these two dimensions have been covered strongly in existing array of strategies for Pune city, and therefore, excluded from the framework of this research. It is important to note that these two dimensions are typically analysed by using the statistical methods which are not used in this research.

Pune’s Transport Plan has shown high evidence of statistical methods, and therefore, this research will only include the dimensions that are particularly measurable by using the spatial analysis methods, that is in alignment of this research’s methodology.

The modified 5D framework for this research, therefore, is as below –

3. Design

Street network pattern

4. Destination Accessibility

● ●

Cultural landmarks (Religious, Historic, leisure) Commercial land-uses (employment)

5. Distance to transit

● ● ●

Proposed Metro Stations Existing Bus Stops Existing Auto-rickshaw stops * *Strongly suggested but not included in this study due to lack of data availability.

Table 2 : Selected variables of the 5-D of built environment for Kasba Peth study area.

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The selection of variables of the 5-D of kasba Peth’s built environment guides this research to the next step, i.e., the street network analysis in order to to analyse the 3 selected Dimensions as selected in Table 2. It will be carried out in the next chapter.

Following figure, thus, concludes and describes the process of 5-D framework development for this research in detail.

Figure 5 : Analysed 5-D framework and Methodology for the study area of this research.

On comparing the 5-D framework (chapter 2), the existing transport Development Plan and the study area’s challenges, this research argues that the missing link between the walkability analysis, its further reflection in the larger NMT network planning, is the lack of holistic analysis with the dimensions of the built environment. (Design, Destination and Distance). The next chapter studies the Space Syntax tools which are proposed as one of the effective analytical tools recommended for the study of Design dimension.

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4.

Space Syntax Analysis techniques, their application on

the study area and the results.

Space Syntax analysis techniques have been around since ca. 1980 and have offered various possibilities in urban studies since then. Many researchers , Urban Planners, Architects believe in its potential and use them to enhance their designs. The examples of such applications can be seen in several studies and researches available online as well as in the ones presented in conferences worldwide. On the whole, these techniques are used to determine the accessibility in the space and the potential movement of the users by using the spatial configuration of that space. And they can be used in multiple scales such as a neighbourhood, city area and individual buildings, depending on the nature of the study and the expected outcome. (Jiang, B., et.al.2000). The various techniques and the support are available to be used in conjunction with other spatial programs (GIS, CAD etc.) They are namely Integration, Choice, Intelligibility, VGA etc. to determine accessibility, movement, visibility respectively.

In order to delve further into how the Space Syntax tools have been used in different contexts worldwide and to determine their potential contribution for this research, various cases are studied.

The following is the summary of the findings from this study – 1. Space Syntax tools are open to use for all user abilities, and they need data that is easily available, e.g. open street map, google.

2. Integration measure is beneficial for two reasons – 1. Easy to calculate in Depthmap, 2. It provides street-level connectivity rather than area-level connectivity.

3. Integration measure gives pedestrian distribution by street which can be used effectively with other conventional measure of pedestrian volume.

4. Pedestrian distribution does not fundamentally change because the urban street network rarely changes.

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5. An overlaying movement model with 1. Pedestrian distribution, 2. Transit and, 3. Motorised traffic can lead to a street-wise guide. It can provide opportunities to create long-lasting policies for better traffic and conflict management, safety and land uses.

6. A positive correlation is found among – 1. Street connectivity (integration), 2. Walking for Transit, and, 3. Availability of utilitarian destinations such as local shops, cafes (Koohsari, M. J., et.al., 2014).

The following figure can be used to explain this correlation.

Figure 6 : Positive correlation between three variables of 1. Street connectivity (Design), 2. Availability of Destinations, and 3. Walking for transport (Distance to transit).

Source : (Koohsari, M. J., et.al., 2014). J.

Above findings highlight various advantages of Space Syntax tools in achieving street-network analysis and pedestrian distribution. The methodology of this research (Fig.5) identifies that the street network design must be studied under the dimension of Design. The Space Syntax tools identified for the study of Design Dimension are Integration and Choice, which particularly inform the accessibility in a space and the potential movement of the users, especially pedestrians. The following subchapters will discuss the details of each of these tools.

