Priyadarshini Baksi Seminar 05 Carfree Cities

CARFREE
CITIES
PRIYADARSHINI BAKSI 18AR60R05

BACKGROUND
• City form during this period was characterised by high
densities , mixed land use and narrow streets that
Till mid19TH Century allowed access principally by pedestrian streets.
• Walking City
• Appearance of first trains allowed for the city

1860 expansions along rail corridors
• Transit city
• The ‘automobile city’ came into being along with the

1930 ensuing lower density suburbanisation and longer
distance travel between home and workplaces.
• The modern concept of car free development was

1960-70’s created owing to the high social and environmental
costs of uncontrolled automobile usage
• Jane Jacobs first observed the role of public space and

1961 pedestrians in defining the actual dynamic of a city
• The city of Copenhagen began its transformation with

1962 the pedestrianisation of its historical core. Woonerf was
created as a modern traffic calming technique.
SOURCE: COPENHAGEN – AFTER THE CAR?An examination of existing car-free projects and a future development of a car-free environment in Middelalderbyen 2
BACKGROUND
• As a response to rise in oil prices, car free events were
launched in Switzerland. In Holland and Germany the
1970 city councils worked to pedestrianise central shopping
streets and calm traffic in residential areas.
• Some resistance to highway construction emerged in

1980 specific locales but growth in car ownership and usage
continued.
• Significant attention to reducing the reach of motorised

1990 vehicles emerged. Environmental concerns and quality
of life began to play a central role.
• Grassroots effort is launched by groups of bicyclists

1992 to reclaim city streets in a movement known as
Critical Mass
• Surge in car free activities

2000s • Bogota organises world’s largest Car free day event
across an entire city
• Over 1000 cities in a total of 33 countries participate

2001 in the International Car-free Day on 22nd September.
WHY DO WE NEED TO MAKE CITIES
CAR FREE?
SOURCE:GOOGLE IMAGES 4
NOISE AIR QUALITY CONGESTION &
ECONOMIC EFFICIENCY
•Impaired communication •30% Nitrogen oxide (NOx)
emissions •Loss of worker productivity
•Disturbed sleep
and the inefficiencies from
•50% of hydrocarbons(HC)
•Increased aggression late or missed deliveries of
•60% of lead goods and services due to
•Heart disease and hypertension
congestion
•60% of carbon monoxide(CO)
•Hearing impairment
•In the US, traffic congestion
•In City centres the value rises
IMPACT OF •Annoyance
•Difficulties with performance
upto 95% for CO & 70% for Nox
costs the economy $63.1
billion dollars each year ,due
INCREASING
•Emit air toxics like benzene and to the value of passenger
formaldehyde which can be time and wasted fuel.
carcinogenic
MOTORISATION •Volatile organic compounds
ACCIDENTS (VOC) combine in the
atmosphere with NOx to form
•According to WHO in 2001 it ground level ozone (O3),known
was estimated that 1.2 million
CLIMATE CHANGE
as photochemical smog.
persons were killed in road •Green house gas
accidents and another 50 million emissions(particularly CO2)
injured
•Contribution of traffic fumes
•Low income nations incur 80 to the formation of
times more traffic fatalities per tropospheric O3
vehicle than high income
•25% of CO2
nations.
SOURCE:Sustaianble Transport:A Sourcebook for Policy-makers
in Developing Cities Module 3e Car free development,
Wikipedia 5
NATURAL HABITAT ENERGY SECURITY SEVERANCE
•Under the current energy •Severance refers to
•Roadways disrupt habitats and
economy , being a car - disruption of community
open spaces to exploitation.
dependent society implies a interactions due to a physical
fossil fuel-dependent society barrier such as a roadway
•Rising demand in conjunction •A roadway cutting through

with an eventual decline in a community separates
IMPACT OF production has its implications in

