Pedestrian Mobility

STUDY OF PEDESTRIAN MOBILITY (Ahmedabad, Gujarat)

A Research Thesis submitted to the Gujarat Technological University

By Shrey Patel

In partial fulfilment of the requirements for the award of the degree of Bachelor of Architecture (B. Arch.)

June 2021

L.J SCHOOL OF ARCHITECTURE L.J CAMPUS, SARKHEJ ROAD, AHMEDABAD

B. Arch (Research Thesis), L.J. School of Architecture, Gujarat Technological University

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B. Arch (Research Thesis), L.J. School of Architecture, Gujarat Technological University

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CERTIFICATE

This is to certify that the Research Thesis entitled “Study of Pedestrian Mobility”, has been submitted by Mr Shrey Patel, En. no. 163541050015 under our guidance during the year 2020 – 2021. This Thesis is submitted towards partial fulfilment of the requirements for the award of Bachelor of Architecture and satisfies the requirements laid down by Gujarat Technological University, Ahmedabad.

It is to be understood that by this approval, the undersigned does not necessarily endorse or approve any statement made, opinions expressed, or conclusion drawn therein but approves the studies only for the purpose for which it has been submitted.

Prof. Himanshu Thakker Director, L. J. School of Architecture.

Prof. Yogesh Gandevikar Thesis Guide.

Thesis Committee Ar. Himanshu Thakker, Ar. Yogesh Gandevikar, Ar. Girish Mistry, Ar. Ajit Pandey, Ar. Prakash Patel, Ar. Hiren Gandhi, Ar. Sharadbala Joshi, Ar. Spandan Das, Ar. Rohit Nimje.(Thesis Coordinator)

L.J SCHOOL OF ARCHITECTURE L.J CAMPUS, SARKHEJ ROAD, AHMEDABAD

B. Arch (Research Thesis), L.J. School of Architecture, Gujarat Technological University

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B. Arch (Research Thesis), L.J. School of Architecture, Gujarat Technological University

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ACKNOWLEDGEMENT

I take this opportunity to express our deep and sincere gratitude to my guide Prof. Yogesh Gandevikar sir for his supervision, advice, and guidelines from the very early stage of this thesis as well as for giving me extraordinary experiences throughout the work. Apart from, the subject of my thesis, I have learned a lot from him, which I am sure will be useful in different stages of my life.

I thank with profound honour and regards Prof. Himanshu Thakker, Prof.

Rohit Nimje for their suggestions and strong support.

My Heartfelt salute to my friends for their inspiration and help during my thesis work. Finally, this thesis would not have been possible without the confidence, endurance, and support of my family. They are always a source of inspiration and encouragement. I wish to thanks my parents and my younger brother, whose love, teachings, and supports have brought me this far.

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ABSTRACT

The research attempts to understand how streets can become more pedestrian-friendly. The attempt starts with understanding the fundamentals of pedestrian mobility and pedestrian facilities of Indian streets from books and Indian standards. It also includes how streets should be designed for the city. Pedestrianisation is supported and pedestrian activities on the street are understood. The attributes of good pedestrian mobility are understood through books and literature studies. The attributes are accessibility, connectivity, comfort, safety, ambience, and place-making. All of these are explained in detail.

Three secondary case studies are done to understand the pedestrian mobility on the street and evaluation of street after development for pedestrians. Also, understand the goals and key elements of the streets. For the primary study Gurukul road, Ahmedabad is selected. A mix used street is selected to study pedestrian behaviour on the street at different times and conditions.

After that, a survey is conducted to understand the experience of users of the street questionnaire. After the study and survey of the street, research provides suggestions and a sustainable approach to the street.

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TABLE OF CONTENT TITLE

Page No.

Certificate……………………………………………………………………………….……. III Acknowledgement………………….…….……………………………………………….….. V Abstract …………………………………………………………………………………….… VI Table of Content ………………………………………………………………………….….. VII List of Abbreviations……………………..……………………………………………….….. IX Glossary……..…………………………………………………………………………….….. X List of Figures …………………………………………………………………………….….. XI List of Charts .………………………………………………………………………….……..

Chapter 1: Introduction ………….…………………………………………………………1 1.1.

1.2.

1.3.

1.4.

1.5.

1.6.

1.7.

Background .………………………………………………………………………….. 2 Aim ….………………………………………………………………...……………… 3 Objective ……………………………………………………………………………… 3 Scope ………………………………………………………………………………….. 3 Limitation... ………………………………………………………………………….... 3 Methodology………... …………………………………………………………………4 Need for study…………………………………………………………………………. 4

Chapter 2: What Is Pedestrian Mobility? ………………………… ..…………………..... 5 2.1.

2.2.

2.3.

2.4.

2.5.

2.6.

Definition ……………………..………………………………………………...….......6 Pedestrianisation……………….……………………………………………………….6 Understanding pedestrian groups ………………………………………………………8 Factors that shape the pedestrian environment ………………………………………...10 Classification of pedestrian activities ………………………………………….………11 Impacts of pedestrianisation …………………………….……………………………..11

Chapter 3: Pedestrian Facility …………………………………..…………………………13 3.1.

3.2.

3.3.

3.4.

3.5.

3.6.

3.7.

3.8.

What is a pedestrian facility ….……………………………………….…………………

14 Pedestrian facilities design standards ………………………….………………………15 Footpath …...…………………………………………………………………………...16 Street furniture …………………………………………………………………….…...20 Landscaping…………………………………………………………………………… 25 Other street elements …………………………………………………………………..26 A sustainable approach to street………………………………………………………….

27 Recommendations for sustainable street………………………………………………. 28

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Chapter 4: Attributes of Pedestrian Mobility.………...……………………….…………..31 4.1 4.2 4.3 4.4 4.5 4.6

Accessibility of pedestrian facilities ………………………………… ………………..32 Connectivity of pedestrian facilities …………………… ……………………………..34 Safety of pedestrian facilities …………...……………………………………………. 35 Comfort of pedestrian facilities ………………………………………………………..38 Ambiance around pedestrian facilities ……………………………………………….. 39 Pedestrian facility for place making …………………………………………………..39

Chapter 5: Case Studies………………..............………. …………………………………..41 5.1 5.2 5.3

Stroget, Copenhagen……………….……………………………….…………………..42 Fort Street, Auckland……………….…………………………………………………...44 St. Mark Road, Bangalore……….…………...………………………………………....….

46

Chapter 6: Live Case Studies…………………….……………..……………….………….49 6.1 6.2 6.3 6.4 6.5 6.6

About pedestrian mobility in Ahmedabad ………………………………………..…….50 Study of Gurukul street, Ahmedabad………………………………………………….. 52 Observations of Gurukul road………………………………………………………... 55 Study of Isanpur road, Ahmedabad………………………………………………..

72 Observations of Isanpur road…..…………………………………………………..

75 Data collection……………………...…………………………………………………..90

Chapter 7: Conclusion. ………………………….……………..……………….…………..111 Chapter 8: Way Forward………………………………………………………………...…113 8.1 8.2 8.3 8.4 8.5

Width of pedestrian walkway ……………..……………………………………..…….114 On-street parking………………………………………………………………………..116 Pedestrian refuges ……………………………………………………………………...117 Pedestrian crossing……………………………………………………………………..117 Landscaping…………………….…..…………………………………………………..117

Annexure……………………………………………………………………………………..118 Reference …………………………………………………………………………………….

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LIST OF ABBREVIATIONS

AMC

Ahmedabad Municipal Corporation

AUDA

Ahmedabad Urban Development Photo by the authority

CEPT

Centre For Environmental Planning And Technology Free On Board

FOB IRC

Indian Road Congress

ITDP

Institute For Transport And Development

MUZ

Multi-Utility Zone

NACTO

National Association Of City Transportation Officials

S.U.R.E

Society For Urban And Rural Empowerment

UTTIPEC

Unified Traffic And Transportation Infrastructure(Planning & Engineering Centre

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GLOSSARY

Accessibility

The quality of being able to be reached or entered.

Civilization

A civilization is a complex society that is characterized by urban development, social stratification, a form of government, and symbolic systems of communication.

Consolidation

The action or process of making something more solid.

Exacerbated

To make more violent, bitter, or severe.

Urban heat island An urban heat island is an urban area or metropolitan area that is significantly warmer than its surrounding rural areas due to human activities.

Industrialization

Industrialization is the process by which an economy is transformed from a primarily agricultural one to one based on the manufacturing of goods.

Livability

Livability is the sum of the factors that add up to a community's quality of life—including the built and natural environments, economic prosperity, social stability and equity, educational opportunity, and cultural, entertainment and recreation possibilities.

Metropolitan area, also called Metropolis, a major city together with its suburbs and nearby cities, towns, and environs over which the major city exercises a commanding economic and social influence.

A style or movement in the arts that aims to depart significantly from classical and traditional forms.

Metropolitan area

Modernism

Morphemes

A morpheme is the smallest meaningful unit in a language. A morpheme is not necessarily the same as a word.

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Paradox

A seemingly absurd or contradictory statement or proposition which when investigated may prove to be well-founded or true.

Mobility

The ability to move or be moved freely and easily.

Pedestrian refuge A refuge island, also known as a pedestrian refuge or pedestrian island, is a small section of pavement or sidewalk, surrounded by asphalt or other road materials, where pedestrians can stop before finishing crossing a road.

PedestrianWalkability is a measure of how friendly an area is to walking. friendly Factors influencing walkability include the presence or absence and quality of footpaths, sidewalks or other pedestrian rights-ofway, traffic and road conditions, land use patterns, building accessibility, and safety, among others.

Pedestrianisation Pedestrianisation is the process of removing or restricting vehicle access to a street or public area for the exclusive or prioritised use of pedestrians.

Urban development

Urban development covers infrastructure for education, health, justice, solid waste, markets, street pavements and cultural heritage protection.

Surveillance

Close observation, especially of a suspected spy or criminal.

Traffic mitigation

Traffic mitigation is a form of traffic planning that seeks to balance the use of streets among automobiles, pedestrians, bicyclists, residents, and playing children.

Urban sprawl

Urban sprawl is the unrestricted growth in many urban areas of housing, commercial development, and roads over large expanses of land, with little concern for urban planning.

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TABLE OF FIGURES Figures

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Figure 1. Pedestrian only street of Strøget (Copenhagen, Denmark)………………………… 6 Figure 2. Buchanan Street (Glasgow, Scotland)……………………………………………... 8 Figure 3. Carnaby Street (London, England)………………………………………………… 8 Figure 4. Dublin City Centre…………………………………………………………………. 8 Figure 5. Use of pedestrian facilities by children…………………………………………….. 9 Figure 6. Use of pedestrian facilities by elderly person……………………………………… 9 Figure 7. Use of pedestrian facilities by disabled person…………………………………….. 9 Figure 8. Use of pedestrian facilities by adults………………………………………………. 9 Figure 9. Planning and management factors affecting the pedestrian environment…………. 10 Figure 10. Complete street design……………………………………………………………. 14 Figure 11. Complete Streets Design Workbook……………………………………………… 15 Figure 12. Complete Streets Policy Workbook………………………………………………. 15 Figure 13. Patulas Road, Chennai……………………………………………………………. 16 Figure 14. Different zones of footpath……………………………………………………….. 16 Figure 15. Besant Nagar second Avenue, Chennai…………………………………………... 16 Figure 16. Footpath continuing across a side street in Chennai……………………………… 18 Figure 17. Church Street, Bangalore…………………………………………………………. 19 Figure 18. JM Road, Pune……………………………………………………………………..20 Figure 19. Street furniture……………………………………………………………………. 20 Figure 20. DP Road, Pune …………………………………………………………………… 20 Figure 21. Shaded seating under tree DP Road, Pune………………………………………... 21 Figure 22. Harrington Road, Chennai…………………………………………………………23 Figure 23. Harrington Road, Chennai…………………………………………………………24 Figure 24. Utility design……………………………………………………………………. 26 Figure 25. Bus stop design…………………………………………………………………… 26 Figure 26. Street vending…………………………………………………………………….. 26 Figure 27. Cycle track…………………………………………………………………………26 Figure 28. On-street parking…………………………………………………………………..26 Figure 29. Medians…………………………………………………………………………… 26 Figure 30. Traffic calming…………………………………………………………………….26 Figure 31. Pedestrian crossing………………………………………………………………...26 Figure 32. Good attributes of pedestrian mobility…………………………………………….32 Figure 33. Examples of Bad Accessibility…………………………………………………… 34 Figure 34. Example of Good Accessibility……………………………………………………34 Figure 35. Example of bad connectivity………………………………………………………35 Figure 36. Examples of unsafe pedestrian facilities……………………………………………37 Figure 37. Examples of safe pedestrian facility……………………………………………….37 Figure 38. Examples of good comfortable street……………………………………………...38 Figure 39. Example of good ambience place………………………………………………….39 Figure 40.Example of good place making…………………………………………………….39 Figure 41. Location of Copenhagen………………………………………………………….. 42 Figure 42. Street location in Copenhagen……………………………………………………. 42

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Figure 43. Evaluation of street Copenhagen, Denmark……………………………………… 43 Figure 44. Before & after view of street Copenhagen, Denmark ……………………………. 44 Figure 45.Location of Auckland …………………………………………………………….. 44 Figure 46. Street location Auckland CBD, New Zealand……………………………………. 45 Figure 47. Before & after view of street Auckland CBD, New Zealand……………………... 45 Figure 48.Evaluation of street Auckland CBD, New Zealand……………………………….. 46 Figure 49. Location of Bangalore …………………………………………………………… 46 Figure 50. Street location Bangalore, India…………………………………………………... 47 Figure 51. Before & after view of street Bangalore, India…………………………………… 47 Figure 52. Evaluation of street Bangalore, India………………………………………...…… 48 Figure 53. Mode of travel to work by both gender……………………………………...……. 50 Figure 54. Avg. Trip Lengths Across Various Modes…………………………………………51 Figure 55. Avg. Trip Times Across Various Modes…………………………………………. 51 Figure 56. Map of India………………………………………………………………………. 52 Figure 57. Map of Gujarat……………………………………………………………………. 52 Figure 58. Map of AUDA limit………………………………………………………………. 52 Figure 59. Map of Gurukul area……………………………………………………………… 52 Figure 60. Location of Gurukul road………………………………………………………… 52 Figure 61. Context of Gurukul road………………………………………………………….. 53 Figure 62. Himalaya Mall…………………………………………………………………….. 53 Figure 63. AUDA Garden…………………………………………………………………….. 53 Figure 64. Swaminarayan Temple……………………………………………………………. 53 Figure 65. H. B. Kapadiya School……………………………………………………………. 53 Figure 66. Sunset Drive-in Cinema……………………………………………………………53 Figure 67. Road network of the area…………………………………………………………..54 Figure 68. Base map of Gurukul Road……………………………………………………….. 57 Figure 69. Satellite image of Gurukul Road………………………………………………….. 57 Figure 70. Building Typology of Gurukul street……………………………………………... 58 Figure 71. Building Height of Gurukul street………………………………………………… 59 Figure 72. Street hierarchy, Gurukul…………………………………………………………. 60 Figure 73. Vehicular accessibility of Gurukul street…………………………………………..61 Figure 74. Vehicular accessibility of Gurukul street…………………………………………..61 Figure 75. Vehicular accessibility of Gurukul street…………………………………………. 61 Figure 76. Subhash Chowk………………………………………………………………….... 62 Figure 77. Sonal cross road…………………………………………………………………... 62 Figure 78. Sterling cross road………………………………………………………………… 62 Figure 79. Gurukul 3 rasta……………………………………………………………………. 62 Figure 80. Traffic Nodes of Gurukul street…………………………………………………... 62 Figure 81. Traffic at Subhash chowk…………………………………………………………. 63 Figure 82. Major Junctions of Gurukul street…………………………………………………63 Figure 83. AMTS stand on Gurukul street…………………………………………………… 64 Figure 84. AMTS stand on Gurukul street…………………………………………………….64 Figure 85. Public Transportation map, Gurukul……………………………………………… 64 Figure 86. Accident Potential Zones on Gurukul street……………………………………….65 Figure 87. Accident Potential Zones on Gurukul street……………………………………….65 Figure 88. Vehicular flow in morning………………………………………………………... 66 Figure 89. Vehicular flow in afternoon………………………………………………………. 66 Figure 90. Vehicular flow in evening………………………………………………………… 66 B. Arch (Research Thesis), L.J. School of Architecture, Gujarat Technological University