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4.1 Integration and Choice in the urban analysis Integration: Technique, application in urban studies and visual representation.

The founding theory for all techniques is based on the assumption that the spatial configuration of a space is responsible for the users movement in that space. In the integration measure, The linear space such as urban streets are represented with axial lines. These axial lines are the longest straight lines which follow the spatial configuration of buildings, boundaries etc. Each street is one line segment and the Segment Integration Analysis gives it a color code by using its integration value. In other words, the integration value Figure 7 : Segment angular integration analysis. Source : UCL Space Syntax online

is determined by the degree of how well or poorly the street is training platform integrated in the system. By definition the integration is a measure of how each street is connected with every other street in the system.

In urban scale, this technique combines three elements - 1. Spatial configuration of the study area, 2.

Movement accessibility of each street and, 3. To-movement potential of the street. High integration means high to-movement potential, or, The red streets in Fig. 7 show high to-movement potential as opposed to the (deep) blue streets which have low to-movement potential. (UCL Space Syntax, 2020).

Choice: Technique, application in urban studies and visual representation.

Segment angular choice measures the through-movement potential of linear structures (eg. streets and corridors). The layout is coloured according to segment angular choice values. Red denotes a high through movement potential and blue indicates a low through movement potential. This enables us to understand the foreground network, highlighted in red and orange, and background network highlighted in the other colours (Fig. 8). The foreground network highlights the shops and cafĂŠs of a place. The background network Figure 8 : Segment angular choice highlights the residential areas of a place (UCL Space Syntax, 2020).

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analysis. Source : UCL Space Syntax online training platform

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As described above, the Segment Integration and Choice Analysis offer interesting results about the street’s accessibility in an urban system. This analysis will be further optimized by using the correlation from the study finding no. 6 - A positive correlation is found among – 1. Street connectivity (integration), 2. Walking for Transit, and, 3. Availability of utilitarian destinations such as local shops, cafes. (Koohsari, M. J., et.al., 2014).

However to suit the study area of this research, the cultural destinations are also studied along with the commercial destinations. The following figure can be used to see how this correlation among three dimensions is directly related to the 5-D framework methodology of this research. It will be applied on the study area in the next subchapter.

Figure 9 : The direct relation between the positive correlation among 3 dimensions / Fig. 4 (L) and Analysed 5-D framework and Methodology for the study area of this research / Fig.3 (R).

4.2 Study area – Kasba Peth walkability analysis 4.2a Maps with Integration and Choice 800 Metric / 2000 Metric The following two maps are analysed for integration and Choice, both for 800 Meter radius. The radius is chosen to indicate pedestrians movement. The red indicates that the street is most integrated in the network, and that it is the most likely to be chosen by the pedestrians. The scale goes down from red-toorange-to-yellow-to-blue. The deep blue indicates that the street is least integrated in the network, and

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that it is least likely to be chosen by the pedestrian. Radius of 1200 Meters (1.2 Km) is considered to be a pleasant walking distance both for utilitarian and recreational walking purposes.

Figure 10 : Street Integration 800 Metric (0.8 Km).

Analysis shows – 1. Movement Accessibility, 2. To-Movement Potential of each street (Red for high values. See Legend).

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Figure 11 : Street Choice 800 Metric (0.8 Km).

Analysis shows – 1. Through-Movement Potential of each street (Red for high values. See Legend). 2. Foreground network likely to have shops, eateries and other commercial land-uses (lighter blue), and, 3. Background network likely to have quiet residential land-uses (Deep blue)

From above maps, it can be seen that the integration 800 Metric (0.8 Km) reveals many streets with higher values (Red, Orange, Yellow). On the other hand, the choice 800 Metric (0.8 Km) reveals very few or no streets with higher values. Choice analysis typically offers knowledge about the foreground network (commerce) and background network (residential) of the streets. However in above map (Fig. 11) most of the network is shown as residential. The reason for this can be due to the street-pattern of the neighborhood. It was decided to include higher radius in order to obtain more desired results. Fig.12 shows choice analysis for the radius of 2000 Metric (2 km).

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Figure 12 : Street Choice 2000 Metric (2 Km).