the continued price instability of
neighbours physically and
psychologically , with noise
WASTE DISPOSAL
INCREASING fossil fuels. and emission levels adding
on to the unpleasant
•Disposal of vehicle and vehicle •Access to dwindling resources experience.
MOTORISATION parts contribute to landfill
problems
can shape foreign policy and
even provoke violence between OBESITY
nations. •With car travel replacing
LOSS OF LIVING SPACE •A nation’s increased spending even short walking trips in
on oil imports may well translate many parts of the world , a
•Roads and parking consume
into less spending on other sedentary culture has
large amounts of urban space.
social developments. emerged.
VISUAL INTRUSION •Car dependency may tend to •In US,25% population is

undermine world human rights considered obese , while in
•Cars , roads and parking areas efforts , democracy building and Beijing 32 % residents suffer
all detract from a city’s beauty even the war on terrorism. from coronary heart disease ,
hypertension and obesity
Transport Environment and Health 6
WHAT ARE CAR FREE CITIES?
A car-free city is a population centre that relies primarily on public transport, walking, or
cycling for transport within the urban area. Car free cities greatly reduce
petroleum dependency, air pollution, greenhouse gas emissions, automobile crashes , noise
pollution, urban heat island effect and traffic congestion. Some cities have one or more
districts where motorized vehicles are prohibited, referred to as car free zones.
THE CAR FREE SPECTRUM
WHAT IS MEANT
BY CAR FREE
CITIES?
•Rather than encompassing the entire surface of a city, a motorised vehicle ban may be
limited to a particular district. Vehicle restrictions may also vary by the time of the day ,day
of week and even season of the year.

Wikipedia 8
CAR FREE CITY
•Though rare , in absolute case a car free city would imply complete
absence of any motorised vehicle travel at all times.
•In cities which are completely car free exceptions are permitted in
case of use of emergency vehicles.
•Also in few cities (e.g. Zermatt, Switzerland) small electric vehicles are
permitted to assist the movement of goods and the transit of elderly or
disabled persons.
•Most car free cities are noted tourist destinations , a highly attractive
environment for people wishing to escape the stressful atmosphere of
their home cities.
Island City: Largely retained car free nature due to factors:
•Difficulty of developing car based infrastructure within the given

topography
•Relative inaccessibility of the locales
FIGURE: THE CAR FREE MATRIX OF CITIES •Existing densities and short distances between key destinations.
•E.g.- Capri, Landau(Hong Kong), Fire Island (US),etc.
SOURCE:Sustaianble Transport:A Sourcebook for Policy-makers in Developing Cities Module 3e Car

free development 9
STUDY OF CAR FREE CITIES(OLD CITIES)
VENICE,ITALY FEZ,MOROCCO COPENHAGEN

