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Walkability is quality of streets or thoroughfare which gives safe, convenient and

comfortable chance to pedestrians to circulate and to reach particular point. Design
and planning of road networks and major streets are crucial for qualities of
walkability.

Thoroughfare design is associated with adjacent and surrounding land uses to

complement urban buildings, public spaces and landscape as well as support the
human and economic activities Therefore major street is important as it provides:

1. afe, continuous and well designed multimodal facilities that make walking,
transit and bicycle travel efficient and enjoyable.
2. Accommodates pedestrians, bicycles, transit, and motor vehicles, with the
allocation of right-of way on individual streets.
3. afety is achieved through thoughtful consideration of users' needs and
capabilities, through design consistency to meet user expectations and
selection of appropriate speed and design elements.
4. A treet serves activities generated by adjacent context in terms of mobility,
safety, access and place ± making functions of public right of way.

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rancis Tibbalds: How Do You Want to Live? 1972

Both pedestrians and cyclists face frightening hazards in most city and city centers.
Apart from the risk of accidents, noise and fumes are immediately unpleasant and
may cause longer term health problems. Traffic signals rarely designed in favor of
pedestrians, who often have a mere few seconds to cross in front of vehicles eager to
gear up to a quick get-away when the lights change.

Even in space exclusively reserved for pedestrians, obstacles to safe, comfortable

walking come in many forms²posts, poles, bollards, seats, litter-bins, advertising
features, cars parked in whole or part on the pavement, planting features and tubs,
broken paving, litter, debris and sometimes even large holes.

New buildings tend to be large and slab like. They block pedestrian movement.. They
uccessful street level urban environments are permeable to pedestrians that are they
permit or encourage pedestrians to move about in a variety of directions. Building
forms which are based on arcades, passages and courtyards draw people through and
between them and are interesting to walk by and look at close to eye-level. ome
degree of shelter from bad weather is generally well-come, together with convenient,
safe opportunities to cross busy roads.

But it¶s uncomfortable for pedestrians having totally enclosed environment,

underpasses or bridges. Pedestrian prefers usually to remain at ground level and in
spaces open to the sun, rain and sky. It is very important to keep people and activities
at street level. Bridges, decks and subways are universally unpopular and are now
being demolished in many cities. Moving around a city is easier where a limited
number of routes act as main traffic routes.

Tall buildings and corner buildings with memorable features are particularly useful to
orients pedestrians through a city. ome central areas are easy to comprehend and to
move around in, whether as a driver or as a pedestrian

The more difficult centers cannot be sorted out over-night. However, over time, it is
possible for the design and planning of urban areas significantly to contribute to
making it easier to move around.

And about cars - Well, quite simply, the attitude that we take to ever-increasing
numbers of cars entering and passing through towns and cities is pretty central to the
issue of pedestrian freedom.



 
 







or pedestrian movement, The concerns of the community are many ² congestion,
safety, passenger comfort, convenience, access for the disabled, pollution, visual
intrusion, noise, congestion, vibration and so on.

1. [oad building is not the answer ² it is expensive, environmentally damaging

and poor value for money. Most towns and cities already have far too many
roads, choked with traffic.
2. It can move facilities that generate lots of cars to out-of-town locations, close
to good primary roads.
3. It is possible to apply policies of constraint. People can no longer expect to
take their cars right into the heart of towns and cities. Basically this is the
option that many local authorities are adopting.
4. It can be achieved by persuasion ² offering good public transport
alternatives, including new modes of transport filling the gap between -
walking and using a bus or other public transport.
5. It can be do by compulsion ² altering the physical structure of the town,
through pedestrianization and traffic management schemes (including road
narrowing and roundabout-reducing) to make it impossible for cars to
penetrate where we don't want them. And returning at least the city centers to
pedestrians.
6. ome combination will be required to suit the particular circumstances. The
first priority would seem to be to remove extraneous traffic ² especially
heavy Lorries ² from inner urban areas, and then to consider how best to deal
with the growth of private cars.
7. Pedestrian streets should be extended; through traffic excluded and traffic
calming techniques used to reduce the hazards and intrusion of motorized
vehicles.
8. Waiting times on pedestrian places at road intersections should be kept to a
minimum. And complete prohibiting of traffic is not possible as there need to
keep way for emergency vehicle like ambulance, fire brigade vehicles.
 9. It may, in some cases, be preferable simply to widen pavements. ometimes,
too, streets can be successfully shared between pedestrians and vehicles.