Analysis shows – 1. Through-Movement Potential of each street (Red for high values. See Legend). 2. Foreground network likely to have shops, eateries and other commercial land-uses (lighter blue), and, 3. Background network likely to have quiet residential land-uses (Deep blue)

Analysed maps for different radii are in appendix for reference. For future studies, smaller radius can be analysed for more local destinations, and similarly, higher radius can be analysed for more global system with destinations farther from the study area. The maps that were used for this study (in Fig. 10,11 & 12) were selected based on the analysis radius. The analysis radius is believed to correspond to the travel distances between site and the destinations, which is between 1 Km to 2 km.

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4.2b Findings from the analysed maps of Kasba Peth 1. The street network in Kasba Peth neighbourhood and the surrounding 1.2 Km area is convenient for walking distances of about 1 km.

This can be seen in Fig.10, where the 1.2 Km-radius-analysis shows more red and yellow streets and less deep blue streets. This means most of the streets in 1.2 Km-wide network have high movement accessibility as well as to-movement potential, hence are convenient for walking use.

2. The cultural (in orange zone) as well as commercial destinations (in red zone) have high accessibility.

Many streets with higher values of choice and integration lead towards and within these zones (Fig.10). This also matches with the Walk Score’s very walkable score of 89.

3. The bus corridor (in yellow) has a very high accessibility. Because many streets with higher values of integration lead towards the bus corridor (Fig.10).

4. In the case of proposed Metro stations, 4 stations are within the 1.2 Km radius which is considered as a positive observation. However, out of 4 stations, only 1 station has good accessibility. Which means that many streets with higher values of integration (Fig.10) and choice (Fig.11 & 12) lead towards that station. Rest of the 3 stations are seen to be in the walking desert surrounded by streets rendered in deep blue colour.

5. Choice analysis helps to confirm that the existing location of the commercial zone (in Red zone) is good. This can be seen from the light blue and yellow streets that are seen inside the commercial zone.

These streets offer higher through-movements of pedestrians, therefore are beneficial for the commerce. Both Fig.11 and Fig.12 confirm this finding. However, the reason to include Choice 2 Km (Fig.12) is that in choice 0.8 Km (Fig.11), none of the streets were found to be in orange or in red. This can mean that the street network could not be identified as foreground and background network for the travel distance of 0.8 km. The higher travel distance of 2 Km reveals the foreground network (orange-red) and background network (green-blue). This analysis is beneficial to identify individual streets which offer high-through movement (in orange and red) that can offer successful locations for commerce.

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The findings above provide strong evidence to confirm, 1. Study area is mainly residential and on the North direction it is cut off from the rest of the network due to the river and the train station, and, 2. The network emerging from study area in the South direction displays very high overall walking potential and high commerce potential on certain streets.

The theoretical framework of 5-D studied in the first objective, and the current mobility strategies studied in the second objective have been applied and analysed with the help of these maps (Fig.10, Fig.11 and Fig. 12), which provide us above findings.

These findings (1 to 5) are most relevant among other findings because they provide evidence to the walkability issues related to 2-Ds in question, i.e., Destination accessibility and Distance to transit. They provide this research a practical dimension by testing an analysis tool on a neighbourhood scale. And they are believed to be significant because they derive a mix of positive and negative conclusions associated with the development issues which can potentially be fixed or improved in the future plans. The positive findings are associated with the existing spatial layout, the locations of bus stops and the commercial zones. While the negative findings are associated with the walkability of neighbourhood residents to the proposed metro stations in the neighbourhood’s vicinity. The newer metro lines are still in the initial phase of planning, and the study findings are in a right time-frame when they can potentially assist the decisionmaking of the next planning phase.

According to the conclusions of research objectives 1 and 2, the Dimensions of spatial layout Design is believed to be the least studied dimensions in the study of walkability. Therefore these findings which offer a holistic analysis along with other two dimensions (Destination access and transit Distance) are believed to fulfil the analysis gap outlined in the previous chapters. Therefore it is suggested that above findings (in 1-5) provide examples of framework-analysis, when complimented with the local expertise, pedestrian’s participation and the government, can supplement the decision-making while revising the next transport plan for Pune city.