•Aversion to automobile is due to its •The central area of Fez most likely hosts •Stroget is one of the longest pedestrian
unique geography and the need to retain the world’s highest car free population in shopping streets in Europe.
historical character a single concentrated area with •In 1962,Stroget was converted to a
•Visitors who drive to the city or residents approximately 156,000 inhabitants. pedestrian zone
owning car must park their car in a car •Limited road access to the medina •Copenhagen's city streets have a speed
park outside of the city and then proceed proper; no through passage possible. limit of 30 to 40 km/h with proper traffic
either by foot or train into the city •Within the city, almost no freight is calming measures.
•Grade-separated rights-of-way: streets delivered by truck, excepting a few areas •Most bicycle friendly city in the world
and waterways. Pedestrians and vehicles near the gates. Several utility areas are with 400 km of bicycle lanes
don't interfere with each other located just inside or just outside a gate. •Jan Gehl’s work helped in transforming
•Predominant method of transportation in •Difficulty for emergency vehicles to pass Copenhagen from a car dominated city
the city is by foot and motorised through in the narrow and crowded to a pedestrian friendly city over 40 years
waterbuses which travel the city's canals streets
SOURCE: http://www.carfree.com/intro_cfc.html,Sustaianble Transport:A Sourcebook for Policy-makers in Developing Cities Module 3e Car free development,Wikipedia,Google images 10
STUDY OF CAR FREE
CITIES(NEW
CITIES):MASDAR CITY
•Public mass transit and personal rapid transit(PRT) systems, with existing road and railways connecting to other locations
outside the city.
•Orbital Group Rapid Transit (GRT) system that circles the city’s centre providing easy access to wide areas of the city
•The LRT through the city providing access from outside and distribution within Masdar along spine of the city
•The Metro that will provide a direct service into Masdar from Abu Dhabi’s CBD and other parts of Abu Dhabi city
•The principles of quality of space and of functional requirements of the transportation system have been evenly balanced
through the use of citywide shared space, where pedestrians, cyclists, GRT, E taxis and delivery and servicing vehicles will
co-exist on an equal basis
SOURCE: The car free city model M. Alameri Urban Planning and Design, Masdar City, Abu Dhabi, UAE, Google images 11
STUDY OF CAR FREE
CITIES(NEW CITIES):
GREAT CITY,CHINA
•High-density, car-free "satellite city" for 80,000 people will be built around a massive transit hub at its centre
•1.3 sq. km Great City will feature a high-rise core surrounded by a buffer landscape of open space comprising 60% of the total
area. Residents will be able to walk from the city centre to its edge in just 10 minutes.
•As a primarily pedestrian city, only half of the road area is allocated to motorized vehicles
•The surrounding green buffer is laden with pedestrian and bike paths that weave in and out of the landscape and through the
city core.
•25% for roads and walkways.
SOURCE: https://www.dezeen.com/2012/10/24/great-city-by-adrian-smith-gordon-gill-architecture/ 12
HOW DO WE MAKE CITIES CAR FREE?
Provide fast access to all parts of the city. In a city of
one million it should be possible to get anywhere in
RAPID TRANSPORT considerably less than an hour. Passengers should

not have to transfer more than once.
Both in consideration of time and of the limited

mobility of small children, the elderly, and the infirm,
NEARBY STATIONS
nearby transport halts are required. The design
BASIC DESIGN PRINCIPLES FOR standard is a 5-minute walk.`
MAKING CAR FREE
CITIES City economies depend on fast, economical freight
ECONOMIC FREIGHT transport. A city which intends to keep trucks off its
TRANSPORT
streets must make workable provisions for freight
transport.
Buildings should generally be limited to a height of

4 STORY BUILDING
four stories because higher buildings appear to be
AND OPEN SPACES
harmful to the people who must live in them. Green
space should be available within a five-minute walk
of virtually every front door.
SOURCE: http://www.carfree.com/intro_cfc.html 14
DESIGN PRINCIPLE FOR A CAR-FREE CITY (BY J.H
CRAWFORD)
•About 100 districts would be constructed, each roughly 760 meters in
diameter, with streets radiating from the central transport halt.
•The districts are arranged in a six-leaf-clover pattern. Of the 100

districts, the 18 districts farthest from the city center are "utility areas."
These non-residential areas are reserved for various infrastructure
requirements, heavy industry, and parking.
•Population serves is 1,000,000 with site area 250 sq.km.
•In order to provide plenty of open space, only 20% of the area of the
full site would be developed.
•The worst-case transit time between any two points in the city is
about 35 minutes.
•The districts are arranged into six lobes. There are only three metro
routes, each beginning in one lobe, running into the center, and back
out to an adjacent lobe.
•The walking distances at the transfer points are kept short, there are
three transfer locations instead of one large, crowded central
location, and only one transfer is ever required.
DESIGN PRINCIPLE FOR A CAR-FREE DISTRICT (BY
J.H CRAWFORD)
•The average population of a district is 12,000 residents.(760m).Each
circular district divides along the central boulevard into two
communities of roughly equal size. These communities each have a
population of about 6000 residents.
•This derives directly from the requirement that the central transport
halt lie within a five-minute walk. (A brisk walking speed is about 250
ft./min. or 75 m./min.).
•Streets are 7.5 M wide.
•A boulevard 30 m wide connects all the districts in a lobe and