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 it is need to
keep in mind following things ±

1. Politicians, traffic engineers and planners must stop giving permanent priority
to the motor car and thereby assisting the destruction of the environment. They
need to think like pedestrians, cyclists, the old, children and disabled persons,
not just like drivers. Keep people, as pedestrians, and related activities at
street level, as far as practicable.
2. Don't obstruct pedestrians with impenetrable buildings, walls, fences and other
barriers to natural desire-lines.
3. Avoid over-reliance on single routes. A fine network of movement is needed,
giving choice, variety and deliberate redundancy.
4. [educe vehicular traffic to that which is appropriate to the use and the
environmental quality of each street. This may sometimes lead to complete
pedestrianization. Often, however, widened pavements, traffic-calming
measures or shared vehicular/pedestrian space will be enough.

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1. Pedestrianisation aims to improve pedestrian¶s safety and mobility.

2. Another important benefit is related to the environment. These schemes can
help to reduce both noise and pollution by discouraging or restricting access of
non-essential vehicles.
3. It helps to promote walking as a transport mode by making the walking
experience more enjoyable.
4. The last one means that pedestrianisation creates a pleasant environment that
people can involve in different social, cultural and tourism activities as well.
We will also notice that
5. pedestrianisation can improve the economical growing of that district.

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1. Pedestrianisation can help to alleviate and reduce air and noise pollution, as
there would be a reduction in the number of cars and reliance on motor
vehicles.
2. Pedestrianisation can promote walking as a transportation mode without any
need to oil, so we can save fuel as well.
3. Pedestrianisation mode using public transportation such as bus and rail
transportation have been increased.

! 
% 


 &

1. or most large cities with heavy motor vehicle traffic, every year both the
government and the private sector have to incur large economical losses in
term of air pollution rated costs of lost productivity and medical expenses.
With less motor vehicle traffic and less pollution after pedestrianisation, there
can be a reduction in costs incurred.
2. The other economical impact of pedestrianisation is on the retail income in
that district. The statistics say that after closing vehicle access in a district the
rate of retail turnover usually have been increased.

! !



 &

1. Pedestrianized streets in many cities also served as cultural and entertainment
plazas where people meet and greet not only during ordinary days but also
during holidays and festive seasons as well.
2. ree of vehicle Traffic treet, in many cases by landscaping, street furniture
and sidewalks, help to create a comfortable environment for people to engage
them in various social activities.

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Three kinds of pedestrianisation:

1. ull time pedestrian streets:

 In this design arrival of vehicles into street is fully forbidden and usually
services are in the back of street. In most cases only emergency service
vehicles are allowed to enter.
2. Part-time Pedestrian treets:
Part-time pedestrian streets are those where vehicular access is allowed only in
specific periods. There is no on-street parking spaces allowed but however
loading bays are available.
3. Traffic Calming treets:
The third form of pedestrianisation is traffic calming streets. They serve to
reduce the dominance and speed of road vehicles. There are no restrictions to
vehicle access, but footpaths are widened and parking spaces are reduced.
4. Various traffic calming measures are used to slow down the speed of vehicles.
They include speed tables, narrower traffic lanes and use of different road
textures and colors to remind drivers that they are within traffic calming
zones.

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1. Mackinac Island in Michigan banned horseless carriages in 1896, making it auto

free. The original ban still stands.

In the 1960s and early 1970s many mid-sized cities in the United tates experimented
with installing pedestrian malls in their downtown areas, as a response to the
commercial success of self-contained edge-of-town shopping malls.
In 1959, Kalamazoo, Michigan became the first American city to adopt a pedestrian
mall for their downtown area, closing two blocks of Burdick treet to automobile
traffic.

In 1997 there were about 30 pedestrian malls in the U.. Typically these downtown
pedestrian malls were three or four linear blocks simply blocked off to private street
traffic, with fountains, benches, sittable planters, bollards, playgrounds, interfaces to
public transit and other amenities installed to attract shoppers.

Most of these experiments were failures in the respect that they cut off automobile
traffic from retailers. Most were re-converted to accommodate automobile traffic
within twenty years (originally 200 were founded of which around 30 remain).
However, some of these areas are still popular attractions today.