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5.

Discussion

5.1 Conclusions The first objective of studying the walkability-framework and finding its relevance to the study area was achieved on the large part. It proved significant in obtaining the knowledge about theoretical advancements of walkability study and their application on a neighborhood scale. The field of Urban Transportation is vastly studied in various disciplines and can be daunting for an individual researcher. In that context, this theoretical foundation has maintained a specific focus on 5-D while providing depth to the practical study that is carried out in the subsequent chapters. 5-D framework on a neighbourhood scale has proved to be beneficial in order to collect and analyze data on a manageable scale in a specific time period of 6 months. However, the numerical data that these literature studies used in order to analyse the walkability could not be achieved in this research. This was due to the lack of expertise in statistical discipline. On one hand, this research was based on the spatial analytical output therefore the lack of statistical discipline was not a matter of concern; while on the other hand, this research recommends the amalgamation of spatial and numerical analysis for future studies. This is believed to validate both forms of expertise by using the strengths of one another.

The second objective was aimed to- 1. Understand the Transport Planning and Development framework in Pune , and , 2. Ground the international walkability framework in Pune’s walking challenges. In Indian context, the planning processes, policies and the government are multilayered, fragmented and are revised every five or ten years. The study of two policy documents, PMC 2008 and PMRDA 2018 proved to be a very useful tool that provided the decade-long development panorama until its most recent assessment. The first document PMC 2008 was found to be in its initial development phase which is prepared by the infrastructure company that was involved at the time. Therefore the isolated study of this report alone would not have been critical and unbiased. The second document, PMRDA 2018 describes the revised Transport Development Policy as well as critically reflects on PMC 2008’s progress. This was crucial in achieving both aims mentioned above. The fact that it was prepared by a different infrastructure agency than the first one might have been beneficial in regards with the critical reflection. The question of having an unbiased view can still be contested because both the documents, although very useful and descriptive, are however, published and owned by the municipality of Pune city. In order to make this research more successful, it is suggested that the survey methods are critically reviewed specifically to

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understand how walkability is currently studied and analysed. The answers verified by the local experts would ground this study and provide more interesting avenues in order to further study the subject of walkability. This dialogue among the local experts, pedestrians and the municipal planning process is anticipated to create conducive environment of internal criticism which is believed to be beneficial in bringing about the systemic change.

Third objective was mostly successful in achieving the target to, 1. Identify most appropriate Space Syntax analysis techniques for this research, and, 2. Obtain relevant analyzed findings to guide this research as well as for the further direction hereafter. The literature review of diverse mix of researches offered stateof-the-art analysis of Space Syntax techniques. The articles although from diverse geographical context, were however selected with a narrowed scope of research question surrounding the subject of walkability.

The findings helped to realign and strengthen the walkability framework into three specific dimensions appropriate for the study area. The next step of Integration and Choice analysis is believed to be the most successful. This is because it offered a tangible outcome where the theoretical framework that was discussed and developed in the previous chapters could be observed. Secondly, some of the interesting highlights of these findings revealed the potential problems related to the locations of the proposed metro stations. Pune city is undergoing transformative phase in Transport Planning, therefore this research can act as an urgent as well as an effective solution to avoid the potential threats while still in the Planning stage. The framework provides a significant evidence-based example and suggests that it can effectively supplement the decision-making process of the Planners and Developers while revising the next Transport plan.

5.2 Strengths and limitations of the research Strengths 1. Three steps of the framework are achieved in three objectives. The first step creates strong theoretical foundation and connects this research with the ongoing research that is taking place worldwide. The second step provides the pillars of legal and planning framework of the study area.

This step is important because it connects research with Urban Planning, and therefore, a potential of creating a dialogue between the researchers and the municipality. Finally, the third step offers this research a tangible outcome in the form of analysed street-network-maps. This can be seen as an example of the work produced after combining theory and practice.

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2. The streets of the city are not drastically changed over the time, therefore the street-analyses can be used not only in the current development but also in the future development plans, ensuring long-term success (Lerman, Y., et.al., 2014).