provides a high-speed bicycle thoroughfare. The metro system is
constructed beneath this central artery.
•Other streets should be at least 5 meters wide to allow for access by

emergency vehicles.
•The required FAR is about 1.5. This relatively high ratio means that,
within each district, 38% of the land must be built upon to an average
height of four floors. The remaining 62% is dedicated to streets and
open space.
•Mixed land use

DESIGN PRINCIPLE FOR A CAR-FREE CITY BLOCK
(BY J.H CRAWFORD)
•It is roughly rectangular and measures about 80 by 60 meters.
•The interior courtyard is about 60 by 40 meters
•About 88 blocks of this size would comprise a single district.
•Small squares would be located at the intersections of most streets.

These are the ideal location for small businesses serving the
neighbourhood, such as grocery stores, cafes, etc..
•Interior courtyards (the open space inside a city block) admit

daylight to building interiors and provide green space adjacent to
most buildings.
WHAT ARE CARFREE DEVELOPMENTS?
• Car free developments are residential or mixed use

developments which:
• Normally provide a traffic free immediate environment and:
• Offer no parking or limited parking separated from the

residence, and:
• Are designed to enable residents to live without owning a car.
• There are mainly 3 types of car free development models:
• Vauban Model
• Limited Access Model
• Pedestrianised centres with residential population
SOURCE:CARFREE, LOW-CAR – WHAT’S THE DIFFERENCE?

Dr Steve Melia, Senior Lecturer in Transport & Planning ,University of the West of England 18
THE VAUBAN MODEL
• Population of 5000,has no physical barrier to the penetration of
cars in the residential areas.
• The City Council prefers the term stellplatzfrei, to describe the

majority of streets
• Vehicles are allowed down these streets at walking pace to

pick up and deliver but not to park.
• Residents of the stellplatzfrei ,areas must sign an annual

declaration stating whether they own a car or not. Car owners
must purchase a place in one of the multi-storey car parks on
the periphery, costing– € 17,500 in 2006, plus a monthly fee –
acts as a disincentive to car ownership.
• The planned parking capacity – 0.5 per dwelling, Scheurer and

Nobis found just over half of households owned a car, but
today, many of the parking spaces are unused.
• Although vehicles are physically able to drive down the

residential streets, and the no-parking rules are not effectively
enforced, vehicles are rarely seen moving on the stellplatzfrei
streets
THE LIMITED ACCESS MODEL
• GWL Terrein and Stellwerk 60 are both larger: around 600 and 400
dwellings respectively. Stellwerk 60 includes some houses as well
as apartment blocks
• With pedestrianised streets between them.
• Removable bollards restrict access to the core of the site. A

residents organisation controls these bollards which are removed
for a limited range of vehicles such as removal vans and
emergency vehicles
• GWL Terrein, the blocks of up to 8 storeys high have been built

around semiprivate space where vehicles cannot penetrate.
• Entrances to the blocks are all fairly close to the perimeter, where
some time-limited parking is available. Peripheral parking, mainly
in multi-storey blocks is provided at a ratio of around 0.2 in both
sites, allocated by ballot in GWL Terrein, and separately sold in
Stellwerk 60.