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Figure 91. Footpath facility on street………………………………………………………….67 Figure 92. Footpath facility on street………………………………………………………….67 Figure 93. Footpath facility on street………………………………………………………….67 Figure 94. Footpath Facility on Gurukul street……………………………………………… 67 Figure 95. Pedestrian Flow in Morning………………………………………………………. 68 Figure 96. Pedestrian Flow in Afternoon…………………………………………………….. 69 Figure 97. Pedestrian Flow in Evening………………………………………………………..69 Figure 98.Trees on Gurukul street……………………………………………………………. 70 Figure 99. Trees on Gurukul street…………………………………………………………… 70 Figure 100. Trees on Gurukul street……………………………………………………………70 Figure 101. Street vendor on street…………………………………………………………… 70 Figure 102. Street vendor on street…………………………………………………………… 71 Figure 103. Street vendor on street…………………………………………………………… 71 Figure 104. Vendors on Gurukul street………………………………………………………. 71 Figure 105. Map of India……………………………………………………………………... 72 Figure 106. Map of Gujarat……………………………………………………………………72 Figure 107 Map of AUDA limit……………………………………………………………… 72 Figure 108. Map of Maninagar area………………………………………………………….. 72 Figure 109. Location of Isanpur road…………………………………………………...…… 72 Figure 110. Context of Maninagar…………………………………………………………….73 Figure 111. Kankaria Lake…………………………………………………………………… 73 Figure 112. Chandola lake……………………………………………………………………. 73 Figure 113. Uttam Nagar Garden………………………………………………………………73 Figure 114. Maninagar Civic Centre…………………………………………………………. 73 Figure 115. Maninagar Fire-station…………………………………………………………….73 Figure 116.Road network of Maninagar area………………………………………………… 74 Figure 117. Base map of Isanpur road……………………………………………………….. 75 Figure 118. Satellite image of Isanpur road………………………………………………….. 75 Figure 119. Building Typology of Isanpur road……………………………………………… 76 Figure 120. Building Height of Isanpur road………………………………………………… 77 Figure 121. Street hierarchy of Maninagar…………………………………………………... 78 Figure 122.Vehicular accessibility of Isanpur road…………………………………………... 79 Figure 123.Vehicular accessibility of Isanpur road…………………………………………... 79 Figure 124. Vehicular Accessibility of Isanpur road…………………………………………. 79 Figure 125. Krishanbaug cross road …………………………………………………………. 80 Figure 126. Jawahar Chowk ………………………………………………………………… 80 Figure 127. Uttam Nagar junction ……………………………………………………………..80 Figure 128. Hirabhai tower crossroad……………………………………………………….. 80 Figure 129. Traffic Nodes of Isanpur road …………………………………………………... 80 Figure 130. Jawahar chowk……………………………………………………………………81 Figure 131. Krishnabaug cross road …………………………………………………………. 81 Figure 132. Major Junctions of Isanpur road …………………………………………………81 Figure 133. AMTS stand on Isanpur road……………………………………………………. 82 Figure 134. Rickshaw stand on Isanpur road………………………………………………… 82 Figure 135. Public Transportation map, Maninagar………………………………………….. 82 Figure 136. Uttam Nagar junction……………………………………………………………...83 Figure 137. Accident Potential Zones on Isanpur road…………………………………......... 83 Figure 138. Vehicular flow in morning………………………………………………………. 84 B. Arch (Research Thesis), L.J. School of Architecture, Gujarat Technological University

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Figure 139. Vehicular flow in afternoon……………………………………………………... 84 Figure 140. Vehicular flow in evening……………………………………………………….. 84 Figure 141. Footpath facility on street ……………………………………………………….85 Figure 142. Footpath facility on street ………………………………………………………. 85 Figure 143. Footpath facility on street……………………………………………………….. 85 Figure 144. Footpath Facility on Isanpur road………………………………………………. 85 Figure 145. Pedestrian Flow in Morning……………………………………………………... 86 Figure 146. Pedestrian Flow in Afternoon…………………………………………………… 87 Figure 147. Pedestrian Flow in Evening………………………………………………………87 Figure 148. Trees on Isanpur road……………………………………………………………. 88 Figure 149. Trees on Isanpur road……………………………………………………………. 88 Figure 150. Trees on Isanpur road……………………………………………………………. 88 Figure 151. Trees on Isanpur road……………………………………………………………. 88 Figure 152. Street vendor on street……………………………………………………………89 Figure 153. Street vendor on street……………………………………………………………89 Figure 154. Street vendor on street……………………………………………………………89 Figure 155. Vendors on Isanpur road………………………………………………………… 89 91 Figure 156. Manual pedestrian count on a residential area of Gurukul…………………………

Figure 157. Residential area on Gurukul road……………………………………………….. 91 Figure 158. Residential area on Gurukul road……………………………………………….. 91 Figure 159. Manual pedestrian count on the commercial area of Gurukul ………………….. 92 Figure 160. Commercial building on Gurukul street………………………………………….92 Figure 161. Manual pedestrian count mix used area of Gurukul…………………………….. 93 Figure 162. Mix used area on Gurukul street………………………………………………… 93 Figure 163. Mix used area on Gurukul road………………………………………………..... 93 Figure 164. Manual pedestrian count on the residential area of Maninagar…………………. 94 Figure 165. Residential area on Isanpur road ………………………………………………... 94 Figure 166. Residential area on Isanpur road ………………………………………………... 94 Figure 167. Manual pedestrian count on mix used area of Maninagar ……………………… 95 Figure 168. Mix used area on Isanpur road …………………………………………….......... 95 Figure 169. Mix used area on Isanpur road…………………………………………………... 95 Figure 170. Subhash Chowk…………………………………………………………………. 96 Figure 171. Sonal Cross Road………………………………………………………………... 96 Figure 172. Pedestrian count on Subhash chowk, Gurukul ………………………………….97 Figure 173. Subhash Chowk…………………………………………………………………..97 Figure 174. Pedestrian count on Sonal cross road, Gurukul…………………………………. 98 Figure 175. Sonal Cross Road………………………………………………………………... 98 Figure 176. Krishnabaug cross road………………………………………………………….. 99 Figure 177. Jawahar chowk ………………………………………………………………….. 99 Figure 178. Hirabhai tower cross road……………………………………………………….. 99 Figure 179. Krishnabaug cross road, Maninagar……………………………………………...100 Figure 180. Krishnabaug cross road, Maninagar……………………………………………...100 Figure 181. Krishnabaug cross road, Maninagar ……………………………………………..100 Figure 182. Jawahar chowk, Maninagar………………………………………………………101 Figure 183. Jawahar chowk, Maninagar………………………………………………………101 Figure 184. Jawahar chowk, Maninagar………………………………………………………101 Figure 185. Hirabhai tower cross road, Maninagar…………………………………………... 102 Figure 186. Hirabhai tower cross road, Maninagar…………………………………………... 102 B. Arch (Research Thesis), L.J. School of Architecture, Gujarat Technological University

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Figure 187. Hirabhai tower cross road, Maninagar…………………………………………... 102 Figure 188. Residential street, Gurukul………………………………………………………..114 Figure 189. Existing residential street………………………………………………………... 114 Figure 190. Mix- used street,Gurukul………………………………………………………...115 Figure 191. Existing mix used street…………………………………………………………. 115 Figure 192. Commercial street, Gurukul……………………………………………………... 115 Figure 193. Existing commercial street……………………………………………………….116 Figure 194. Example of good on-street parking……………………………………………… 116 Figure 195. Example of good pedestrian refuges…………………………………………….. 117 Figure 196. Example of good pedestrian crossing…………………………………………….117 Figure 197. Example of good landscaping…………………………………………………… 117

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TABLE OF CHARTS Charts

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Chart 1. Fatalities in the year 2009…………………………………………………………. 51 Chart 2. Fatalities in the year 2018…………………………………………………………. 51 Chart 3. Serious injuries in the year 2009…………………………………………...……... 51 Chart 4. Serious injuries in the year 2018…………………………………………...……... 51 Chart 5. Age of respondents………………………………………………………….…….. 103 Chart 6. Gender of respondents……………………………………………………..……… 103 Chart 7. The living area of respondents…………………………………………...………..

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Chart 8. The purpose for visiting the street……………………………………..………….. 104 Chart 9. Time of visit the street……………………………………………….……………. 105 Chart 10. Time spent by respondents……………………………………….……………… 105 Chart 11. Walking time of people on street………………………………….……………... 105 Chart 12. Mode of transport preferred by people………………………….……………….. 106 Chart 13. Safety of the street for pedestrians…………………………………...………….. 106 Chart 14. Accessibility of the street for pedestrians………………………...……………… 107 Chart 15. Comfort level on the street for pedestrians………………………………………. 107 Chart 16. Connectivity of the street for pedestrians…………………...…………………… 108 Chart 17. Ambience of the street for pedestrian……………………..……………………... 108 Chart 18. Place making on the street for pedestrians………………....…………………….. 109 Chart 19. Major problems of the street…………………………….……………………….. 109 Chart 20. Rating of the street as pedestrian-friendly street………….……………………… 110

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Chapter 1: INTRODUCTION

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Chapter 1. : INTRODUCTION

1.1 BACKGROUND The progress of architecture and urban ideology in the twentieth century was mainly influenced by two main movements: Ebenezer Howard's "Garden City Movement" and Le Corbusier's "The Charter of Athens". Both concepts have many common beliefs, and that is the superblock. Housing separated from the street, segregation of uses, central land ownership, more emphasis on cars, and more private space (Appleyard and Jacobs, 1982).

Architecture and traffic modernism, which was greatly influenced by these ideologies, influenced the city in many ways. The street no longer meets the needs of pedestrians and slow vehicles but also meets the needs of private cars and their siblings. The streets have been constantly changing, but to adapt to the growing demand for cars, they have changed again. To adapt to the growing demand for cars, the distance between streets is increasing, and the speed of the streets is becoming faster, which undermines the safety of the pedestrian and shortens the pace of life of people, which changes constantly. Today, a multi-functional street has been transformed into a monolithic single-use highway, overpass, and highway, all designed for vehicles.

"The paradox of transportation in the late 20th century is that while it became possible to travel to the moon, it also became impossible, in many cases, to walk across the street."

-Joell vanderwagen Modernism raised concerns about quantity: the number of cars, Density of neighbourhoods, road capacity, etc. They mainly focus on land use and transportation that affect the functioning of the city. People think less about qualities such as liveability, safety, and wellbeing (South worth, 2003). Most of the street planning measures used are based on traffic assumptions, rather than actual surveys and surveillance (Allen Jacobs, (HAMILTONBAILLIE, 2008)). Urban sprawl is a recognized phenomenon in growing cities, and tools such as planning urban growth models have proven to be valuable for planners and decisionmakers to identify potential environmental challenges and impacts. Expanding the built environment to meet the needs of the population means long commutes and the loss of other functions of the planet, not only in countries experiencing explosive industrialization but also in the world. This is also considered a key challenge for global change. The population growth of many major cities has brought complex logistics to meet the needs of large numbers of commuters and alternative modes of transportation. The most common conclusion drawn from these measures is that more roads are needed. Repairing more roads can increase the speed of cars, but this is only short-term relief. Soon, the number of cars increased, and the distance from one place to another increased. This creates a vicious circle, requiring more vehicles, which leads to traffic congestion, and then more vehicles need to be built for cars, at the same time, the number of cars is even more.

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Located on the banks of the Sabarmati River, Ahmedabad is one of the fastest-growing cities in India. The population of Ahmedabad exceeded 7 million in 2015. In the past three decades, the city’s automobile industry has grown rapidly. Therefore, car growth is increasing at a rate 10 times that of population growth, which can be attributed to the growing desire of the middle class to own cars and the lack of accessible and high-quality public transport. . After the urban expansion of Ahmedabad from the old city to the new city, transportation is the main problem to be solved. According to data from the ITDP (Institute for Transport and Development Policy), more than 22% of people travel on foot, but compared to other countries, this figure is much lower. The reason is that there is no well-designed walking movement in the city. According to a study on traffic accidents in Ahmedabad, there have been more than 23% of pedestrian accidents. Therefore, safety is also the reason for the decrease in pedestrian traffic in the city. According to the ITDP survey, in the last three decades (1971 to 2001), the number of two-wheelers has increased gigantically. More than 59% of people travel by vehicle in the city. Due to the massive use of vehicles, the city traffic increases and also increases the air pollution and noise of the city. In this case, pedestrians must receive the attention of city planners, and we must solve the problem of pedestrian mobility to build a better city.

1.2 AIM 

To study and understand the issues of pedestrian mobility in Ahmedabad.

1.3 OBJECTIVE 

To study the movement of the pedestrian in Ahmedabad.



To understand the problems of pedestrian mobility in the selected streets of Ahmedabad.

1.4 SCOPE 

Study of pedestrian mobility in selected areas of Ahmedabad.



Survey existing pedestrian movement on selected streets of Ahmedabad.

1.5 LIMITATION 

Streets outside the AMC limit are beyond the scope of the present study.

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1.6 METHODOLOGY 

Literature Review to study pedestrian mobility in India and abroad.



Study street design through books, standards, case studies for normal and differentlyabled people, including the study of a sustainable approach to street design, etc. o To define criteria of street design for the study area based on the above study.



Study of pedestrian mobility of Ahmedabad through books, research papers, etc. o Delineate study area. o Survey and Data collection on pedestrian mobility in the selected area. o Analyse data on pedestrian mobility to understand the issues.



Conclusions.

1.7 NEED FOR STUDY Pedestrian mobility is a crucial factor for intra or inter - neighbourhood accessibility, as walking is usually the fastest and most convenient mode for short-distance trips, to access local facilities. The accessibility of jobs and urban facilities at the metropolitan level also depends on pedestrian mobility, as public transport commuting involves walking, accessing bus stops or train stations, or interchange between different modes or services.

Walking is one of the healthiest ways to get around cities, providing valuable physical activity, missing in most people’s lives in the present day. The health benefits of walking are too many and too obvious, thus, creating walkable neighbourhood is a very important aspect of creating healthy cities. Walking also generates indirect public health benefits by reducing the use of cars and two-wheelers and hence reducing air, water, and noise pollution and increasing the overall level of safety on the streets.

For older adults who no longer drive, and for children who cannot drive, footpaths/ sidewalks form a crucial public resource to remain active and also a space to interact with others of their age or as a connector to public spaces where they can do the same.

Pedestrian mobility not only plays an important role as a component of accessibility but is also related to environmental factors. Although walking is such a basic and important mode of travel, pedestrians have been largely ignored in the planning of our city's transportation system, and private vehicles have become the primary mode of transportation. Hence, there is a need to study and analyze the issues of pedestrian mobility in Ahmedabad.

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Chapter 2: WHAT IS PEDESTRIAN MOBILITY?

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Chapter 2. WHAT IS PEDESTRIAN MOBILITY?

2.1 DEFINITION PEDESTRIAN -

A pedestrian is defined as a person making a trip on foot or in a wheelchair.

MOBILITY -

Mobility is the possibility of moving from one place to another.

Pedestrians are people who travel on foot, whether walking or running. In modern times, the term usually refers to a person walking on a road or sidewalk. The meaning of pedestrian is represented by the morphemes ped- (`foot`) and -ian (`characteristic`). The word derives from the Latin pedester ("walking") and was first used (in English) in the 18th century. It was originally used as an adjective and can still be used as an adjective today, meaning plain or boring. However, in this article, he uses a noun form to refer to a person who is walking.

In California, the definition of a pedestrian has been expanded to include anyone in any human-powered vehicle other than a bicycle, as well as anyone who operates a self-propelled wheelchair due to a physical disability. In some communities, people who ride on small wheels such as rollerblades, skateboards, and scooters, as well as wheelchair users, are also classified as pedestrians. Walking can have multiple purposes, such as commuting to get off work, connecting different ways of travelling, walking for pleasure, walking shopping, walking the dog, etc.

2.2 PEDESTRIANISATION Pedestrian Street is a development that turns a street into a pedestrian-friendly street. This does not mean a comprehensive restriction on vehicles, but a significant reduction in the number of vehicles. The use of vehicles in these areas is restricted to a minimum, but if allowed, they must be synchronized with pedestrians. It has begun to restore the lost livability of streets and old districts through exercises such as walking. Old districts, blocks, squares, etc. All have been transformed into pedestrian-friendly areas.