3. The framework is adapted according to the research questions. For example if the research question requires more information about the vehicle traffic, then the higher metric radii can be analyzed in the last step of analysis. Therefore, the potential for inquiry is not exhaustive and can be used by researchers of different levels of knowledge- abilities and expertise.

Limitations 1. Limited knowledge and scope associated with an individual research. The researcher of this research is from Architecture and Urban Planning background. This can be considered a strength in terms of spatial analysis, however, a limitation in terms of hard numerical analysis.

2. Lack of Statistical expertise. The quantifiable potential of the variables of dimensions could not be optimised, such as, entropy measure in Diversity dimension.

3. Lack of subjective data which could have been in the form of citizen workshops, pedestrian surveys, opinion polls, design competition among others. The cross verification of subjective (qualitative) and objective (quantitative) data was not achieved in this framework.

4. Lack of involvement in the study-area’s social dimension. Suggested involvement of social aspect can be in the form of social issues related to walkability by using techniques of citizen participation mentioned in No. 3. The examples of social issues are crime, gender safety, stigma, cultural or customary perception of walking.

It is important to acknowledge that the walkability in Pune is a complex topic that has many concerns intertwined in it. The pedestrian safety is compromised in the current condition of the footpath availability, absence of pedestrian crossings, pedestrians having to constantly struggle for right-of-way on the streets that are overburdened by cars and motorcycles. This is exacerbated by the state and national highway-network passing through city areas. Comprehensive Mobility Plan (CMP) is successful in many ways in order to tackle these mobility challenges by introducing city-wide BRTS bus network, external ring-roads for state and national traffic to by-pass city areas, and , more importantly, by proposing footpaths and pedestrian crossings on all streets. However, this research argues, proposes and exemplifies a methodology that covers the dimensions of built environment that are

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believed to most positively impact the neighborhood-walkability. This can prove to be a tool that can be used and adapted to suit each neighbourhood as well as the pedestrians in that area. Lastly, such adaptive methodology can and will open doors for Indian city governments towards advanced technology and research while moving into the era of Smart Governance, Smart living and Citizen participation.

5.3 Outlook This research presented a framework that emerged largely from quantitative foundation, built its structure with qualitative analysis and finally derived a tangible spatial outcome based on its qualitative mapfindings. The researcher believes to have tapped in the appropriate research gap and to have derived a successful set of results. It would be interesting to see how far and in how many different directions this research can go. The limitless potential in amalgamation of various knowledge-fields as well as the governmental power can be seen gradually taking its roots in the mainstream Urban Planning and Development process. The world can be seen coming closer and closer due to the city-networking initiatives such as C-40 cities, Smart Cities, 100 Resilient Cities, and more in the pipeline. This research that proposes opening up to advanced international urban analytical opportunities, finds itself in the right time-frame of international learning and development. It is recommended that this form of international urban solutions are to be more appropriately grown and adapted to the local context of each city’s neighbourhood. It can be achieved by incorporating more on-ground surveys, interviews, citizen planning workshops while nurturing the open and unbiased attitude towards international state of the art urban analytics.

On the final note, this research strongly believes that the critical drive started with the revision of CMP in 2018, if sustained with the welcoming attitude towards incoming technology, international networking can be very successful in every city’s context. The most important element for success is believed to be found in the most simplest of the citizen’s needs, such as an enjoyable walk to the local cinema or a metro station. If this is retained at the heart of the development, then the advanced international tools are believed to assist on every possible level.

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6. References Benninger, Christopher. 2018. "Pune Metropolis: Unlivable Cities Within a Livable Metropolis." In Livable Cities from a Global Perspective, edited by Roger W. Caves, Fritz Wagner, pp. 113-128. Routledge, New York.

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Freeman, L., Neckerman, K., Schwartz-Soicher, O. et al. Neighborhood Walkability and Active Travel (Walking and Cycling) in New York City. J Urban Health 90, 575–585 (2013). https://doi.org/10.1007/s11524-012-9758-7

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Appendix

Integration 400 Metric

Integration 800 Metric

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Integration 2000 Metric

Integration 4000 Metric

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Integration 8000 Metric

Choice 400 Metric

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Choice 800 Metric

Choice 2000 Metric

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Choice 4000 Metric

Choice 8000 Metric

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