PEDESTRIANISED CENTRES
• Most pedestrianised city, town and district centres have been
retro-fitted
• Groningen ,Netherlands with a population of 181,000, including

about 46,000 students.
• Its city centre, an area of roughly a square kilometre, is partially

pedestrianised and entirely closed to through motor traffic
• There are several car parks accessible on an in and out basis.
• The original decision to restrict through traffic was implemented

in 1977. Since then, the process has continued incrementally,
with nearly half of the streets now pedestrianised (some of them
allowing bicycles).
• These are mainly shopping streets although there are a few

apartments above or behind the shops.
• Some of the other streets are open to general traffic only at

certain times of the day. An Inner Ring road encircles the
centre, providing a fairly slow bypass for general traffic .
• Priority in its design has been given to cycling and public

SOURCE:CARFREE, LOW-CAR – WHAT’S THE DIFFERENCE? transport.
Dr Steve Melia, Senior Lecturer in Transport & Planning ,University of the West of England
21
GWL TERREIN,AMSTERDAM
ADVANTAGES:
Child-friendliness and the ability to
have your own garden
DISADVANTAGES:
The distance to the centre of
ADVANTAGES & Amsterdam was too far, and that there

was no grocery store in the immediate
DISADVANTAGES vicinity of the area
OF CAR FREE FREIBURG,GERMANY

ADVANTAGES:
CONCEPT IN THE •Close to Freiburg's city centre, green
CITIES areas are in the immediate vicinity and

that it is family friendly, since children can
play in the streets.
•Many types of stores in the area, which
reduces the need to travel to other parts
of Freiburg to do shopping.
DISADVANTAGES:
SOURCE: COPENHAGEN – AFTER THE CAR?An examination of

People in general are sceptical about
existing car-free projects and a future development of a car-free
environment in Middelalderbyen, Google images the idea of car free developments. 22
CAR-LITE AREAS
•In most cities and communities the abandonment of motorised vehicles will not happen overnight , hence an intermediary step can be chosen
which focuses on shifting the balance in urban design away from the primacy of the automobile.
•Some areas may limit cars to only local residents while car taxis may be permitted in some other areas.
•Can act as buffer regions that help provide a safe transition from car free zones to car dependent areas.
•May not prohibit vehicles but strictly limit parking
TRAFFIC CALMING SPEED LIMITS AND ENFORCEMENT CAMERAS

•Mechanism to improve pedestrian safety and •Restricting automobile speeds to much slower
curb some of the negative impacts of speeds (30kmph) improves safety
motorisation •Traffic cameras for better enforcement of traffic
•Self enforcing
laws.
•Vehicles can only move at speeds that are
physically possible based on the configuration of
the inhibiting infrastructure
SHARED SPACE(POST TRAFFIC CALMING) HOME ZONES

•All physical differentiation between car space •Residential street in which traffic calming/shared
and pedestrian space is removed.(e.g space techniques are used to restrict vehicle
Netherlands) speeds and movements (e.g. UK)
•The idea is that the lack of signage and road •May also have traffic cells in which roads are
markings increases the uncertainty for motorists, partially closed to outside traffic
hence might be more cautious and reduce
speeds.
•Neither pedestrians nor motorists have explicit
signage to dictate who has priority
SOURCE:Sustaianble Transport:A Sourcebook for Policy-makers in Developing Cities Module 3e Car free development,Google images 23
CAR-FREE DAYS & CAR-FREE EVENTS
•Areas can be car free during designated hours of the day or during designated days of the year.
•Car free days are a limited one day experiment in banning motorised vehicles from street access.
•Principal premise behind such days is the idea of creating a “pattern break” in which the awareness of transport alternatives is promoted.
•Allows citizen to ask what exactly they envision their city to become in a few years.
•22 September is recognised as International Car Free Day.
•The European Car-Free Day is known as “ In my town without my car”(since 1998). The main idea behind this campaign is to encourage the use
of alternative forms of transport and travel and to raise awareness within the community of what is at stake with regards to long term mobility in
towns and the risks connected with pollution
•In Bogota the first Thursday of February is the Car free day, and has
become the world’s largest car free day since the private vehicle ban
covers the entire expanse of the city of population of 7 million . The
Bogota Car free day has been legally codified through a referendum.
LIMITATIONS
•For detractors of Car free days, the event is a distraction from real
improvement in the long term direction of a city’s mobility pattern , even
some officials use the existence of Car free day as an excuse to not take
more permanent actions.
•In 2000, Stockholm opted out of the European Car free Day event as
public officials chided the long term effectiveness of such events
SOURCE:Sustaianble Transport:A Sourcebook for Policy-makers in Developing Cities Module 3e Car free development 24
•Car Sharing models (e.g in the Slateford Green development in Edinburgh
includes an on site cars haring club where out of 251 households only 12 possess
their own car)
•The Vienna Floridsdorf project restricts car ownership as a legal requirement for
obtaining tenancy. The area features mixed use planning , hence essential shops
and services are within a comfortable walking distance
CAR FREE HOUSING •Compact City development , near Floridsdorf , residences and shops/offices are
rented together in order to ensure living and working activities to be carried out
together within a community
•Optically car free area are the districts that ban motorised vehicles within its
borders but do not restrict car ownership
•In Freiburg, an amount needs to be paid for parking space.
•Provision for entry of emergency vehicles
•Vienna’s leadership in car free development is due to the fact that the city
ordnances give preference to projects that place parking facilities at a distance
from the project site
•Change in resident profiles – transformation from radical fringe groups to