These areas have become safer, more livable, attractive, and accessible to pedestrians.

Figure 11.Pedestrian only street of Strøget (Copenhagen, Denmark) (source:https://www.afar.com/magazine/the-10-best-pedestrianstreets-around-the-world)(Date: May 25,2021)

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2.2.1 HISTORY OF PEDESTRIANISATION In ancient times, the basic form of transportation was walking. The relationship between urban design and transportation can be traced back to ancient times. The urban design of ancient cities such as Mesopotamia, Egypt, and India all emphasized the layout of proper roads and the road to victory, which are the key elements of good design. Later, the Greeks and Romans emphasized the importance of paving proper roads (Sen, 1999).

Since ancient times, the pedestrian zone has been a symbol of the city and the prosperity of the city. Past civilization prohibited the travel of crowded vehicles and animals because it reduced pollution, eased congestion for safety and order, and created beautiful urban areas.

Until the automobile age, the two types of pollution produced by vehicles were noise and fertilizers (Rosen, 2006).

In classical times, the Roman orderly used pedestrian zones to solve the design problems of the entire empire. During the Middle Ages, northern Italy was the most urbanized region in Europe, with the largest and most prosperous cities in Europe (Rosen, 2006). The street design has become an indispensable feature of Roman cities, which paved streets with raised sidewalks. Attention to urban design aesthetics reappeared during the European Renaissance in the 15th century (Sen, 1999). The density of the industrial revolution had greatly exacerbated the problems caused by urban life. Some municipal governments banned the transportation of trolleys and trucks on certain central streets during most of the day (Rosen, 2006).

Since the Second World War, cities that restricted car travel were more prone to increased traffic activities or activities than downtown areas without pedestrian zones. At the end of the Second World War, the modern pedestrian zone was born in Kassel, Germany. With 80% of cities destroyed, city planners see a golden opportunity.

In the following years, most German cities and many other European countries established pedestrian zones. The Dutch invented pedestrian compromise zones in residential areas, called woonerf, which is popular throughout northern Europe. Cars and pedestrians share the road. Pedestrians are the priority users in this area. As long as the car is not speeding while walking, it can be allowed to drive at any time. Subsequently, city planners around the world developed this concept in urban planning for pedestrians.

2.2.2 TYPES OF PEDESTRIANISATION: There are mainly three types of pedestrianisation: -

Full-time pedestrian streets Part-time pedestrian streets Traffic calming streets

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1. FULL-TIME PEDESTRIAN STREETS:

In this design, vehicles are completely prohibited from entering the street, and there are generally services at the rear of the street.

In most cases, only emergency service vehicles are allowed.

Figure 12.Buchanan Street (Glasgow, Scotland) (source: https://www.afar.com/magazine/the-10-bestpedestrian-streets-around-the-world) (Date: March 20,2021)

2. PART-TIME PEDESTRIAN STREETS:

Part-time pedestrian streets refer to streets where vehicles are allowed to pass only during a certain period. Street parking is not allowed, but loading docks can be used.

Figure 13. Carnaby Street (London, England) (source: https://www.afar.com/magazine/the-10-bestpedestrian-streets-around-the-world) (Date: March 20,2021)

3. TRAFFIC CALMING STREETS:

The third form of pedestrian zone is a street that calms traffic. They are used to reduce the range and speed of road vehicles. There are no vehicle traffic restrictions, but the trails have widened and parking spaces have been reduced. To reduce the speed of vehicles, various traffic mitigation measures have been adopted. They include speedometers, narrower lanes, and use different road textures and colours to remind drivers that they are in a calm traffic zone.

Figure 14. Dublin City Centre (source: https://www.thejournal.ie/pedestrianised-streets-indublin-city-5139746-Jul2020/ ) (Date: March 20,2021)

2.3 UNDERSTANDING PEDESTRIAN GROUPS Before planning and designing any pedestrian equipment, it is important to understand the different pedestrian groups and their specific needs. Pedestrians can be classified according to their ability to use walking facilities: -

Children;

- Disabled people;

-

Elderly people;

- The rest/ Others.

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2.3.1 CHILDREN Children use the walking facilities to get to and from school and use the recreational facilities when accompanied by adults or alone. Children are often impulsive when making cross-cutting decisions.

Compared to adults, young children are less likely to be noticed by speeding drivers due to their shorter stature.

Figure 15. Use of pedestrian facilities by children (source: https://thecityfix.com) (Date: March 20,2021)

2.3.2 ELDERLY PEOPLE Elderly people travel more than other groups of people. Compared with other groups, the elderly usually respond more slowly and at a slower pace.

Vision may be impaired, and walking stability may decrease. Some elderly people can also use walkers. (Such as hands, walking sticks, etc.)

Figure 16. Use of pedestrian facilities by an elderly person.(source: https://www.piqsels.com/en/publicdomain-photo-faipj) (Date: March 20,2021)

2.3.3 DISABLED PEOPLE Disabled people can be people with different restricted abilities such as visually impaired, walking disabilities (people on wheelchairs or crutches), etc. Disabled people as any others, having their “right to movement”, should be able to use any pedestrian facility.

Figure 17. Use of pedestrian facilities by a disabled person(source:https://www.shutterstock.com/handicap -man-using-wheelchair-on-sidewalk) (Date: March 20,2021)

2.3.4 THE REST The rest are ordinary adults, and their ability to walk safely has not been affected. These people have an average walking speed of 4 feet/second (or 1.22 m/s or 4 km/h) and are expected to make safe judgments when walking on pedestrian facilities.

Although this group of people accounts for the majority of pedestrians, the needs of all other groups of people should always be carefully considered in the planning and design of all pedestrian facilities.

Figure 18. Use of pedestrian facilities by adults. (source: https://qz.com/1738647/five-words-in-theenglish-language-people-use-wrong) (Date: March 20,2021)

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2.4 FACTORS THAT SHAPE THE PEDESTRIAN ENVIRONMENT The pedestrian environment is regulated at the national and local levels. Various agencies are responsible for different aspects of the pedestrian environment. Coordination, differences in institutional structure, and financing systems will affect the government’s ability to design, construct, and maintain a pedestrian environment. Design and management interventions have an impact on multiple elements of the pedestrian environment. It is necessary to plan and manage the key factors affecting the pedestrian environment related to street design, construction, land use structure, and network design to ensure proper design and sustainable access to infrastructure.

Figure 19.Planning and management factors affecting the pedestrian environment. (source: www.worldbank.in/pedestrian mobility for urban growth ) (Date: April 03,2021)

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2.5 CLASSIFICATION OF PEDESTRIAN ACTIVITIES • Shopping: If the person is in the centre to come to the store and buy.

• Work purchases: people who are buying while taking a break, or a person who is buying after leaving a job.

• Shopping to work: A person who is buying on the way to work.

• Part of the work: A trip made as part of the work.

• Personal Business: A trip related to someone's business.

• School / University: A person going to school and university.

• From school/university: University, the person who is back from school to college.

• Meeting with friends: A person who is going to meet friends on the road.

• Leisure: People walking on the street for joy, like window shopping.

• Daily client: A person visiting the city as tourists and visitors.

•Other: It is important to specify other visitors for classification purposes. These are walking on the street, using the bus, and doing other activities on street.

2.6 IMPACTS OF PEDESTRIANISATION The pedestrian zone is designed to improve the safety and mobility of pedestrians. In addition, the pedestrian zone has many benefits. Generally, we can divide the advantages of pedestrian zones into three categories: -

Environment impact Economic impact Social impact

2.6.1 ENVIRONMENTAL IMPACTS: In terms of environmental goals, pedestrian zones help to reduce air and noise pollution, because they will reduce the number of cars and will become dependent on motor vehicles.

Nowadays, most large cities face air and noise pollution, which will make them unpleasant and cause danger to residents. Pedestrian specialization can promote walking as a fuel-free mode of transportation, so we can also save fuel. Studies have shown that the pedestrian zone model increases the use of public transportation, such as bus and rail transportation.

Generally, when pedestrian zones are implemented, there may not only be more space for pedestrian zones on the street, but it also provides an opportunity to plan more planting areas

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and improve street furniture and landscapes. All of these will help beautify local streets and create a better environment.

2.6.2 ECONOMICAL IMPACTS: Regarding the economic impact, we should say that pedestrianisation will have a series of impacts. First of all, for most large cities with heavy motor vehicle traffic, the government and the private sector must suffer huge economic losses in terms of air pollution, productivity loss costs, and medical expenses every year. After the pedestrianisation, the volume of motor vehicle traffic is reduced, and the pollution is reduced, which may reduce the cost incurred.

Doctors have issued various awareness and declarations on air pollution and its dangers, and have spent a lot of money to treat diseases related to air pollution. Therefore, less air pollution leads to less related medical expenses. Another economic impact of pedestrianisation is retail revenue in the area. Statistics show that after the closure of vehicle traffic in an area, the retail turnover rate has generally increased. In addition, it has been seen that not only the profit of the retailer increases but also the role of rental income and occupancy rate. The main reason is that pedestrians can more easily shop and enjoy window shopping without worrying about vehicles. In some places with walking plans, people will welcome coffee shops and retail food stores. Cities with pedestrian areas usually have entertainment venues that attract tourists. Less pollution, a pleasant walking environment, and other facilities such as cafes on the sidewalks, fountains, or other street furniture, make the area a popular attraction for locals and tourists.

2.6.3 SOCIAL IMPACTS: The implementation of pedestrianisation will have many social impacts. First, it helps promote walking as a means of transportation. People generally do not walk, because walking itself does not include a good experience of motorized traffic and narrow, crowded sidewalks. In fact, in today's urban life, people walk less often than before and rely on private cars rather than other means of public transportation. As a result, many people do not get enough physical exercise. Health experts recommend that adults get 30 minutes of physical activity at least 3 times a week. This can be done by walking because it is good exercise.

Doing pedestrianisation will bring many physical benefits, such as preventing being overweight, reducing your risk of heart disease, and strengthening your bones. The pedestrianized streets of many cities have also become cultural and entertainment squares where people meet and greet, not only in normal times but also during holidays and festivals.

Car-free streets, in many cases through landscaping, street facilities, and sidewalks, help create a comfortable environment for people to participate in various social activities.

Another social impact of pedestrianisation is the segregation of people from vehicles, which can improve the safety of pedestrians and traffic.

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Chapter 3: PEDESTRIAN FACILITY

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Chapter 3. : PEDESTRIAN FACILITY

3.1 WHAT IS A PEDESTRIAN FACILITY Pedestrian facilities refer to improvements to the flow of public pedestrians, including sidewalks, crosswalks, and other improvements, such as lighting equipment and benches, that can make them safe or convenient for walking. Pedestrian facilities must be planned holistically to ensure the continuous flow of people. Therefore, it should be useful to consider the needs of the pedestrians of the entire area as a whole and to develop an overall strategic plan. Pedestrian facilities are a key element in creating a pedestrian-friendly environment. Some solutions to improve the quality of the pedestrian network should consider the following groups: children, families with young children, the elders, the disabled, and people with heavy objects.

Pedestrian facilities can consist of various components such as: · •

Footpath/ Sidewalk;

•

A pedestrian crossing (crosswalk);

•

Street corners;

•

Median refuge;

•

Pedestrian-only-streets;

•

Street furniture;

•

Shading devices.

Figure 20. Complete street design (source: www.itdp.in/complete streets policy framework) (Date: April 14,2021)

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3.2 PEDESTRIAN FACILITIES DESIGN STANDARDS Design standards for pedestrian facilities are used by urban planners, architects, and civil engineers to design street design in cities. From design standards, one can get a reference of a footpath, street corners, crossings, parking design, cycle track, street vendors, social infrastructure, and many more. There are many street design standards are available in India as well as in other countries. There are some examples of standards, which are mostly used by designers of India.

• • • •

ITDP: Institute for Transportation and Development Policy UTTIPEC: Unified Traffic and Transportation Infrastructure Planning & Engineering Centre IRC: Indian Road Congress NACTO: National Association of City Transportation Officials

In this report, ITDP standards are used as it gives region wise detailed information with a sustainable approach. In these standards, they consider the climate of different cities and give proper dimensions for various street types. The standards are taken from these two books: • •

Complete Streets Design Workbook Complete Streets Policy Workbook

Figure 11.. Complete Streets Design Workbook (source: www.itdp.in) (Date: April 14,2021)

Figure 12. Complete Streets Policy Workbook. (source: www.itdp.in) (Date: April 14,2021)

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3.3 FOOTPATH 3.3.1 WHAT GOOD FOOTPATHS ACHIEVE

Footpaths that are well-maintained encourage pedestrian movement that is both safe and comfortable. All users, including women, children, the elderly, and the differently-abled, can utilise them. People may sit, meet, chat, and dine on good pathways, which are the city's principal public area.

3.3.2 CHALLENGES

The walkway is generally specified as the area left over after building the road and parking.

Utilities become a stumbling block to walking.

A sidewalk may be difficult to use even if it is wide enough if it is not continuous or has excessive curb heights and stairs.

Figure13. Patulas Road, Chennai (source:www.itdp.in) (Date: April 14,2021)

3.3.3 DESIGN RECOMMENDATIONS

Pedestrian zone: Continuous walking space for pedestrians, clear of any obstructions.

Frontage/dead zone: Provides a buffer between the pedestrian zone and the property edge.

Multi-utility zone (MUZ): Space for vending, street furniture, landscape, bus stops, and property access ramps; location and size of MUZ depends on the width of the footpath.

Figure 14. Different zones of footpath (source: www.itdp.in) (Date: April 14,2021)

Figure 15. Besant Nagar second Avenue, Chennai (source: www.itdp.in) (Date: April 14,2021)

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3.3.4 WIDTH

(source: www.itdp.in) (Date: April 14,2021)

3.3.5 HEIGHT

3.3.6 GRADIENT

(source: www.itdp.in) (Date: April 14,2021)

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3.3.7 CONTINUITY

(source: www.itdp.in) (Date: April 14,2021)

Figure 16. Footpath continuing acroos a side street in Chennai (source: www.itdp.in) (Date: April 14,2021)

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3.3.8 OBSTRUCTIONS

(source: www.itdp.in) (Date: April 14,2021)

Figure 17. Church Street, Bangalore (source: www.itdp.in) (Date: April 14,2021)

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3.4 STREET FURNITURE 3.4.1 WHAT GOOD STREET FURNITURE ACHIEVES

People may relax, rest, and connect in a secure and comfortable environment with good street furniture. It contains infrastructure for services such as dustbins, benches, street lighting, signs, and bollards.

3.4.2 CHALLENGES

Poorly placed street furniture frequently becomes a stumbling block for pedestrians. The upkeep of street furniture is frequently deficient. Broken seats, for example, are not fixed immediately, and overflowing rubbish bins are not collected regularly. A maintenance plan including local partners must accompany the installation of street furniture.

Figure 18. JM Road,Pune (source: www.itdp.in) (Date: April 16,2021)

3.4.3 DESIGN RECOMMENDATIONS

All street furniture should be placed in such a way that it is easy to use, universally accessible, does not hinder traffic, and allows for easy street maintenance. The materials used to construct the street furniture should be long-lasting, simple and inexpensive to maintain, safe, visually attractive, readily available for repairs and/or replacement, and have a low resale value.

Figure 19. Street furniture (source: www.itdp.in) (Date: April 16,2021)

Figure 20. DP Road, Pune (source: www.itdp.in) (Date: April 16,2021)

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3.4.4 SEATING

(source: www.itdp.in) (Date: April 16,2021)

Figure 21. Shaded seating under tree DP Road, Pune (source: www.itdp.in) (Date: April 16,2021)

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3.4.5 DUSTBINS

(Source: www.itdp.in) (Date: April 16,2021)

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3.4.6 GARBAGE CONTAINERS

(source: www.itdp.in) (Date: April 16,2021)

Figure 22. Harrington Road, Chennai (source: www.itdp.in) (Date: April 16,2021)

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3.4.7 SIGNAGE

(source: www.itdp.in) (Date: April 16,2021)

Figure 23. Harrington Road, Chennai (source: www.itdp.in) (Date: April 16,2021)

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3.5 LANDSCAPING

(source: www.itdp.in) (Date: April 16,2021)

3.5.1 SAFETY AND COMFORT

(source: www.itdp.in) (Date: April 16,2021)

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3.6 OTHER STREET ELEMENTS There are many other street design elements designers have to consider while design pedestrian-friendly streets. These are as important as the above elements.