Broadway t. in Eugene, Oregon, is finally being developed with a hotel, movie
theater, and retail after decades of limited economic activity following its experiment
with a pedestrian mall. The ederal Plaza in Downtown Youngstown, Ohio is a
similar case. ince the unsuccessful ederal Plaza has been ripped up and redesigned
in 2004, the city of Youngstown has seen the development of a new entertainment
district erupt. A new arena, two new courthouses, federal buildings, bistros and other
new night-spots have placed themselves in Youngstown's core. Burlington, Vermont's
Church treet Marketplace has been expanded from the original three blocks to four,
encompassing the entirety of the city's commercial "main street," and remains a
thriving cultural center with shops, restaurants, vendor carts, sidewalk performers and
special events.

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The an Antonio [iver Walk is a special-case pedestrian street, one level down from
the automobile street. The [iver Walk winds and loops under bridges as two parallel
sidewalks lined with restaurants and shops, connecting the major tourist draws from
Alamo Plaza to [iver center, to Hemisair Plaza, to the Transit Tower. Most
downtown buildings have street entrances and separate river entrances one level
below.
This separates the unavoidable automotive service grid (delivery and
ambulance/police vehicles) and pedestrian traffic below. It's an extensive system
which achieves a nice ays who balance among retail, commercial, office, green
space and cultural uses. It gives the city an intricate network of bridges, walkways and
old staircases, providing haptic and visual complexity. rom an urban planning
standpoint, the [iver Walk may be the bestays who pedestrian-only realm on the
continent, no motor vehicles or bicycles allowed.

In the last decades of the 20th century many urbanists who say have listed and
explained what they see as the virtues of pedestrian streets. Urban renewal activists
have often pushed for the creation of auto-free zones in parts or in all of the sectors of
a metropolitan area.

5.3 The Kathmandu Metropolitan City (KMC) recently closed the Hanumandhoka
Durbar quare from all kinds of vehicles as part of the government¶s initiative to
preserve the monument zones and re-establish the World Heritage ite as pedestrian
friendly area. This aims to secure the safety of people walking in the city.

In Kathmandu, large section of population prefers to walk. In fact, 18.1 percent of

daily trips are made entirely on foot, and of the nearly 56.5 percent of the commuters
who use different modes of public transport, a large percentage walk as part of their
daily commute. However, inadequate planning has lead to many unnecessary fatalities
and injuries. According to study conducted by Kathmandu Valley Mapping Program
(KVMP), pedestrians represent up to 40 percent of all fatalities in Kathmandu City in
2001.
  

The Hanumandhoka Durbar quare displays a wide area of clean and quiet road
exclusively for pedestrians.

amilies enjoy the morning walk around the historical landmarks.

·
*




PLANNING O[ WALKABILITY O T[ADITIONAL OLD A[EA O PUNE
CITY

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Pune¶s origins can be traced to a tiny agricultural settlement called µPunyak¶ or

Punnya - Vishay in the 8th century A.D. In the mid-18th century, Pune came into
limelight as it became the seat of the Peshwas. During their rule, the city expanded
considerably.

Pune¶s heritage structures --haniwarwada, arasbaug and Parvati Devasthan -- were

established during this period and various Peths were developed.

The Peths were occupied by distinct social and ethnic groups and did not have clearly
differentiated land use. Thus the city became predominantly a marketplace and mixed
land use prevailed.

· 
+



As urbanization of Pune is taking place Pune become vibrant city from old
Punyak to today¶s metropolitan city. As industry developed and the employment base
widened, migrant population from all over flocked to Pune.

In this urbanization, old area goes from various changes and become area with high
density. till many old activities are specially known commercial activities like
Tulshibag, and shopping area along Laxmi road existing in old area.
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Pedestranization of Bajirao [oad from Mandai to hanwar wada is selected for

following reasons ±

1. hivaji and Bajirao [oad, Laxmi [oads in core area of city abutting many formal
and informal commercial activities, religious activities and marked by Heritage
tructures.

2. hivaji road is designated as High capacity ystem in Comprehensive Mobility

plan.