mainstream families seeking improved quality of life
CAR FREE LIFESTYLES
•Car free qualities can be attributed to individuals. •Relative openness of community members and higher degree of public
•The decision for undertaking a car free lifestyle participation
depends on personal motivation
•The avoided costs of catering to car based infrastructure provide car free
developments with additional flexibility in home design
SOURCE:Sustaianble Transport:A Sourcebook for Policy-makers in Developing Cities Module 3e Car free development,Google images 25
CAR FREE SHOPPING
STREETS AND HISTORICAL
CENTRES CAR FREE SHOPPING STREETS & ENTERTAINMENT STREETS
•Most common example of car free areas (e.g. Kaufingerstraße, Germany and
Nanjing Road in Shanghai)
•Shops may be given special delivery hours to bring in good and products.
•Integration of a pedestrian corridor with public transport is known as a transit mall.
•Germany developed 500 pedestrianised areas in 300 cities and towns in the 1970s
•Stroget, Copenhagen
•Prior to pedestrianisation London’s Covent Garden market area suffered from
crime and urban decay . It is currently one of the premiere tourism destinations of
London.
CAR FREE HISTORICAL CENTRES

•Pedestrianisation of historical centres helps cities attract tourism
•Noise and presence of vehicles deter from the ambience and reverence of
important historical sites
•Quito (Ecuador) hosts several different types of car free activities within its
historical centre , which is a World Heritage Site. Twice a month the city holds
a car free event called the Ciclopaseo in which all the streets in the historical
core are closed
SOURCE:Sustaianble Transport:A Sourcebook for Policy-makers in Developing Cities Module 3e Car free development 26
FILTERED PERMEABILITY FILTERED PERMEABILITY
AND FUSED GRIDS A successful way of encouraging greater levels of walking, cycling and public
transport use is to make it quicker and more convenient than using a car.
•Ensuring that walking and cycling routes are shorter and more direct (using linking
footpaths and/or ‘cycle gaps’) while routes accessible by car are more circuitous
• Using ‘bus gates’ & bollards to ensure certain roads are not accessible to private
vehicles while remaining available and uncongested for public transport
•Providing pedestrian-only zones etc.
• Increasing walking and cycling.
•Through the use of one-way flow for motor traffic, carefully arranged to prevent
through-traffic
FUSED GRID
•Neighbourhood and district street layout model that combines the geometry of inner city grids —rectangular
blocks— and the geometry of conventional suburbs —loops and cul-de-sacs.
• Combines a continuous grid of roads for district and regional connectivity, and a discontinuous grid of streets
for neighbourhood safety. The discontinuous grid of streets is supplemented by footpaths that connect all
streets —thus turning the neighbourhood into a fully connected pedestrian realm.
•The first principle is that streets within the quadrant do not traverse the quadrant,they either stop within the
quadrant or return to the perimeter of it
•The second principle is that all the streets in the quadrant must be connected with pedestrian-bicycle
pathways. This makes the entire quadrant (neighbourhood) easily traversable on foot or by bike.
SOURCE:Fairness in a Car-dependent Society,https://www.smartcitiesdive.com/ex/sustainablecitiescollective/fused-grid-new-model-planning-healthy-and-liveable-developments/1057401/, google images 27