Figure 24. Utilities design

Figure 25. Bus stop design

Figure 26. Street vending

Figure 27. Cycle track

Figure 28. On street parking

Figure 29. Medians

Figure 30. Traffic calming

Figure 31. Pedestrian crossing

Figure 24-31 . (Source: www.itdp.in/design workbook) (Date: April 16,2021)

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3.7 SUSTAINABLE APPROACH TO STREET Sustainable streetscape is one of the most significant aspects that contribute to city success and tourism attractions, and it plays an important part in establishing the visual image of sustainable cities. The greatest approach to make streets more sustainable is to enhance the streetscape while keeping environmental factors in mind.

3.7.1 DEFINITION OF SUSTAINABLE STREETSCAPE The natural and built fabric of the street is referred to as streetscape, and it is described as the design quality of the street and its aesthetic effect, particularly how the paved area is planned out and maintained. Buildings, the roadway surface, and the fixtures and fittings that make it easier to use, such as bus shelters and signage, are all included. The unity of streetscape components can aid in the visual experience's success. Using technology that controls storm-water runoff and decreases carbon footprint, a sustainable streetscape guarantees that places are long-lasting and operate as a part of the larger ecosystem. It also aided in the creation of better environments for current and future people. As a result, one of the decisive aspects of the city's success is the sustainable design of the streetscape.

3.7.2 OBJECTIVES OF SUSTAINABLE STREETSCAPE People should be able to visit and assemble in a pleasant atmosphere created by the streetscape. A good streetscape design aims to promote social and economic connections.

As a result, a sustainable streetscape aspires to: - Enhance air quality, decrease heat island effects, improve water quality, and reduce light pollution to improve environmental quality.

- Promote social well-being by making streets safe for public strolling and meeting areas where people may connect regularly, as well as encouraging outdoor activities.

- Maintain economic viability by lowering material resource use.

- Protect regional natural resources by reducing energy consumption, water consumption, and storm-water runoff by increasing permeable surface area and landscaping.

- Maintain urban fabric through improving a city's visual appearance.

- Assist in the improvement of public health by enabling and encouraging community walking and other leisure activities.

3.7.3 ELEMENTS OF SUSTAINABLE STREETSCAPE • • • • •

Sidewalks Street corners Trees Planters Benches

• • • • •

Lighting Trash receptacles Signage Bus shelter Medians

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3.8 RECOMMENDATIONS FOR SUSTAINABLE STREET To make a sustainable street, the following principle and elements of the sustainable streetscape are applied.

3.8.1 SIDEWALKS Paving materials should be selected for sustainable manufacturing and permeability.

-

-

All stone, metal, and concrete items that have been damaged should be replaced as soon as possible. Graffiti should be removed in its entirety. Using long-lasting materials will help you save money on upkeep.

Creating a barrier between the walkways and the street channels.

Material and texture should add to the area's individuality while also improving its look.

To minimise the Urban Heat Island Effect, use Cool Pavements wherever practical.

To decrease life-cycle environmental consequences, choose locally produced paving materials made with sustainable techniques.

3.8.2 STREET CORNERS -

Each street crossing should have a barrier-free ramp.

Street corners should provide amenities such as landscaping, trash receptacles, seating, and lighting.

3.8.3 TREES -

Street trees should be large enough to offer shade for pedestrians as well as parked vehicles.

Street trees should be resistant to pollution, heat, glare, and other urban environments.

Clear boundaries between the pedestrian and automobile sectors.

Align tree placement with street lights, subsurface utilities, and other components of the streetscape.

3.8.4 PLANTER -

All other streetscape features, such as street lights, subsurface utilities, and benches, should be considered while placing planters. Planting too near to buildings and walkways should be avoided.

3.8.5 BENCHES -

-

Benches should provide sitting that is both pleasant and low-maintenance. It should be made of long-lasting, non-abrasive materials that are resistant to cracking. In the building or maintenance of streetscape benches, nails or wire should be avoided.

Make seats more useful by placing them near lighting and plants.

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3.8.6 LIGHTING -

To achieve sustainability, solar illumination should be employed.

The effects of light pollution, energy efficiency, and any potential negative effects should all be considered when placing and designing light fixtures.

The notion of "black sky" should be explored since it reduces unnecessary light and directs it to places and surfaces that need to be lighted.

All power outages should be fixed. Metal elements should be reviewed yearly.

3.8.7 TRASH RECEPTACLES -

To achieve sustainability, post-consumer, post-industrial recycled scrap steel, or sustainable material should be used in steel bar manufacture.

Receptacles should be secured to the ground and placed near outlets and lighting.

Containers should be maintained and emptied regularly.

3.8.8 SIGNAGE -

Signage should be made of sustainable material. It should not be located in the walkway zone.

3.8.9 BUS SHELTER -

Material sustainability: recyclable materials should be used.

Each bus shelter should have a green roof or a solar roof, according to the research.

Standard signage should be placed at all bus stops. Signs should be well-designed and maintained, and they should have a bench, illumination, and trash can.

3.8.10 MEDIANS -

To achieve sustainability, irrigation should be using greywater.

Consider using pavers in the median surface with sustainable materials or recycled materials.

Medians should use materials that do not require irrigation.

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Chapter 4: ATTRIBUTES OF PEDESTRIAN MOBILITY

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Chapter 4.: ATTRIBUTES OF PEDESTRIAN MOBILITY •

Accessibility – pedestrian facilities should be accessible to all pedestrians, irrespective of their abilities.

•

Connectivity – pedestrian facilities should be well networked for pedestrians to choose the most convenient path.

•

Safety – pedestrian facilities should provide a sense of safety to the pedestrians and pedestrians should not be threatened or overwhelmed by vehicles.

•

Comfort – pedestrian facilities should be comfortable to use for people of all ages and abilities.

•

Ambience – Pedestrian facilities should have a good ambience to make the facilities seem inviting for pedestrians to use.

•

Place-making – Pedestrian facilities should provide space for people to gather and socialize.

Figure 32. Good attributes of pedestrian mobility. (source:http://www.urbantransport.kar.gov.in/pedguide_fina l_21stjan2014.pdf) (Date: April 22, 2021)

4.1 ACCESSIBILITY OF PEDESTRIAN FACILITIES All pedestrian facilities and amenities within the pedestrian facility should be universally accessible to people of all abilities such as people on the wheelchair, visually impaired, etc.

Some specific aspects of accessibility to be considered while planning pedestrian facilities are listed below.

4.1.1 ACCESSIBILITY OF FOOTPATHS • The path should have an appropriate height so that the elderly and children can easily enter.

•Footpath must have a ramp with a suitable slope to enter the path for a person with a wheelchair.

•At the entrance and exit of the trail, special surfaces, such as tactile pavements, must be provided to guide the visually impaired.

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4.1.2 ACCESSIBILITY OF PEDESTRIAN CROSSING •The crosswalk should be level with the sidewalk so everyone can easily enter.

• Ramps should be provided at the transition between the footpath and pedestrian crossing when the pedestrian crossing cannot be at the same level as the footpath •The handrail must have an opening into the crosswalk, and its width must be at least the width of the crosswalk.

•At crosswalk signals with pedestrian buttons, the alignment of the buttons should be such that the person in a wheelchair can use it comfortably.

4.1.3 ACCESSIBILITY OF SUBWAYS AND FOOT-OVER-BRIDGES •Except for stairs, all subways and FOBs must be equipped with elevators. On the crosswalks separated by all grades, elevators are essential for the mobility of the disabled in a wheelchair.

•Escalators may be provided on the stairs to increase comfort, but because escalators cannot safely accommodate pedestrians in wheelchairs, they cannot replace elevators.

•The elevator must have enough space to accommodate at least one wheelchair and one pedestrian standing.

•The opening of the meter and FOB must be wide enough to allow at least two people to cross comfortably.

•To ensure the safety of the old and young, handrails should be installed on the stairs.

4.1.4 ACCESSIBILITY OF MEDIAN PEDESTRIAN REFUGE • Pedestrian refuge area must be at the same height as the crosswalk.

•When there is a level difference between the refuge area and the crosswalk, you must enter the pedestrian refuge area through the ramp.

4.1.5 DESIGN PARAMETERS FOR ACCESSIBILITY •

Curb height

•

Ramp gradient

•

Width of handrail opening at a pedestrian crossing

•

Tactile paving at ingress and egress of a footpath or median refuge

•

Subway/FOB entrance opening

•

Staircase gradient

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Figure 33. Examples of Bad Accessibility (source: http://www.urbantransport.kar.gov.in/pedguide_final_21stjan2014.pdf) (Date: April 22, 2021)

Figure 34. Example of Good Accessibility (source: http://www.urbantransport.kar.gov.in/pedguide_final_21stjan2014.pdf) (Date: April 22, 2021)

4.2 CONNECTIVITY OF PEDESTRIAN FACILITY Pedestrians must be able to safely walk through the shortest path to any destination without conflict with vehicle traffic. Some specific aspects of pedestrian connectivity are listed below.

4.2.1 CONNECTIVITY OF FOOTPATHS • The sidewalk should be included on both sides of the road.

• Footpaths should be continuous without obstacles.

• You need to connect the sidewalk of the intersection.

• The most external sidewalk on the street must be connected by the pedestrian crossing.

• The pedestrian intersection needs to connect all the arms of the junctions.

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4.2.2 DESIGN PARAMETERS FOR CONNECTIVITY •

Design of street corners

•

Location of pedestrian crossing

•

Alignment of footpath

•

Location of pedestrian subway access

Figure 35. Example of bad connectivity. (source: http://www.urbantransport.kar.gov.in/pedguide_final_21stjan2014.pdf) (Date: April 22, 2021)

4.3 SAFETY OF PEDESTRIAN FACILITY Pedestrian facilities should be considered safe for all types of pedestrians, including the disabled, women, children, and elders. The design of pedestrian facilities should also reduce conflicts between pedestrians and vehicles.

4.3.1 SAFETY OF FOOTPATH • Sidewalks must be illuminated by direct curb lights.

• The sidewalk must be level and free of obstacles that may cause safety problems for the elderly.

• If the slope of the trail (or ramp) is not suitable for elderly people to walk, handrails should be installed in these locations.

• Tactile paving must be provided at all locations in the pedestrian facility where there are potential safety issues for visually impaired pedestrians (for example, just in front of the ramp leading to the crosswalk, around obstacles, in front of the stairs leading to the subway).

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• Must be pedestrians Provide access to the sidewalk and the central barrier. Guardrails and bollards should be used to restrict the entry of motorists.

4.3.2 SAFETY OF PEDESTRIAN CROSSING • Pedestrian crossings must be well marked with reflective zebra crossings and/or reflective pavement markings.

• A stop line must be set in front of the crosswalk area to prevent parking vehicles from entering the crosswalk area.

• Crosswalks can be used to improve pedestrian visibility, especially where children need to cross the road.

• Measures should be taken to calm the traffic upstream of the crosswalk to reduce the speed of vehicular traffic.

•Signal intersections with a large number of pedestrians at all entrances. The signal phase must include all the red phases of the vehicle so that pedestrians can safely cross the road in all directions.

• Pedestrian lights should be used in the middle of the block and at unmarked intersections where there is insufficient space between vehicles or few pedestrians to pass safely.

• For the safety of the visually impaired, all pedestrian signaling lights must use audio signals such as those installed at Pelican Crossroads.

• Crosswalks must be well lit so vehicles turning in the intersection can see crosswalks.

• Street vendor space should be allocated and allowed at grade-separated intersections to enhance pedestrian safety.

• Automatic surveillance cameras can be used for stricter law enforcement to combat illegal behaviour and abuse of graded intersections.

4.3.3 DESIGN PARAMETERS FOR ENHANCED SAFETY •

The lighting of the footpath, street corners, and pedestrian crossings

•

Gradients for footpaths and ramps

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•

Zebra markings

•

Table-tops

•

Access management – placement of bollards and railings

•

Traffic/pedestrian signals

•

Hawking space

Figure 36. Examples of the unsafe pedestrian facility ( source: http://www.urbantransport.kar.gov.in/pedguide_final_21stjan2014.pdf) (Date: April 22, 2021)

Figure 37. Examples of the safe pedestrian facility (source: http://www.urbantransport.kar.gov.in/pedguide_final_21stjan2014.pdf) (Date: April 22, 2021)

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4.4 COMFORT OF PEDESTRIAN FACILITY Compared to motorists, pedestrians use their energy to move and are more likely to be exposed to harsh environmental conditions. Therefore, the design of pedestrian facilities should provide the greatest possible comfort for all pedestrians. Convenience will become an added value for pedestrians and will encourage people to walk instead of using other modes of travel. Here are some specific aspects to improve pedestrian comfort.

• The sidewalk should be large enough to walk with pedestrians only.

• If provided, the gradient of the sidewalk feels comfortable for the elderly and must be maneuvered to people with disabilities.

• Plant trees along the sidewalk and evacuate pedestrians without preventing free pedestrian movements.

• You must provide compensation between transparent walking spaces along the sidewalk for the convenience of the construction line adjacent to the sidewalk.

• The Bank must be provided at frequent intervals for the elderly.

4.4.1 Design Parameters for Enhanced comfort •

Allocation of footpath width for walking, plantations and offset.

•

Provision of pedestrian utilities, street furniture like benches, etc. along the footpath.

Figure 38. Examples of the good comfortable street (source: http://www.urbantransport.kar.gov.in/pedguide_final_21stjan2014.pdf) (Date: April 22, 2021)

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4.5 AMBIANCE AROUND PEDESTRIAN FACILITIES •

Pedestrians are humans and have emotions, unlike vehicles.

•

The

emotions

of

pedestrians are affected by

the

surrounding

environment. atmosphere

The of

space

around them and they react

Figure 39. Example of good ambiance place(source: http://www.urbantransport.kar.gov.in/pedguide_final_21stjan2014.pdf) (Date: April 22, 2021)

accordingly to determine if they use facilities.

•

Automotive driver (vehicle user), travel expenses, and time have more affected on the travel decision than the atmosphere.

•

Pedestrians, atmosphere, most important for the comfort and safety of the surrounding environment.

•

Design pedestrian facilities is a key differentiation that planners and designers must respect.

4.6 PEDESTRIAN FACILITY FOR PLACE MAKING •

Historically, the street was not only used as a means of transportation but also as a place for people to gather and exchange.

•

Footpaths and street corners can be used in several places for people to gather. Creating venues that encourage more pedestrian use, making our streets livelier and safer.

Figure 40.Example of good place making (source: http://www.urbantransport.kar.gov.in/pedguide_final_21stjan2014.pdf) (Date: April 22, 2021)

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Chapter 5: CASE STUDIES

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Chapter 5. CASE STUDIES 5.1 STROGET, COPENHAGEN Location: Copenhagen, Denmark Population: 0.5 million Length: 1.15 km (0.7 mi) Right-of-Way: 10–12 m Context: Mixed-use (Residential/Commercial) Maintenance: Repavings since 1963 Funding: Public

Figure 41. Location of Copenhagen (source: globaldesigningcities.in) (Date: April 28, 2021)

5.1.1 OVERVIEW Until

1962,

all

of

downtown

Copenhagen's streets and squares were heavily used for vehicle traffic and parking, and the quickly increasing fleet of private automobiles put a strain on them. Copenhagen's pedestrianisation began with Stroget, the city's major thoroughfare, which was transformed as an experiment in 1962. The conversion of the 1.15 km-long main street into a pedestrian

street

was

seen

as

a

pioneering effort, which gave rise to much public debate before the street was

Figure 42. Street location in Copenhagen (source: globaldesigningcities.in) (Date: April 28, 2021)

converted. “Pedestrian streets will never work in Scandinavia” was one theory. “No cars means no customers and no customers means no business,” said local business owners.

Stroget quickly became a tremendous success, with businesses understanding that trafficfree surroundings generate more income. The earliest squares to be refurbished were Magasin Torv, the square opposite Nikolaj Church, and Grbrdre Torv.

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5.1.2 KEY ELEMENTS •

The roadway will be closed to all traffic.

•

Curbs and sidewalks will be removed, and new pavement will be installed.

•

Pedestrian circulation will be aided by the consolidation of street furniture.

5.1.3 GOALS •

Improving the city's connection.

•

Create an inviting and high-quality atmosphere.

•

Create a business-friendly environment.

•

Encourage individuals from all walks of life to live and visit the city centre.

•

Revitalize the city's run-down alleyways by transforming them into lively laneways.