3. As per DP[ report for Pune Metro,1 st phased Metro line from PCMC to wargate
Passaes through Budhwar peth along hivaji [oad with two proposed stations one at
Mandai and Budhwar Peth.

4. As it is core area and when it accompanied by public mass transport, there is need
of space to occupy passenger at stations.
 Table 1: Proposed metro Corridor

ource: Comprehensive Mobility Plan, Nov 2008, PMC

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Commercial activities

y These areas is characterized by formal and Informal commercial activities,

garment shops are prominent among this.
y Bajirao road is abutted by Well known shopping street ³Laxmi road´ on west
side while informal shopping lane ³Tulshibag´ and Vegetable market
³Mandai´ on east side.
y Appa Balwant treet which is always crowded by student as it famous for
book stalls and store centres is on north side. While shivaji road is having
other types of shops from Bhori ali, hardware, sanitary shops etc.

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These areas have many old and heritage temples on streets joining to Bajirao road.
Belabag temple and [am Mandir and Dagadu seth temple are one of them.

And mosque near shanwar wada. And hani mandir at shanipar is always crowed at
hanwar which attracts many people for rituals. But there are almost no places to
accommodate them.

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In this area along Bajirao road two historical structures are situated which now
monuments for Pune city.
One is Vishram Baugwada and hnawar wada. Many people visits to these heritage
structures from Mharashtra and surrounding Pune enhancing tourism. As well as there
is Kelkar museum, attracts many tourists.

· r ½


 





There are three schools along bajirao roads like Hujurpaga and NMV schools and
movie theatre Prabhat. Thus there are pedestrians from all age and children and old
pedestrian seek safe and convenient movement area.

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Bajirao road and shivaji road are main traffic streets which are used for one way
direction. Comparatative to hivai road has less width of road which is 10.8 M

Due to less road width, traffic speed is very slow. Even though there is signal
management on bajirao road working good enough to have steady flow of vehicles.
There is problematic junction where bajirao road meets shivaji and traffic entres
Bridge in front of hanwar wada causing traffic stopping and delay.
Bajirao road is used for one way in direction from wargate to hivaji Bridge, thus it
shows heavy traffic flow during peak hour 10:30 ± 11:30 due to office timings. But at
time of evening it shows comparatively less traffic flow.

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ig No.3 Chart showing traffic count at Peak Hour on Bajirao [oad.

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ig No.4 Chart showing traffic count on Bajirao [oad.

· · 








On street parking is not allowed on Bajirao road, but on other roads crossing it, has
parking facilities like Laxmi road, Gali ali road, Dholkar road and ABC road, phule
market road.

Table No. 2 Parking Duration in percentage on Bajirao [oad

Duration Up to 0.5 hour 0.5 ± 1 hour 1 ± 2 hour

Percentage 81% 16% 3%
ource: Comprehensive Mobility Plan, Nov 2008, PMC

Off street parking facility is available at Phule market road in only 2 storied structures
in front of Mandai.

Table No. 3 ummary of Parked vehicles on Bajirao [oad

Vehicle type Two - Car/van Auto Bus Truck/LCV Total

wheeler
NO. Of Vehicles 632 251 7 0 4 894
parked (12hrs)
ource: Comprehensive Mobility Plan, Nov 2008, PMC

till these facilities are very less causing no space for parking at evening time and on
holidays.

· · !


 



Bajirao road and this core area is very congested mixed landuse that is residential and
commercial.
Main traffic network goes through this area from south of Pune to north areas.

Table No. 4 Pedestrian Count

Time Persons
Morning (10:30-11:30 am ) 203
Evening (Peak)( 4:00 ± 6:00 pm 1758

Thus bajirao road has heavy traffic flow. But road width is very less to cater this
problem. In such case, pedestrians are very neglected and denied for freedom even
though lots of pedestrian activities and movement are going on.

· · ½



On bajirao road, there is footpath of having width of 1.2 m so can merely two persons
can pass from it.

On such less width footpath there are many obstacles like electrical D.P. stations,
trees, display of shops.

This left hardly space for pedestrians. Thus this shows very bad condition of
pedestrians in this area.

* 



There are severing problem of traffic and transportation in Pune. And Bajirao and
shivaji road are main routes among all. But there is no space for road, in such
condition there is need of use of maximum public transport.
Old core area of Pune has variety of activities which are old and popular in people.