MOVING PEOPLE ROLE OF PUBLIC TRANSPORT
• Heavy-Rail Metro:The metro system would provide fast,
frequent passenger transport to all parts of the city 24 hours a day.
No two points in the city are more than 35 minutes apart. With
typical door-to-door times for trips outside the district are around
20 minutes.
ITINERARY MINUTES
WALK TO STATION 5
WAIT FOR TRAIN 0-4
RIDE TO CENTRE 10
CHANGE PLATFORMS 1
WAIT FOR TRAIN 0-4
RIDE TO END 10
WALK TO DESTINATION 5
TOTAL 31-39
AVERAGE 35
• Tram alternative: A tram system(or Light Rail Vehicle [LRV])

could be used instead of a metro. Surface trams could work very
well and are quite cheap to build and operate, although
maximum travel times would increase by several minutes. The
capacity of an LRV system is less than a traditional metro, so
surface systems would be limited to cities not exceeding about
SOURCE: http://www.carfree.com/intro_cfc.html, Google images 500,000 population 28
MOVING FREIGHT • Metro freight: A dedicated freight delivery system based on
metro technology and the use of standard shipping containers.
Metro-freight moves all heavy freight except locally, within the
district, thereby holding street traffic to an absolute minimum.
Trucks would only enter the city under exceptional circumstances
• Freight is moved in standard shipping containers, which arrive in

the utility areas where they are transshipped to metro-freighter.
Large storage yards accommodate containers awaiting dispatch
into the city. Rail, road, and ship deliveries can be
accommodated.
• District depots : Once freight is delivered to the destination
district, it must still be delivered to the point of use. Small factories
are located along metro-freight sidings and receive and ship their
freight directly onto the metro-freight system
• Local delivery: Groceries and other consumer items weighing

up to about 100 pounds (45 kg) are hauled by the consumer using
a pushcart , solving the problem of delivery to home . Large items
such as furniture are delivered via the local stores or from depots
located on the metro line. Ordinary freight bikes can be used for
much local freight, but battery-powered forklifts and other slow,
small vehicles can move heavy freight within the district.
8 Principles for Transport in Urban life
WALK TRANSIT CYCLE CONNECT
Develop neighbourhoods that Locate development near Prioritize non motorized Create dense network of
promote walking high quality public transport transport networks paths and streets
MIX SHIFT DENSIFY COMPACT
Plan for mixed use-trip lengths Increase mobility by regulating Optimize density and Create regions with short
reduced by providing diverse parking and road use transit capacity commute
and complimentary uses
HOW DO CONVERT EXISTING CITIES TO
CAR FREE MODEL?
•Conversion of an existing city to the car free model is more challenging than the
construction of a new city
•The matter of freight delivery will always be the most difficult technical challenge in the
conversion of a city to the carfree model. In most cases, the continued but restricted use of
trucks, especially those modified for urban use, will be accepted, as is commonly the case
in car free districts today.
• Serious consideration should be given to reducing or eliminating the delivery of freight over
CHALLENGES city streets except by bicycle-based vehicles, which can have some form of battery assist.
•In some cases, the tram network can be used to deliver freight during off-peak hours
•Cities with an extensive network of canals, such as Amsterdam, can consider requiring the
delivery of freight by water
•Public support for the change to car free cities will usually be the most difficult task.
LYON PROTOCOL STEP 1
• Data gathering process
• Mapping , demographics and transport
•It recognized the effects of scale. Implementation