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

5.1.5 EVALUATION

Figure 43. Evaluation of street Copenhagen, Denmark (source: globaldesigningcities.in) (Date: April 28, 2021)

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Figure 44. Before & after view of street Copenhagen, Denmark (source: globaldesigningcities.in) (Date: April 28, 2021)

Strøget has been renewed and upgraded several times during its 53 years as a pedestrian street, by using progressively better-quality materials, repurposing public spaces and plazas to increase pedestrian comfort, and adding outdoor uses. Amager Square was renovated in 1993 by local artist Bjørn Nørgård. Today, it is the second most popular urban space in the city because of the diverse range of activities offered there.

5.2 FORT STREET; AUCKLAND, NEW ZEALAND Location: Auckland CBD, New Zealand Population: 1.4 million Metro: 1.5 million Context: Mixed-Use (Residential/Commercial) Right-of-Way: 19–20 m Figure 45 .Location of Auckland (source: globaldesigningcities.in) (Date: April 29, 2021)

Size: Area in and around Fort Street

5.2.1 OVERVIEW Fort Street exemplifies how shared roadways can transform a neighbourhood into a destination, attracting more people to buy and participate in other activities. It is one among several new shared areas in Auckland's Central Business District that have been constructed in recent years to improve pedestrian connection and offer a high-quality public realm.

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5.2.2 KEY ELEMENTS • • • • • • •

Any barriers between pedestrians and cars, such as curbs and bollards, should be removed.

Expansion of open-air activities.

Pedestrians have full access to the right-ofway.

Accessible paths for the visually impaired along building lines.

All parking spots will be removed.

Loading times are limited.

Landscaping and street furniture

5.2.3 GOALS • • • • •

Better integrate the area into the surrounding street network.

Prioritize pedestrians.

Figure 46. Street location Auckland CBD, New Zealand (source: globaldesigningcities.in) (Date: April Create a distinctive public space.

29, 2021) Create a space that supports businesses and residents and provides opportunities for a variety of activities.

Provide a high-quality, attractive, and durable street that contributes to a sustainable and maintainable city centre.

5.2.4 KEY TO SUCCESS • • •

Collaboration with key stakeholders.

Monitoring and evaluating the project before and after implementation to communicate its impacts.

Testing design variations.

5.2.5 EVALUATION Before

After

Figure 47. Before & after view of street Auckland CBD, New Zealand (source: globaldesigningcities.in) (Date: April 29, 2021)

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Figure 48.Evaluation of street Auckland CBD, New Zealand (source: globaldesigningcities.in) (Date: April 29, 2021)

5.3 ST. MARKS RD.; BANGALORE, INDIA

Figure 49. Location of Bangalore (source: globaldesigningcities.in) (Date: April 30, 2021)

Location: Bangalore, India Population: 8.42 million Context: Central Business District Right-of-way: 18–20 m (on average) Length: Approximately 1 km Cost: 1.15 billion INR (20 million USD) for the first phase Funding: Public

5.3.1 OVERVIEW Several important difficulties were addressed during the renovation of this one-way roadway, including insufficient design and planning, low maintenance standards, and inefficient utility management. Under the Tender S.U.R.E. program, the project used a holistic, multidimensional approach: break once, fix forever. This approach promotes upfront investment in quality materials and construction to increase durability.

5.3.2 KEY ELEMENTS • • • • • •

Improvements and expansions to walkways.

Protected one-way cycling paths.

Consistent travel lanes.

Dedicated bus, auto-rickshaw, and parking spaces that are paved.

Between the motorised and non-powered routes, there is a landscaped strip.

Pits and guards are used to protect and enhance existing trees.

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•

Reconfiguration of subsurface utilities, including the construction of utility line access chambers.

5.3.3 GOALS • • •

Maintain a healthy balance of existing usage.

Improve the user experience, enhance pedestrian safety, and reduce traffic congestion.

Invest in the upfront, high-quality building for long-term durability to reduce disruptive construction methods.

5.3.4 KEYS TO SUCCESS   

Interagency coordination.

Public participation and involvement from the early stages of the project.

Documentation and verification of existing utilities as part of the planning and design process.

Figure 50. Street location Bangalore, India (source: globaldesigningcities.in) (Date: April 30, 2021)

5.3.5 EVALUATION Before

After

Figure 51. Before & after view of street Bangalore, India (source: globaldesigningcities.in) (Date: April 30, 2021)

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USE OF STREET

Figure 52.Evaluation of street Bangalore, India (source: globaldesigningcities.in) (Date: April 30, 2021)

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CHAPTER 6: LIVE CASE STUDIES 1. STREET OF GURUKUL, AHMEDABAD 2. STREET OF MANINAGAR, AHMEDABAD

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Chapter 6. : LIVE CASE STUDIES 6.1 ABOUT PEDESTRIAN MOBILITY IN AHMEDABAD Located at the centre of Gujarat, Ahmedabad is one the fastest-growing city in India.

Population wise it is the biggest city in Gujarat. According to the census, the population of Ahmedabad in 2015 was 70 lakh and it is likely to touch the number of 80 lakh at the end of the year 2021. The main reason for this much population is the high living standards of Ahmedabad. Therefore, the rate of migration in Ahmedabad is very high. More population lead to more problems like heavy traffic, noise pollution, air pollution, poverty, etc. After urban sprawl in Ahmedabad transportation is the major issue that needs to be solved. For this much population city required good transportation facilities and urban planners of the city are fulfilling the needs of commuters as, the city has good roads, bridges, etc. The city has a good public transportation system like AMTS, BRT, and the metro is coming in few years. The city is dominated by 4-wheelers and 2- wheelers. In the search for fast and better transportation, planners forget about the main mode of travel which is pedestrian. In Ahmedabad, more than 22 % of people go to work by walking but the facilities for pedestrian mobility are not good enough as compare to vehicular mobility and this is the major concern of the city in the last few years.

Male

Female

Figure 53.Mode of travel to work by both gender (Source : Urban Transport Planning and Management,CEPT) (Date: May 05, 2021)

)

In Ahmedabad, 50 % of males prefer 2-wheeler for going to work and the second-highest number is walking which is 22%. For females the number is opposite, 46% women go to work by walking while 29 % is gone by 2-wheeler.

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Figure 54.Avg. Trip Lengths Across Various Modes(Source : Urban Transport Planning and Management,CEPTt) (Date: May 05, 2021)

Figure 55. Avg. Trip Times Across Various Modes(Source : Urban Transport Planning and Management,CEPT) (Date: May 05, 2021)

In Ahmedabad, distance and time both are the least as the city has a hot and dry climate most of the time in a year. So people choose buses, cars, and other shaded vehicles for a long trip in the city.

Chart 2. Fatalities in the year 2009

Chart 2. Fatalities in the year 2018

Chart 3. Serious injuries in the year 2009

Chart 4. Serious injuries in the year 2018

Chart 1-4. (Source : urban Transport Planning and Management,cept) (Date: May 05, 2021)

Charts show that accidents by the pedestrian are almost dominant in all charts as there are not good pedestrian facilities in the city and it results in fatalities and serious injuries. Therefore, designers should focus more on pedestrians while designing any street of the city nowadays. Designing a good pedestrian-friendly street is the only option for the betterment of transportation and to balance between other modes of the transportation system in Ahmedabad.

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6.2 STUDY OF GURUKUL STREET, AHMEDABAD 6.2.1 WHY GURUKUL ROAD? Located on the west side of the Sabarmati river, Gurukul road is a mix-use street including residential, commercial, temples, hospitals, etc. It has good context like the drive-in cinema, Swaminarayan temple, Himalaya mall, AUDA gardens, etc. The street is most famous for its commercial activities and in this, shopping is the most favourite activity on the street. It is also famous for street food and local vegetable market. Therefore, it attracts more people to visit and became one of the most popular pedestrian potential streets in the city. However, the pedestrian facilities on the street are not up to the mark and this the main reason to choose this street for pedestrian study so I can study the street and its problem and give the best suggestions for betterment of pedestrian facilities.

6.2.2 STREET LOCATION OF GURUKUL STREET

Figure 56. Map of India (source: https://www.canstockphoto.com) (Date: May 06, 2021)

Figure 57. Map of Gujarat (source: https://www.shutterstock.com/search/gujarat +map) (Date: May 06, 2021)

Figure 58. Map of AUDA limit (source:http://2050.nies.go.jp/ahmeda bad_2010.pdf) (Date: May 06, 2021)

Location: Gurukul, Memnagar Name of Street: Gurukul Road (Vikas Marg) Length of Street: 1.5 Km Width of Street: 24 m Use of Street: Mix Used Street (Commercial/Residential)

Figure 59. Map of Gurukul area (source: google map) (Date: May 06, 2021)

Gurukul road comes under TP no.1 Memnagar having developed context like Bodakdev, Thaltej, Vastrapur, Naranpura, Ghatlodia, etc.

Figure 60. Location of Gurukul road (source: google map) (Date: May 06, 2021)

It starts at Swaminarayan temple and ends at sola road with a length of 1.5 km and a width of 24m.

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6.2.3 ABOUT GURUKUL • -

-

-

There are main five events that were very important for the development of the Gurukul area.

The Memnagar village is around 130-140 years old. The differences between the communities, years before in these villages and the old city of Ahmedabad load certain enormous changes around the area. The people started shifting towards the Gurukul road for the betterment of their living standards.

As the university- Gujrat, Ahmedabad, L.D Engineering college, CEPT developed there was an increment in the residential and educational sectors.

When riots in 1969 happened in Gujarat, at that time people migrated to the Gurukul area from the old city of Ahmedabad.

The drive-in cinema, Gurukul Mandir, AGETA tennis academy were the first major urban elements built in the precinct in the timeline 1972-1986. The first residential bungalow society was built in 1982 along the Gurukul and drive-in road improvising the network to the old city and railway station.

Gurukul Swaminarayan Mandir was made in 1978. After the name of this temple that road called Gurukul road. Earlier Gurukul road was a single-lane road. Double lane road was developed in 1980. As the social, cultural, economic, and educational aspects started affecting the precinct, commercial factors flourished along with the neighbourhood. The garment and fast-food business was the first establishment in 1992 so it cultivated the connection between rattan pol (old city) and the precinct.

6.2.4 LANDMARKS OF GURUKUL

Figure 62. Himalaya Mall

Figure 61. Context of Gurukul road. google image.

Figure 63. AUDA Garden

Figure 66. Sunset Drivein Cinema

Figure 64. Swaminarayan Temple

Figure 65. H. B. Kapadiya School

Figure 61-66. (source:google map) (Date: May 06, 2021)

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6.2.5 ROAD NETWORK OF GURUKUL

Figure 67.Road network of the area (source: open street map) (Date: May 06, 2021) 0 40 120

M

220

Gurukul is located between two main arterial roads of Ahmedabad: -

S. G. Highway 132 Ft. Ring Road

These two roads connect the city to other cities like Gandhinagar, Rajkot, Mehsana, etc.

Gurukul road is connected with these two arterial roads by three secondary roads: -

Sola road Memnagar road Drive-in road

These three roads connect different areas which come between arterial roads. Drive-in road and sola road connect Gurukul road at the ends while Memnagar road passes through at the centre of Gurukul road. These three roads play a major role to invite more people to the Gurukul road from the old city as well as the new city of Ahmedabad.

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6.3 OBSERVATIONS OF GURUKUL STREET 6.3.1 EXISTING ACTIVITIES

Source: https://portfolio.cept.ac.in/2018/M/fp/understanding-the-city-studio-8-4669-8-monsoon-2018/rationale-burgeon-of-Gurukulmonsoon-2018-pg180661 (Date: May 12, 2021)

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Source: https://portfolio.cept.ac.in/2018/M/fp/understanding-the-city-studio-8-4669-8-monsoon-2018/rationale-burgeon-of-Gurukulmonsoon-2018-pg180661 (Date: May 12, 2021)

There are lots of residential areas located around the Gurukul road with a detached house, semi-detached house, row house, and apartment. So there are many local users there to use the road for various reasons like jogging, for food, for shopping, for school, etc.

The road also has lots of commercial buildings like IT compony, retail shops, food outlets, garment shops, medical shops, etc. Therefore road is daily active with this type of activities and also attract more people from all over Ahmedabad city.

The demand for street food is very high on the road. There are many food stalls and shops available on the road. This becomes a reason for many people to come on the road and enjoy time on the road.

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6.3.2 BASE MAP ( GURUKUL ROAD)

Figure 68. Base map of Gurukul Road (source: Drawing by the author)(Date: May 07, 2021)

Built up

Figure 69. Satellite image of Gurukul Road(source: google earth) (Date: May 07, 2021)

M

Open

0 B. Arch (Research Thesis), L.J. School of Architecture, Gujarat Technological University

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120

220 57

6.3.3 BUILDING TYPOLOGY (GURUKUL ROAD) There are mainly six types of building on the street.

Residential, commercial, mixed-use, religious, institutes, and hospitals are the sixbuilding typology on street. The front zone of the street has mainly two types of building commercials and mixed-used buildings.

The commercial shops mostly include buildings like its company, clinics, architecture firms, etc. While mix used buildings include commercial buildings like retail shops, pan shops, bookstalls, etc. and residential buildings.

After this front zone, mostly the area has residential buildings. There are lots of residential areas located around the Gurukul road with a detached house, semi-detached house, row house, and apartment. So there are many local users there to use the road for various reasons like jogging, for food, for shopping, for school, etc.

There are five temples located on the street. Swaminarayan temple is the biggest among all of them.

M

0

40

120

220

Figure 70. Building Typology of Gurukul road(source: Drawing by the author)(Date: May 07, 2021)

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6.3.4 BUILDING HEIGHTS (GURUKUL ROAD) The Gurukul area includes buildings with various heights from 3m to more than 24 m. the area has low-height buildings like row houses, bungalows, shops, garages, etc, and tall buildings like apartments, hospitals, and many commercial buildings.

The road width is 24 m so buildings have higher FSI to build buildings.

Therefore, street has mostly mix used and commercial building with a height of more than 12 m.in mixes used building mostly first and second floor is used for commercial activities and another building is used as residential.

The streets have the highest number of buildings with less than 9 m in height. The reason behind the highest numbers of these buildings is the location of the buildings, mostly this type of buildings located at secondary street or near gamtal area.

M

0

40

120

220

Figure 71. Building Height of Gurukul road(source: Drawing by the author)(Date: May 07, 2021)

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6.3.5 STREET HIERARCHY (GURUKUL ROAD) The Gurukul area have mainly three types of street according to their width and use.

1. Primary Street There are three primary streets in the area Memnagar road, Gurukul road, and Drive-in road. Memnagar road and Drive-in road connect the city's other part to Gurukul road. These two roads are most important to invite people to Gurukul.

2. Secondary Street Secondary streets are mostly used to connect different areas with primary streets.

3. Tertiary Street Tertiary streets are used to move around the Gurukul area without any traffic. These streets are narrow and only used by small vehicles.

Primary Street Secondary Street Tertiary Street

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0

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120

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Figure 72. Street hierarchy, Gurukul (source: Drawing by the author) (Date: May 07, 2021)

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6.3.6 VEHICULAR ACCESSIBILITY

(GURUKUL ROAD) All streets of the area have a facility of vehicular accessibility. The main street like Gurukul road and Memnagar road have enough space for heavy vehicular accessibility.

While secondary streets have the width for only small vehicles.

Secondary mostly use for connecting different areas of Gurukul.

Figure 74.Vehicular accessibility of Gurukul road (source: Photo by the author) (Date: March 20, 2021)

Figure 74.Vehicular accessibility of Gurukul road (source: Photo by the author) (Date: March 20, 2021)

For Heavy Vehicle For Non-heavy Vehicle

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0

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Figure 73. Vehicular Accessibility of Gurukul road(source: Drawing by the author)(Date: May 07, 2021)

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6.3.7

TRAFFIC

NODES

(GURUKUL ROAD) The following nodes are the most traffic- critical points of the road as they generate lots of traffic on the street.