Pedestrian flow is high in this area, as there is need of considering pedestrians and
space for them. It is right of way of pedestrians which is completely neglected.

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1

Pune has very well known tradition of Ganesh estival for 10 days from ganesh
Chathurthi. Dagdhuseth Ganapathi is one of famous attraction during festival which is
along Bajirao road along with other.

During festival many madals make their decorations which are also main attraction
for Ganesh Bhakts and attracts people from various areas. That¶s so Bajirao road,
shivaji road, tilak road always been crowded at night during festival.

Thus Bajirao road is made free for pedestrian circulation at night during for 10
days.

With considering above situation, it is concluded that there is need of

pedestrianisation of road in old area. But as it is heart of city and main routes passing
through city, pedestrianisation of whole are is not possible.

Thus some of roads can be pedestrianised.

There is proposal for pedestrianisation of Laxmiroad. Along with bajirao [oad can be
pedestrianised from hanwar wada to Mandai.

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#





hivaji road is one way road from hivaji Bridge to wargate.

If bajirao road is pedestrianised, Mankeshwar Vishnu road can be used for one way
traffic in opposite direction from hivaji road to hadashiv peth gali ali road and then
diverting to again bajiorao road.
 

  

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1. Bajirao road from hanwar wada to Mandai can be pedestrianised for part time at
evening from 3pm to 9 pm allowing for bicycle.

2. [oad can be shared between public transport like bus on left side and pedestrian
movement on right side.

3. Bajirao road completely pedestrianised except leaving way for emergency vehicle
and having two wheeler parking on one side and pedestrian movements.

å
* 


Pedestrians are a part of every road way environment and attention should be paid to
their presence in urban as well as in rural areas. Cycling and walking are sustainable
modes of travel which influence design of street and environment of area. Urban old
areas are have characteristics of closed spaced activities, dense and congested. Traffic
flowing through such areas always denied pedestrian¶s right of way. Traffic
congestion causes nuisance to urban environment like air pollution and noise. Thus
promoting pedestrinisation in old areas solve not only environment problem but
enhance good quality of urban life. It needs to accompany with planning of public
transport and parking.

º
) 


1. Chin Cabrido, ³Pedestrianisation promotes road safety and clean air´, Clean
Energy News, Vol. 10, Number 15, May 5, 2010.
2. Comprehensive Mobility Plan. PMC, 2008-20098
3. rancis Tibbalds ± architect and town planner, ³ Making people friendly
Towns´, Longman GroupUK, Ltd., 1992, pg49-55.
1. Nasim Iranmanesh, ³Pedestrianisation a great necessity in urban designing to
create a sustainable city indeveloping countries´, 44th IOCA[P Congress
2008.
2. Paul Buchanan and Daniel Heuman, Colin Buchanan and Partners,
³Measuring the benefits of pedestrian improvements´, The ifth International
Conference on Walking in the 21st Century, June 9-11 2004, Copenhagen,
Denmark.

Websites ±

1. www.citiesforpeople.dk;

2. www.walk21.com



*

1. Introduction

1.1 Walkability

1.2 Pedestrians and Its reedom

2. Possible olutions for pedestrian Movement

2.1 While planning road and transportation network and system

2.2 Objectives of Pedestrianisation

3. Advantages of pedestrianisation

3.1 Environmental impacts:

3.2 Economical impacts:

3.3 ocial impacts:

4. Types of pedestrianisation:

5. International cenario

5.1 United tates

5.2 The an Antonio [iver Walk

5.3 Hanumandhoka Durbar quare (KMC)

6. Case study

6.1Introduction

6.2 Need of topic

6.3 study area

6.4 Need of Pedestrinization for Bajirao [oad

 6.5 Existing condition along Bajirao [oads

6.5.1 Commercial activities

6.5.2 [eligious Activities

6.5.3 Heritage tructures

6.5.4 Public activities

6.6 Traffic Condition on Bajirao [oad

6.6.1 Traffic Volume

6.6.2 Parking facilities

6.6.3 Pedestrian scenario

6.6.4 ootpath

7. [ecommendations

7.1 Pedestrianisation of Bajirao road during Ganesh estival

7.2 Optional road to Bajiairao road

7.3 Options for Pdestrinisation way

8. Conclusion

9. [eferences