Figure 76. Subhash Chowk (source: Photo by the author)(Date: March 20, 2021)

Subhash Chowk Figure 77. Sonal cross road (source: Photo by the author)(Date: March 20, 2021)

Sonal Crossroad

Figure 78. Sterling cross road (source: Photo by the author)(Date: March 20, 2021)

Sterling Crossroad

Figure 79. Gurukul 3 rasta (source: Photo by the author)(Date: March 20, 2021)

Gurukul 3 Rasta

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Figure 80. Traffic Nodes of Gurukul road(source: Drawing by the author)(Date: May 07, 2021)

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6.3.8 MAJOR JUNCTIONS (GURUKUL ROAD) There three major junctions on the street that plays a crucial role in the both vehicular and pedestrian movement. The name of the junctions is: 1. Subhash chowk 2. Sonal crossroad 3. Gurukul 3 rasta Subhash Chowk is a most critical junction which creates most of the traffic of the street because it connects two arterial roads S. G. Highway and 132 ft. Ring Road. Therefore, it creates lots of traffic at the junction and makes it more critical.

Subhash Chowk

Sonal Crossroad

Figure 81. Traffic at Subhash chowk (source: cept portfolio) ( Date: May 07, 2021)

Gurukul 3 Rasta

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0

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Figure 82. Major Junctions of Gurukul road(source: Drawing by the author)(Date: May 07, 2021)

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6.3.9 PUBLIC TRANSPORTATION

( GURUKUL ROAD) There are two main public transportation systems is available on street.

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AMTS Bus Rickshaw

AMTS buses run on the primary street only because of street width. For secondary street rickshaw service is available.

Figure 83. AMTS stand on Gurukul road (source: Photo by the author)(Date: March 20, 2021)

Figure 84. AMTS stand on Gurukul road(source: Photo by the author)(Date: March 20, 2021)

AMTS Stand Rickshaw Stand AMTS Bus Route

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Figure 85. Public Transportation map, Gurukul (source: Drawing by the author)(Date: May 07, 2021)

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6.3.10 ACCIDENT POTENTIAL ZONES (GURUKUL ROAD) There are many accident potential zones over the street. Mostly these zones are located on the junctions as there are many reasons for this.

Firstly, people do not follow rules like high speed, wrong side driving, etc.

These things make walking more difficult for pedestrians.

The second reason is the lack of street signage like traffic signals, pedestrian signals, etc. Because of this reason, the most accident occurs by walking people.

Another reason is animals on the streets like a cow, dogs, etc. These animals also a reason for accidents on the street.

Figure 86. Accident Zones on Gurukul road (source: Photo by the author)(Date: March 20, 2021)

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Figure 87. Accident Potential Zones on Gurukul road(source: Drawing by the author)(Date: May 07, 2021)

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6.3.11 VEHICULAR FLOW ( GURUKUL ROAD) Morning 9 am

Afternoon 12 pm

Figure 88. Vehicular flow in morning (source: google map) (Date: May 07, 2021)

Figure 89. Vehicular flow in afternoon (source: google map) (Date: May 07, 2021)

Evening 7 pm

These maps show the vehicular flow at different times. It can be seen that traffic in the morning is moderate near junctions. Afternoon people do not prepare to move around the street that is why less vehicle movement on street.

Most vehicle traffic occurs in the evening time at junctions as well as onstreet because people leave them and go home. Moreover, most of the activities are done in the evening by people as it is the best time to do work on the city climate.

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Figure 90. Vehicular flow in evening (source: google map) (Date: May 07, 2021)

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6.3.12 FOOTPATH FACILITY (GURUKUL ROAD) Gurukul roadhave good footpath facility from one end to another end.

The condition of the footpath is very good and materials of the surface is also good.

Figure 91. Footpath facility on street (source: Photo by the author)(Date: March 20, 2021)

Figure 92. Footpath facility on street (source: Photo by the author)(Date: March 20, 2021)

Figure 93. Footpath facility on street (source: Photo by the author)(Date: March 20, 2021)

Footpath on street Footpath on a connecting street

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Figure 94. Footpath Facility on Gurukul road(source: Drawing by the author)(Date: May 07, 2021)

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6.3.13 PEDESTRIAN FLOW (GURUKUL ROAD) Pedestrian flow in the morning is moderate on the street. Most of the human traffic is generated by people, who go to their work between 9 to 9.30 am. The second most reason for human traffic on street is vegetables and fruits shopping in the morning because in morning people get the fresh thing, so most public prefer to buy this thing in the morning. Another reason behind the pedestrian flow is eating breakfast on the street as there are many food shops and stall there so people come to eat good food in the morning. Moreover, some people also come to visit the temple in the morning time.

MORNING 9 AM

In the afternoon, the flow of pedestrians is less because the climate of the city is hot and dry so the sun is very harsh in the noon.in addition to that, there are no proper landscaping and shading devices on the street so people do not prefer to walk in at noon.

Few people walk on the street because of lunch, shopping, etc.

Pedestrian flow in the evening is at an alltime high as its peak time of the street. There are many reasons for this much flow of pedestrians. First, most people leave their work and go home. Half of the flow is made by these people. The second reason for the flow is shopping on the street as there are many shops for shopping. The third reason for the pedestrian flow is walking on the street in the evening time as it is the best time to walk. Reasons like going to visit the temple, for food, visiting parks, etc. also generate flow in the evening time.

Figure 95. Pedestrian Flow in Morning(source: Drawing by the author)(Date: May 07, 2021)

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AFTERNOON 12 PM

EVENING 7 PM

Figure 96. Pedestrian Flow in Afternoon(source: Drawing by the author)(Date: May 07, 2021)

Figure 97. Pedestrian Flow in Evening(source: Drawing by the author)(Date: May 07, 2021)

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6.3.14 TREES ON STREET (GURUKUL ROAD) Trees play an important role to make streets shaded. Street vending, children playing, sitting, etc. activities are done under the trees. Gurukul roadhas not enough trees as its effect on a number of the pedestrian.

Because of fewer trees, people do not like to walk in the noon. The map shows the location of trees on the GURUKUL ROAD.

Figure 98. Trees on Gurukul road(source: Photo by the author)(Date: March 20, 2021)

Figure 99. Trees on Gurukul road(source: Photo by the author)(Date: March 20, 2021)

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Figure 100. Trees on Gurukul road(source: Drawing by the author) (Date: May 07, 2021)

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6.3.15 STREET VENDORS (GURUKUL ROAD) Street vendors are the one element of the streetscape. There are many street vendors on Gurukul street. But there is no designed space for them, therefore, most of them use footpath or on street parking space for selling things on street. The map shows the location of street vendors on Gurukul street.

Figure 101. Street vendor on street (source: Photo by the author)(Date: March 20, 2021)

Figure 102. Street vendor on street (source: Photo by the author)(Date: March 20, 2021)

Figure 103. Street vendor on street (source: Photo by the author)(Date: March 20, 2021)

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Figure 104. Vendors on Gurukul road(source: Drawing by the author) (Date: May 07, 2021)

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6.4 STUDY OF ISANPUR ROAD, AHMEDABAD 6.4.1 WHY ISANPUR ROAD? Isanpur road is on the east side of the Sabarmati River. It is a mix-used street that integrates residences, shops, temples, hospitals, gardens, etc. It has a good atmosphere like Kankaria lake, Chandola lake, and Uttamnagar garden. This street is most famous for its commercial activities. In terms of activities, shopping is the most popular activity on the street. It is also famous for its local vegetable market. Therefore, it attracts more people to visit it and it becomes one of the most popular pedestrian streets in the city. However, the pedestrian facilities on the street are not up to standard. This is the main reason for choosing this street for pedestrian research, to be able to study the street and its existing problems and provide appropriate suggestions for improving the pedestrian facilities.

6.4.2 STREET LOCATION: ISANPUR ROAD

Figure 105. Map of India (source: https://www.canstockphoto.com) (Date: May 06, 2021)

Figure 106. Map of Gujarat (source: https://www.shutterstock.com/search/gujarat +map) (Date: May 06, 2021)

Figure 107 Map of AUDA limit (source:http://2050.nies.go.jp/ahmeda bad_2010.pdf) (Date: May 06, 2021)

Location: Maninagar, Ahmedabad Name of Street: Isanpur road Length of Street: 725 m Width of Street: 24 m Use of Street: Mix Used Street(Commercial/Residential)

Figure 108. Map of Maninagar area (source: google map) (Date: Jun 20, 2021)

Gurukul road comes under TP no.1 Maninagar. It has good context like Kankatia lake, Chandola lake, and many gardens.

Figure 109. Location of Isanpur road (source: google map) (Date: Jun 20, 2021)

It has also a good public infrastructure like Civic centre, Fire stations, and hospitals.

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6.4.3 ABOUT MANINAGAR

Maninagar is a district of Ahmedabad, Gujarat, India. It is located south of the city and is an important area of the city. It can be divided into two areas, East Maninagar and West Maninagar, separated by the Maninagar train station.

Maninagar originally belonged to the powerful banker Seth Maneklal Manilaal. He donated a large part of this land to develop the first organized settlement outside the city walls. Sardar Vallabhbhai Patel created the first city plan of Manipur, now called Maninagar.

Maninagar has its train station. It may be the only place in Ahmedabad that has a railway station, a municipal bus transport station, and a national transport station. For a while. In addition to this, you now have a BRTS. Therefore, in general, you can use all means of transportation in Maninagar. Maninagar is connected to all parts of the city through these stations. Maninagar is also well connected via National Highway 48 (formerly known as NH8).

Kankaria Lake and Nagina Wadi are both in this area. Physical Ground is a stadium located in the area. It was completed in 2010. The stadium is a venue for sports such as cricket, soccer, badminton, chess, wrestling, judo, and basketball.

6.4.4 LANDMARKS OF MANINAGAR 1

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Figure 111. Kankaria Lake

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3 2 Figure 112. Chandola lake

Figure 110. Context of Maninagar.

Figure 115. Maninagar Firestation

Figure 114. Maninagar Civic Centre

Figure 113. Uttamnagar Garden

Figure 110-115. (source:google map) (Date: Jun 20, 2021)

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6.4.5 ROAD NETWORK OF MANINAGAR

Lala Lajpat Rai marg Bhairavnath road

Figure 116.Road network of Maninagar area (source: open street map) (Date: Jun 20, 2021) 0 40 120

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Maninagar is located between two main arterial roads of Ahmedabad: -

National Highway 48 120 ft ring road

These two roads connect the city to other cities like Gandhinagar, Vadodara, etc. Isanpur road is connected with these two arterial roads by three secondary roads: -

Lala Lajpat Rai marg Bhairavnath road Isanpur road

These three roads connect different areas which come between arterial roads. Isanpur road is connected with Lala Lajpat Rai Marg and Bhairavnath road. These three roads play a major role to invite more people to Maninagar from the old city as well as the new city of Ahmedabad.

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6.5 OBSERVATIONS OF ISANPUR ROAD 6.5.1 BASE MAP (ISANPUR ROAD)

Figure 117. Base map of Isanpur road(source: Drawing by the author)(Date: Jun 21, 2021)

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Figure 118. Satellite image of Isanpur Road (source: google earth) (Date: Jun 21, 2021)

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6.5.2 BUILDING TYPOLOGY (ISANPUR ROAD) There are mainly six types of buildings on the street. Residential, commercial, mix-used, religious, institute and hospital are examples with six buildings on the street. The façade area mainly has two types of buildings, which are residential and mixed-use.

Commercial shops mainly include buildings such as tuitions, vehicle stores, IT companies, etc. While mixed use buildings include commercial use buildings such as retail stores, pot stores, bookstores, etc.

After this frontal area, most of the area has residential buildings. Around Isanpur road there are many residential areas with individual houses, townhouses, townhouses, and apartments. So, there are a lot of local users who use the road for various reasons like jogging, eating out, shopping, going to school, etc.

The Maninagar Civic Centre and the Maninagar Fire Station are also close to the street.

Community Hall

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Figure 119. Building Typology of Isanpur road(source: Drawing by the author)(Date: Jun 21, 2021)

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6.5.3 BUILDING HEIGHTS (ISANPUR ROAD) The Maninagar area includes buildings with various heights from 3m to more than 24 m. the area has low-height buildings like small houses, bungalows, shops, garages, etc. and tall buildings like apartments, hospitals, and many commercial buildings.

The road width is 24 m so buildings have higher FSI to build buildings.

Therefore, street has mostly mix used and residential buildings with a height of more than 12 m. In mixes used building mostly first and second floor is used for commercial activities and another building is used as residential.

The streets have the highest number of buildings with less than 9 m in height. The reason behind the highest numbers of these buildings is the location of the buildings, mostly this type of buildings located at the secondary street.

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Figure 120. Building Height of Isanpur road (source: Drawing by the author)(Date: Jun 21, 2021)

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6.5.4 STREET HIERARCHY (ISANPUR ROAD) Maninagar area has mainly three types of the street according to their width and use.

1. Primary Street There are three primary streets in the area, Lala Lajpat Rai marg, Bhairavnath road, and Isanpur road.

Lala Lajpat Rai marg and Bhairavnath road are playing the most important role to connect the area to the old city.

BHAIRAVNATH ROAD

2. Secondary Street Secondary streets are mostly used to connect different areas with primary streets.

3. Tertiary Street Tertiary streets are used to move around the Maninagar area without any traffic. These streets are narrow and only used by small vehicles.

Primary Street Secondary Street Tertiary Street

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Figure 121. Street hierarchy of Maninagar (source: Drawing by the author)(Date: Jun 21, 2021)

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6.5.5 VEHICULAR ACCESSIBILITY

(ISANPUR ROAD) All streets of the area have a facility of vehicular accessibility. The main street like Bhairavnath road and Isanpur road have enough width for heavy vehicular accessibility. While secondary streets have the width for only small vehicles. Most secondary streets are used for connecting internal areas of Maninagar.

Figure 122.Vehicular accessibility of Isanpur road (source: Photo by the author) (Date: Jun 21, 2021)

Figure 123.Vehicular accessibility of Isanpur road (source: Photo by the author) (Date: Jun 21, 2021)

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Figure 124. Vehicular Accessibility of Isanpur road Drawing by the author) (Date: Jun 21, 2021)

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6.5.6 TRAFFIC NODES (ISANPUR ROAD) The following nodes are the most traffic- critical points of the road as they generate lots of traffic on the street.

Krishnabaug Cross Road

Figure 125. Krishanbaug cross road (source: Photo by the author)(Date: Jun 21, 2021)

Jawahar Chowk

Figure 126. Jawahar Chowk (source: Photo by the author)(Date: Jun 21, 2021)

Figure 127. Uttamnagar junction (source: Photo by the author)(Date: Jun 21, 2021)

Uttamnagr Junction

Figure 128. Hirabhai tower croos road (source: Photo by the author) (Date: Jun 21, 2021)

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Figure 129. Traffic Nodes of Isanpur road (source: Drawing by the author)(Date: Jun 21, 2021)

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6.5.7 MAJOR JUNCTIONS (ISANPUR ROAD) There three major junctions on the street that plays a crucial role in the both vehicular and pedestrian movement. The name of the junctions is:

Krishnabaug Cross Road

1. Krishnabaug cross road 2. Jawahar chowk 3. Hirabhai tower cross road Jawahar Chowk is a most critical junction which creates most of the traffic of the street because it connects two arterial roads. Therefore, it creates lots of traffic at the junction and makes it more critical.

Jawahar Chowk

Figure 130. Jawahar chowk (source: Photo by the author)(Date: Jun 21, 2021) (Date: May 07, 2021)

Figure 131. Krishnabaug cross road (source: Photo by the author) (Date: Jun 21, 2021) (Date: May 07, 2021)

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Figure 132. Major Junctions of Isanpur road (source: Drawing by the author)(Date: Jun 21, 2021)

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6.5.8 PUBLIC TRANSPORTATION (ISANPUR ROAD) There are two main public transportation systems is available on street.

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AMTS Bus Rickshaw

AMTS buses run on the primary street only because of street width. For secondary street rickshaw service is available.

Figure 133. AMTS stand on Isanpur road (source: Photo by the author) (Date: Jun 21, 2021)

Figure 134. Rickshaw stand on Isanpur road (source: Photo by the author) (Date: Jun 21, 2021)

AMTS Stand Rickshaw Stand AMTS Bus Route

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Figure 135. Public Transportation map, Maninagar (source: Drawing by the author)(Date: Jun 21, 2021)

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6.5.9 ACCIDENT POTENTIAL ZONES(ISANPUR ROAD)

Throughout the street, there are several possible accident zones. The majority of these zones are found at intersections for a variety of reasons.

To begin with, individuals do not adhere to laws such as driving too fast, driving on the wrong side of the road, and so on. Pedestrians will find it more difficult to stroll as a result of these factors.

The lack of street signs, such as traffic lights and pedestrian signals, is the second cause. As a result, the majority of accidents occur when individuals are walking.

Another factor is because there are animals on the streets, such as cows and dogs. These animals are also a cause of street accidents.

Figure 136. Uttamnagar junction (source: Photo by the author) (Date: Jun 21, 2021)

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Figure 137. Accident Potential Zones on Isanpur road (source: Drawing by the author) (Date: Jun 21, 2021)

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6.5.10 VEHICULAR FLOW (ISANPUR ROAD) Morning 9 am

Afternoon 12 pm

Figure 138. Vehicular flow in morning (source: google map) (Date: Jun 21, 2021)

Figure 139. Vehicular flow in afternoon (source: google map) (Date: Jun 21, 2021)

Evening 7 pm

The vehicle flow is depicted on these maps at various periods. It can be noticed that traffic at intersections is mild in the morning. People do not prepare to move around the street in the afternoon, therefore there is less automobile traffic on the street. Because people leave junctions and head home in the evening, the majority of vehicle traffic happens on-street and at intersections.

Furthermore, the majority of the activities are carried out in the evening by people as it is the best time to do work on the city climate.

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Figure 140. Vehicular flow in evening (source: google map) (Date: Jun 21, 2021)

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6.5.11 FOOTPATH FACILITY (ISANPUR ROAD) From one end of Isanpur road to the other, there is a nice walkway. The pathway is in excellent condition, and the surface material is likewise excellent.

Figure 141. Footpath facility on street (source: Photo by the author) (Date: Jun 21, 2021)

Figure 142. Footpath facility on street (source: Photo by the author) (Date: Jun 21, 2021)

Figure 143. Footpath facility on street (source: Photo by the author) (Date: Jun 21, 2021)

Footpath on street Footpath on a connecting street

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Figure 144. Footpath Facility on Isanpur road (source: Drawing by the author)(Date: Jun 21, 2021)

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6.5.12 PEDESTRIAN FLOW (ISANPUR ROAD) The early pedestrian flow on the road is mild.

People who arrive at work between 9 and 9.30 a.m. account for the majority of human traffic. The second most common reason for human traffic on the street is morning vegetable and fruit shopping because people obtain fresh produce in the morning, therefore most people choose to buy these items in the morning. Another explanation for the high foot traffic is that many come to have breakfast on the street since there are so many food stores and stalls. In addition, some individuals attend the temple early in the morning.

MORNING 9 AM

The flow of pedestrians is reduced in the afternoon since the city's environment is hot and dry, and the sun is particularly harsh around midday. Furthermore, because the street lacks adequate vegetation and shade measures, people do not want to stroll in during midday. Because of lunch, shopping, and other activities, few people walk down the street.

As the street's peak period, pedestrian flow is at an all-time high in the evening. There are a variety of causes for the high volume of pedestrian traffic. To begin, most individuals leave work and return home. These individuals are responsible for half of the flow. The second reason for the traffic is that there are numerous businesses to choose from on the street. Walking on the street in the evening, which is the greatest time to stroll, is the third cause for the pedestrian flow. Going to the temple, eating, visiting parks, and other activities increase traffic in the evening.

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Figure 145. Pedestrian Flow in Morning(source: Drawing by the author)(Date: Jun 21, 2021)

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AFTERNOON 12 PM

EVENING 7 PM

Figure 146. Pedestrian Flow in Afternoon(source: Drawing by the author)(Date: Jun 21, 2021)

Figure 147. Pedestrian Flow in Evening(source: Drawing by the author)(Date: Jun 21, 2021)

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6.5.13 TREES ON STREET (ISANPUR ROAD) Trees serve a vital part in keeping the street pleasant. Under the trees, street vendors, children's play, sitting, and other activities take place. There aren't enough trees on Isanpur road, which has an impact on the number of pedestrians. People do not like to stroll in the middle of the day since there are fewer trees. The map depicts the position of trees on Maninagar's roadway.

Figure 148. Trees on Isanpur road (source: Photo by the author) (Date: Jun 21, 2021)

Figure 149. Trees on Isanpur road (source: Photo by the author) (Date: Jun 21, 2021)

Figure 150. Trees on Isanpur road (source: Photo by the author) (Date: Jun 21, 2021)

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Figure 151. Trees on Isanpur road (source: Drawing by the author) (Date: Jun 21, 2021)

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6.5.14 STREET VENDORS (ISANPUR ROAD) The street hawker is an important part of the streetscape. On Isanpur road, there are several street vendors.

However, because there is no designated place for them, the majority of them sell their products on the sidewalk or in on-street parking spaces. On Isanpur road, the map depicts the position of street vendors.

Figure 152. Street vendor on street (source: Photo by the author)(Date: Jun 21, 2021)

Figure 153. Street vendor on street (source: Photo by the author)(Date: Jun 21, 2021)

Figure 154. Street vendor on street (source: Photo by the author)(Date: Jun 21, 2021)

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Figure 155. Vendors on Isanpur road (source: Drawing by the author)(Date: Jun 21, 2021)

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6.6 DATA COLLECTION There is three major way to collect data for pedestrian movement and facilities.

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Manual data collection

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Video survey

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Questionnaire

6.6.1 MANUAL COUNTS Using a manual clicker and a count marking sheet, manually count the flow of pedestrians through a junction, across a road, or along a road section/footway. The following requirements must be met while performing manual counts.

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The time throughout the day during which the counts are conducted must correspond to the peak hours of the research activity.

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When making observations, the day(s) of the week and month(s) of the year must be indicative of the demand. School vacations, early dismissals, and special events should be avoided since they might lead to out-of-the-ordinary situations.

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The survey locations must be carefully chosen to ensure that the whole existing demand is taken into account.

For the pedestrian count of Gurukul street, there are mainly three different typologies that affect the pedestrian flow. Therefore, a number of the pedestrian will be different at all three different places. The places selected for the manual count: -

Place having more residential buildings

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Place having more mix-used buildings

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Place having more commercial buildings

For the pedestrian count of Isanpur road, there are main two different typologies that affect the pedestrian flow. Therefore, a number of the pedestrian will be different at two different places. The places selected for the manual count: -

Place having more residential buildings

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Place having more mix used buildings

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1 . MORE RESIDENTIAL BUILDINGS, GURUKUL

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Figure 156. Manual pedestrian count on a residential area of Gurukul (source: Drawing by the author)(Date: May 09, 2021)

The above map shows the location of a residential area of Gurukul, where the manual count is done. The area has buildings like row houses, apartments, etc. The manual count is done at different times of the day, morning, afternoon, and evening. The manual count includes pedestrians, cars, 2 wheelers, buses, rickshaws, cycles, trucks, taxies, and vendors.

Morning (9 – 9.15 am)

Afternoon (12 – 12.15 pm)

Figure 157. Residential area on Gurukul road (source: Photo by the author) (Date: May 09, 2021)

Evening (7 – 7.15 pm)

Figure 158. Residential area on Gurukul road (source: Photo by the author) (Date: May 09, 2021)

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2 . MORE COMMERCIAL BUILDINGS, GURUKUL

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Figure 159. Manual pedestrian count on the commercial area of Gurukul (source: Drawing by the author) (Date: May 09, 2021)

The following map depicts the location of Gurukul's commercial sector, where hand-counting takes place. The hand count is done several times throughout the day, including morning, afternoon, and night-time. Pedestrians, vehicles, two-wheelers, buses, rickshaws, cycles, lorries, taxis, and vendors are included in the manual count.

Morning (9 – 9.15 am)

Afternoon (12 – 12.15 pm)

Evening (7 – 7.15 pm)

Figure 160. Commercial building on Gurukul road(source: Photo by the author) (Date: May 09, 2021)

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3 . MORE MIX- USED BUILDINGS, GURUKUL

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Figure 161. Manual pedestrian count mix used area of Gurukul (source: Drawing by the author)(Date: May 09, 2021)

The above map shows the location of mix-used area of Gurukul, where the manual count is done. The manual count is done at different times of the day, morning, afternoon, and evening.

The manual count includes pedestrians, cars, 2 wheelers, buses, rickshaws, cycles, trucks, taxies, and vendors.

Morning (9 – 9.15 am)

Afternoon (12 – 12.15 pm)

Figure 162. Mix used area on Gurukul road (source: Photo by the author) (Date: May 09, 2021)

Evening (7 – 7.15 pm)

Figure 163. Mix used area on Gurukul road (source: Photo by the author) (Date: May 09, 2021)

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4. MORE RESIDENTIAL BUILDINGS, MANINAGAR

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Figure 164. Manual pedestrian count on a residential area of Maninagar (source: Drawing by the author) (Date: Jun 21, 2021)

The above map depicts the location of Maninagar's residential neighbourhood, where hand counts are conducted. The hand count is done several times throughout the day, including morning, afternoon, and nighttime. Pedestrians, vehicles, two-wheelers, buses, rickshaws, cycles, lorries, taxis, and vendors are included in the manual count.

Morning (9 – 9.15 am)

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Afternoon (12 – 12.15 pm)

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6

104

23

0

9

10

26

13

Figure 165. Residential area on Isanpur road (source: Photo by the author) (Date: Jun 21, 2021)

Evening (7 – 7.15 pm)

584

174

8

147

13

1

14

14

91

27

Figure 166. Residential area on Isanpur road (source: Photo by the author) (Date: Jun 21, 2021)

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5 . MORE MIX USED BUILDINGS, MANINAGAR

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Figure 167. Manual pedestrian count on mix used area of Maninagar (source: Drawing by the author) (Date: Jun 21, 2021)

The map above depicts the location of Maninagar’s mix-used area, where hand- counting takes place. The manual count takes place several times throughout the day, including the morning, afternoon, and evening.

Pedestrians, automobiles, twowheelers, buses, rickshaws, bicycles, lorries, taxis, and vendors are all included in the manual count.

Morning (9 – 9.15 am)

512

145

6

116

29

1

17

14

74

19

Afternoon (12 – 12.15 pm)

456

136

6

112

21

0

9

10

26

13

Figure 168. Mix used area on Isanpur road (source: Photo by the author) (Date: Jun 21, 2021)

Evening (7 – 7.15 pm)

597

169

8

136

17

0

19

21

87

26

Figure 169. Mix used area on Isanpur road (source: Photo by the author) (Date: Jun 21, 2021)

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6.6.2 VIDEO SURVEY -

With this sort of study, you may obtain reliable pedestrian and vehicular data.

Cameras are put up at the designated locations, and video recordings of pedestrians are collected during the designated observation times.

The camera must have a good vantage position.

A permanent record of pedestrian movement and interactions with cars is created as a result of such a survey.

It also obtains a record of behaviour patterns, which aids in the analysis of crossing problems.

There are two areas are selected for this survey. Both are the major junction of the street and from this type of junction, you can get better pedestrian data. The selected areas are: 1. Subhash chowk 2. Sonal crossroad

Figure 170. Subhash Chowk (source: Photo by the author)(Date: March 14, 2021)

Figure 171. Sonal Cross Road (source: Photo by the author) (Date: March 14, 2021)

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1 . SUBHASH CHOWK, GURUKUL

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Figure 172. Pedestrian count on Subhash chowk, Gurukul (source: Drawing by the author)(Date: May 10, 2021)

The location of Subhash chowk, Gurukul, where video counting is done is shown on the map above. The video count is done at several times throughout the day, including morning, afternoon, and evening. The junction has lots of traffic all day as it is connected with two arterial roads of the area.

Morning (9 – 9.15 am)

Afternoon (12 – 12.15 pm)

Evening (7 – 7.15 pm)

Figure 173. Subhash Chowk (source: cept portfolio) (Date: May 10, 2021)

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2 . SONAL CROSS ROAD, GURUKUL

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Figure 174. Pedestrian count on Sonal cross road, Gurukul (source: Drawing by the author)(Date: May 10, 2021)

The location of Sonal cross road, Gurukul, where the video count is done is shown on the map above. The video count is carried out several times throughout the day, including the morning, afternoon, and evening.

Pedestrians, automobiles, twowheelers, buses, rickshaws, cycles, lorries, taxis, and vendors are all included in the video count.

Morning (9 – 9.15 am)

Afternoon (12 – 12.15 pm)

Evening (7 – 7.15 pm)

Figure 175. Sonal Cross Road (source: Photo by the author)(Date: May 10, 2021

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There are three junctions are selected for this survey. these are the major junction of the street and from this type of junction, you can get better pedestrian data. The selected areas are: 1. Krishnabaug crossroad 2. Jawahar Chowk 3. Hirabhai tower crossroad

Figure 176. Krishnabaug cross road (source: Photo by the author) (Date: Jun 21, 2021)

Figure 177. Jawahar chowk (source: Photo by the author) (Date: Jun 21, 2021)

Figure 178. Hirabhai tower cross road (source: Photo by the author) (Date: Jun 21, 2021)

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1 . KRISHNABAUG CROSS ROAD, MANINAGAR

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The location of Krishnabaug cross road, Maninagar, where video counting is done is shown on the map above. The video count is done at several times throughout the day, including morning, afternoon, and evening. The junction has lots of traffic all day as it is connected with two arterial roads of the area.

Morning (9 – 9.15 am)

687

167

16

210

35

6

17

16

84

17

Afternoon (12 – 12.15 pm)

512

156

6

104

32

2

9

10

57

23

Figure 180. Krishnabaug cross road, Maninagar (source: Photo by the author) (Date: Jun 21, 2021)

Evening (7 – 7.15 pm)

728

234

18

147

29

4

14

14

102

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Figure 181. Krishnabaug cross road, Maninagar (source: Photo by the author) (Date: Jun 21, 2021)

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2 . JAWAHAR CHOWK, MANINAGAR

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Figure 182. Jawahar chowk, Maninagar (source: Drawing by the author) (Date: Jun 22, 2021)

The location of Jawahar chowk, Maninagar, where the video count is done is shown on the map above. The video count is carried out several times throughout the day, including the morning, afternoon, and evening.

Pedestrians, automobiles, twowheelers, buses, rickshaws, cycles, lorries, taxis, and vendors are all included in the video count.

Morning (9 – 9.15 am)

693

185

14

197

33

2

14

12

83

15

Afternoon (12 – 12.15 pm)

527

159

12

144

29

1

19

10

66

27

Figure 183. Jawahar chowk, Maninagar (source: Photo by the author) (Date: Jun 22, 2021)

Evening (7 – 7.15 pm)

784

237

18

196

32

4

21

17

99

37

Figure 184. Jawahar chowk, Maninagar (source: Photo by the author) (Date: Jun 22, 2021)

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3 . HIRABHAI TOWER CROSS ROAD, MANINAGAR

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Figure 185. Hirabhai tower cross road, Maninagar (source: Drawing by the author) (Date: Jun 22, 2021)

The location of Hirabhai tower cross road, Maninagar, where the video count is done is shown on the map above. The video count is carried out several times throughout the day, including the morning, afternoon, and evening.

Pedestrians, automobiles, twowheelers, buses, rickshaws, cycles, lorries, taxis, and vendors are all included in the video count.

Morning (9 – 9.15 am)

669

159

6

3

15

25

186

37

97

37

Afternoon (12 – 12.15 pm)

538

149

6

174

39

0

11

10

75

23

Figure 186. Hirabhai tower cross road, Maninagar (source: Photo by the author) (Date: Jun 22, 2021)

Evening (7 – 7.15 pm)

723

194

8

187

23

1

23

24

106

39

Figure 187. Hirabhai tower cross road, Maninagar (source: Photo by the author) (Date: Jun 22, 2021)

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6.6.3 THE QUESTIONNAIRE The detailed questionnaire requires enabling complete information about pedestrian’s origins and destination points, also can gather information on what new facilities, or improvements to existing facilities, need to be provided to divert trips to walking, or increase the current pedestrian activities. The questions for this research are following: *It may be noted that, due to the COVID pandemic during March-May 2021, surveys were conducted only for Gurukul Road. Hence, analysis presented below is for the Gurukul Road.

Chart 5. Age of respondents

The pie chart shows the details of respondents as a sample of this study. As it can be seen in the chart, the age of respondents 77 % for 18 to 30 years old, 11.4 % that counts at the age between 45 to 60 years old, 8.6 % for 31 to 45 years people and rest for above 60 years people. Overall a good mixture of ages was surveyed for the study.

Chart 6. Gender of respondents

The chart shows the different gender of people who filled the survey. It can be seen that 65.7% of males filled the form. On other hand, 34.3% of female respondents filled the survey.

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Chart 7. The living area of respondents

The bar chart illustrates the living area of respondents. It can be seen that people from all over the city filled the survey form. The area like Memnagar, Bapunagar, Bopal, Gota, Ranip, Science city, Thaltej, etc filled the form. In addition, people from outside also filled the survey like Unjha, Bhavnagar.

Chart 8. The purpose for visiting the street

The pie chart shows that 51.4% people from survey come to road for shopping purpose as there are lots of various stores for shopping. Some people also come for window shopping.

The second most popular activity is eating food because there are many good restaurants on the street and street food also famous on this street. These two activities are main on this road. Work purpose, meetings friends, business, day visit, etc, these type of activities are also happening there on regular basis.

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Chart 9. Time of visiting the street

The Pie chart illustrates the time of visiting the street by people. It can be seen that 48.6% public love to visit places in the evening because of climate. After that 20 % of people like to visit the street at night. The counts of visitors in the afternoon and morning are 17.1% and 14.3% respectively.

Chart 10. Time spent by respondents

The diagram shows the time spent by visitors on the street. More than half of people love to spend 1 to 2 hours on the street.it can be seen that 17.1%and 22.9% of people spend more than 2 hours and less than 1-hour on-street respectively.

Chart 11. Walking time of people on the street

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It can be seen clearly that 65.7% of people like to walk less than 30 minutes and 34.3% walk up to 60 minutes but no one walk more than 60 minutes as the climate of the city and lack of pedestrian facilities like shading devices, seating, landscaping, etc.

Chart 12. Mode of transport preferred by people

The chart illustrates the transportation mode used by commuters to come on the street. It can be seen that users of 2 wheelers are most dominant in the chart at 62.9%, as it is the best mode of transport in the current situation of the street. There is not enough space for parking private vehicles so 17.1% of people prefer to come here by rickshaw so it would be easy for them to complete their work without any parking tension of their vehicle. After that 11.4 % of visitors travel by 4-wheeler as it is a more comfortable way to travel. Some people come here by cycle, bus and by walking also.

Chart 13. Safety of the street for pedestrian

The bar chart shows the safety of various aspects on the street for pedestrians. Most people think that safety for children, elder people, and pedestrian crossing is average on the street.

People rated safety for disabled persons at a poor level. The surface of the footpath and ramp are rated good by people based on safety. The positive point for the street is, most people rated the lighting of the street as very good.

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Chart 14. Accessibility of the street for pedestrian

The chart shows a rating of accessibility of the road. Facilities like a footpath, pedestrian crossing, ramp, curb height, etc. The accessibility of footpath and pedestrian crossing is at the rate of average because the facilities of both places are just walkable not good enough to cross the rate of good accessibility. While accessibility for disabled persons is not good on the street as the footpath is not well designed for disabled persons. Pedestrian refuge, ramp gradient, and curb height are in a range of poor to good.

Chart 15. Comfort level on the street for pedestrian

This chart shows the level of comfort which they feel while walking on this street based on some aspects like the width of the footpath, ramp for the disabled person, landscaping, street furniture. the comfort level of the footpath is rated between average to good by people. Many respondents think that comfort of the ramp for a disabled person is not up to the mark so they rated this below average. The rating of shaded space and street furniture for comfort level is rated almost the same between poor to very good. There are no pedestrian utilities available for visitors, that is why people rated this aspect from very poor to average.

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Chart 16. Connectivity of the street for pedestrian

These charts illustrate a level of connectivity on a street based on the road to footpath connectivity, pedestrian connectivity, street corners, and pedestrian refuge. People rated the connectivity of the footpath to the road as average. The connectivity of footpaths to the pedestrian crossing is also rated average. While the connectivity of the footpath to the building is rated above good. People think that the connectivity on street corners is staying between poor to good and connectivity of pedestrian refuge to crossing is rated average.

Chart 17. Ambiance oft the street for pedestrian

This chart shows the ambience of the street like cleanliness, noise on street, leisure activities for pedestrians. The rating for cleanliness is between average to very good as AMC (Ahmedabad Municipal Corporation) is working well on cleanliness in the city and there is enough dustbin on the street to ensure cleanliness on street. The noise on the street is very high due to heavy traffic all day therefore people rated this below average. People think that the space for leisure activities on street is staying between poor to very good.

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How would you rate place making of the street for pedestrian ?

Chart 18. Place making on the street for pedestrian

This chart shows the place-making of a street for various aspects like street corner design, public transport stand design, space for vendors, public gathering space. Street corners design and public transport stand of the street is rated between poor to very good. People think that space for vendors on the street is poor because the street is not well designed for vendors on the street and they illegally place their stalls on the street which create difficulties for pedestrian. The rating of gathering space and overall street design is between poo to good.

Chart 19. Major problems of the street

The pie chart shows the major problems of the street like the width of the footpath, lack of pedestrian facility, poor signage, traffic, etc. according to respondents. According to people, 28.6% problem is there on the street by on-street parking. The second major problem is traffic on the street which is 25.7%. the third most problem is the lack of pedestrian facilities on the street which is 22.9%. Width of footpath and lack of green space on the street are also considered as major reasons at 8.6 %. Some people also think that all the problems are mentioned there on the street.

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Chart 20. Rating of the street as pedestrian friendly street.

This bar chart illustrates the rating of the street as a pedestrian-friendly street based on all questions asked above for the street. It can be seen that 57.1% of people rated the street as 3 it means they think that the street stands at the level of average as the pedestrian-friendly street. The percentage of ratings 2 and 4 is the same which is 17.1%. Only 5.7 % of people rated the street as a pedestrian-friendly street at 5.7%. The least 2.9% of people think street stands at the level of 1 as the pedestrian-friendly street.

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Chapter 7: CONCLUSIONS

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Chapter 7.: CONCLUSION Establishing pedestrian zones is essential for separating individuals from vehicle traffic and encouraging them to return to safe, secure, and stimulating environments in urban areas.

Therefore, this research mainly focused on pedestrians and their movement in the city.

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There are many pedestrian facilities like footpaths, pedestrian crossing, street corners, street furniture, etc. which play a crucial role in street enhancement. The research includes the design standards of pedestrian facilities from ITDP guidelines.

There are many attributes like accessibility, connectivity, safety, comfort, etc. play an important role to give better pedestrian facility.

The research gets references from various case studies from different places like Stroget, Auckland, Bangalore which include the overview of streets, key elements of streets, goals, and evaluation of streets.

To understand the pedestrian mobility research includes the live cases of the streets of Gurukul and Maninagar, Ahmedabad.

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The research talks about the data of pedestrian mobility and problems in both the areas are facing recently.

The understanding of pedestrian mobility through the building typology, street hierarchy, footpath facility, pedestrian flow, etc. and understand the issues of the area.

The data collection of the study is done by main three things: manual data count, video, and survey of people. The detailed survey of the street gives a better understanding of the street.

The manual data count and video survey give a detailed count of different modes of travel like pedestrians, 2 wheelers, cars, buses, rickshaws, street vendors, etc.

The research includes the questionnaire of Gurukul roadasked different age groups from all over the city to know about the street.

The survey provides information about the purpose of visit streets like shopping, walking, eating food, etc. among all these activities most people visit streets for shopping.

The survey also provides the time of visiting the street, spending time on street by people, walking time of people on street, mode of transport to visit the street.

The survey gives information and different aspects about safety, accessibility, comfort, connectivity, ambience, and place-making of the street.

The survey also provides information about the street like the width of the footpath, poor signage, traffic, on-street parking, etc. most people think that on-street parking and traffic are major issues of the street.

From the study and survey, the research gives suggestions for improving streets for pedestrians and it also includes sustainable aspects to enhance livability and experience of the street.

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Chapter 8: WAY FORWARD

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Chapter 8. : WAY FORWARD After studying Gurukul road, the research includes the way forward related to the pedestrianfriendly street. Giving way forward is the best way to overcome the problems of the street and also provide some suggestions for the betterment of the street as a pedestrian-friendly street. There are many issues on the Gurukul Road and this chapter suggests what could be done in the future to improve the performance of pedestrians on street.

7.1 WIDTH OF PEDESTRIAN WALKWAY It is very important to have proper space for walking on the footpath for people with enough width of the footpath, front zone of the building, space for vendors, etc. on Gurukul road there are three types of the street: 1. Residential Street: The residential street on Gurukul has a 500mm frontage, 750 mm footpath, and 1.5 m parking zone.

Because of this width of footpath walking on the footpath is very difficult for people. The solution of this is given below: Figure 188. Residential street,Gurukul (source: Photo by the author) (Date: March 20, 2021)

Existing residential street

As per ITDP standards, the minimum width of the footpath in a residential area is 1.8 m.

Providing sidewalk extensions by reducing parking at some places could be done in the future to increases the pedestrian space.

Sidewalk extensions physically and visually narrow the roadway while increasing the available waiting space and provide areas for street furniture and benches, transit stops, trees, and landscaping.

Parking Pedestrian Zone Frontage Figure 189. Existing residential street (source: Drawing by the author)(Date: May 29, 2021)

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2. Mix used Street: Mix used street on Gurukul has a 1.5 m frontage, 750 mm footpath, and 1.5 m parking zone. Because of this width of the footpath walking on footpath is very difficult for people. The solution of this street is given below:

Figure 190. Mix used street, Gurukul (source: Photo by the author) (Date: March 20, 2021)

Existing mix used street

•

As per ITDP standards, the minimum width of the footpath in a mix-used area is 2.5 m.

•

The first thing that might be done to improve the pedestrian space on a mixeduse street is to provide sidewalk extensions by eliminating parking in some areas in the future.

• • Parking Pedestrian Zone

Moving on-street parking to secondary streets and using on-street parking space as a walkway is the second item that might be done for pedestrians in the future.

Frontage Figure 191. Existing mix used street (source: Drawing by the author)(Date: May 29, 2021)

3. Commercial Street: The commercial street on Gurukul has a 2.5 m frontage, 750 mm footpath, and 2.5 m parking zone.

Because of this width of the footpath walking on footpath is very difficult for people. The solution of this street is given below: Figure 192. Commercial street,Gurukul (source: Photo by the author) (Date: March 20, 2021)

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Existing commercial street

Parking

•

The minimum width of a walkway in the commercial, according to ITDP guidelines, is 4 meters.

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One option for a walkway on a commercial street is to use one side of the street for onstreet parking and the other for a walkway.

•

Moving on-street parking to secondary streets and using on-street parking space as a walkway is the second item that might be done for pedestrians.

Pedestrian Zone Frontage Figure 193. Existing commercial street (source: Drawing by the author)(Date: May 29, 2021)

7.2 ON-STREET PARKING On-street parking is designated, managed, charged, and restricted in volume, enabling access to nearby properties without disturbing the flow of motor vehicles, pedestrians, and cyclists.

Free on-street parking subsidises private vehicles. This subsidy is undesirable because it increases private motorised traffic—with all of its negative side effects, including congestion, air pollution, and reduced safety for pedestrians and cyclists. Hence, on-street Figure 194. Example of good on street parking (source: www.itdp.in/ better parking should be restricted, and streets better cities) (Date: June 01, 2021) whatever parking is available should be charged, not only to counter the mode shift to private vehicles, but also to serve as a significant source of funds for the improvement of public space, public transport, and non-motorised transport. On-street parking on Gurukul road is not designed formally and this causes delays, especially for buses, and may pose a safety hazard. Where footpaths are not provided, haphazard parking can create difficult conditions for pedestrians, who are forced to weave their way through the parking area or walk on the righthand edge of the parked vehicles, in moving traffic. Suggestions for these issues could be paid parking on street and designed on-street parking as per guidelines.

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7.3 PEDESTRIAN REFUGES Medians improve safety for pedestrians by functioning as refuge islands, which allow pedestrians to cross one direction of travel at a time. On Gurukul road height of the pedestrian, refuges are high compare to ITDP standards. Moreover, pedestrian refuges are not wide enough for pedestrians and create difficulties for pedestrians. Suggestions for these issues could be enhanced quality of pedestrian refuges by adding width according to standards and proper height for pedestrians.

Figure 195. Example of good pedestrian refuges (source: www.itdp.in/ better streets better cities) (Date: June 01, 2021)

7.4 PEDESTRIAN CROSSINGS Good pedestrian crossings allow pedestrians to cross busy streets safely and conveniently.

It helps to cross the road safely for pedestrians. On Gurukul road, pedestrian crossings are indicated only by painted zebra markings. Since do not follow painted markings, such crossings do not provide any safety benefit to pedestrians. Therefore the suggestions for the future are, Raised crosswalks should be elevated to the level of the adjacent footpath (150–200mm above the road surface) with ramps for motor vehicles.

Figure 196. Example of good pedestrian crossing (source: www.itdp.in/ better streets better cities) (Date: June 01, 2021)

7.5 LANDSCAPING Landscaping improves the liveability of streets. It plays a functional role in providing shade to pedestrians, cyclists, vendors, and public transport passengers. It also enhances the aesthetic qualities of the streets. It can be seen from the study and survey of Gurukul road that, there is not well-designed landscaping on street. It would demotivate people to walk on the street and people choose vehicles over a walk. The suggestion Figure 197. Example of good landscaping(source: www.itdp.in/ for this problem should be to provide a better streets better cities) (Date: June 01, 2021) canopy tree as a shading device as per guidelines.

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Annexure : The Sample Questionnaire

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References WEBSITES Adapted by Global Street Design Guide published by Island Press “Global Designing cities initiative” December 2020, https://globaldesigningcities.org/publication/global-streetdesign guide/streets/shared-streets/commercial-shared-streets/case-study-fort-streetAuckland-Newzealand/ Institute for Transportation and Development Policy “Street Design manual For Kenyan cities” March 2019, https://www.scribd.com/document/447741197/Kenya-Street-DesignManual-Kenya-Draft-pdf Institute for Transportation and Development Policy “Better Streets, Better Cities” A guide to street design in urban India” December 2011, https://issuu.com/advaitjani/docs/betterstreets-better-cities Institute for Transportation and Development Policy, https://go.itdp.org/download/attachments/46137384/Parking%20Handout.pdf?api=v2 Institute for Transportation and Development Policy “ Better Streets, Better Cities” A guide to street design in urban India” December 2011, https://issuu.com/caiasia/docs/betterstreets111221 Adapted by Global Street Design Guide published by Island Press “Global Designing cities initiative” December 2020, https://globaldesigningcities.org/publication/global-streetdesign-guide/streets/neighborhood-streets/neighborhood-main-streets/case-study-st-marksrd-bangalore-india/ Adapted by Global Street Design Guide published by Island Press “Global Designing cities initiative” December 2020, https://globaldesigningcities.org/publication/global-streetdesign-guide/streets/pedestrian-priority-spaces/pedestrian-only-streets/pedestrian-streetscase-study-stroget-copenhagen/ Reeman Mohammed Rehan “Sustainable streetscape as an effective tool in sustainable urban design” March 2013, https://www.sciencedirect.com/science/article/pii/S1687404813000102 Marjia Jannati “What roles do lampposts and trees serve in urban mental health?” January 2016, https://www.urbandesignmentalhealth.com/blog/what-roles-do-lampposts-and-treesserve-in-urban-mental-health Institute for Transportation and Development Policy “Complete street Design Manual” February 2020, https://www.scribd.com/document/476547504/Complete-Street-DesignGuidelines-1-pdf Institute for Transportation and Development Policy “Complete Streets Design Workbook” May 2019, “https://issuu.com/itdp.india/docs/complete_streets_design_workbook

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DISSERTATIONS Anirudh PJ, U.G. Thesis “An experiment for well-being” Anna university, Chennai, Sep2020 Parth Suresh Bhai Patel, U.G.Thesis “Rationale Burgeon of Gurukul”, CEPT University, Ahmedabad, summer-2018 Divya Solanki, U.G Thesis “Interactive pedestrian Street” School of Planning and Architecture, New Delhi, November- 2015 E-BOOKS NACTO Publication; 1st edition; Global Street Design Guide, New York, 2016 https://books.google.co.in/books?id=hqkXDQAAQBAJ&redir_esc=y Iderlina Mateo-Babiano ; 1st edition; Pedestrian's needs matter: Examining Manila's walking environment, https://www.researchgate.net/publication/283825794, January 2016 Rafal Cuesta, Christine Sarrius, Paola Signoretta ; 1st edition; Urban Design_Method and Techniques, Wobum, MA, 1999, Pg no: 196

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