• Working group develop a preliminary concept
of small projects would be quite different from
• Boundaries of car free area, proposed changed in traffic circulation , traffic
larger projects. reduction measure , freight delivery plan and ultimate car free plan
STEP 2 development
•It was recognized that any large conversion

• Public transport, bicycle, and pedestrian infrastructure would be improved.
project would require the early involvement of all Measures would be adopted to slow traffic, reduce the space devoted to
organizations and individuals who would be cars, and restrict parking
• Phasing
affected, including people outside the immediate • Street parking near the center would be the first to go. Cars would be
STEP 3
area of the conversion. required to park steadily farther away from the center, encouraging people
to use public transport or bike. Parking fees would be greatly increased over a
period of a few years
• Car use would be reduced gradually. The first to go would be private cars of
non-residents, followed later by private cars of residents. Traffic cells would
discourage cross-city travel. Parking permits would be sold only with a
STEP 4 transport pass. One final change is the conversion of freight delivery from
conventional trucks to the chosen system
• Near the end of the process, a week-long community design workshop, or

charette, could be held to manage the more stubborn problems and to
secure broad agreement by all stakeholders.City planning officials would then
STEP 5 develop final plans and phasing
IMPACT OF
CAR FREE
POLICIES
SOURCE: Car free cities: Pathway

to healthy urban living 34
CAR FREE INITIATIVES IN INDIAN
CONTEXT
PUNE: Walking Plazas, M. G. Road, Pune
CAR FREE DEVELOPMENT
INITIATIVES IN INDIA In this area, the shopkeepers and merchants have initiated procuring
shops on the pedestrian friendly street. However, the Pune
• FAZILKA,PUNJAB: India's First Car-free town Cantonment Board was forced to close down the walking plazas due
to the terror attacks of 26/11 in Mumbai, which put this area also into
• In 2008, Main commercial area of city centre declared 'Car
the issue of safety.
Free Zone.'
MUMBAI:
•MATHERAN, MAHARASHTRA: No automobiles for Mumbai city is putting an effort to create awareness and educate
keeping the area free from pollution
people on “how your day will be without cars” by celebrating the car-
• All people including residents depend on horses and have to
free day for the past two years. Reports claim that the events got a
walk
huge success in past two years. In 2011, it held successful two car-free
• SHIMLA, HIMACHAL PRADESH: days celebrated in Mumbai.
•Mall road main street of Shimla , a popular tourist spot with some DELHI:
stores, cafes and restaurants is automobile-free •First car-free day on October 22, 2015- Ab bus Karen–Jan Parivahan
Swasthya Jeevan
` •Campaign to focus on spreading awareness about the benefits of using

public transport, car-pooling and cycling, adherence to lane driving and
timely pollution check of vehicles and also discouraging multiple car
ownership
SOURCE: A Detailed Study on Car-Free City and Conversion of Existing Cities and Suburbs to
•Odd-even rule
the Car-Free Model (GRDJE / CONFERENCE / RACEGS-2016 / 003) 36
LIMITATIONS AND SCOPE OF
IMPLEMENTATION OF CAR FREE
CONCEPT
LIMITATIONS OF CAR FREE CONCEPT POSITIVE IMPACT OF CAR FREE CONCEPT
• Love of cars- People have passionate affection for their cars. In • Promotion of Car-free developments
fact, it appears to be an increasing awareness of the costs of
• Reduction of traffic generation and improvements to the urban
cars and fuels, people are giving up their liking level due to
environment
traffic jams. If the developed countries set a better example by
• This type of development will eliminate most of the vehicle
discarding their cars, it is possible that the rest of the world will
parking problems from within the urban area
also consider to discard the use of cars
• Car-free cities promote the public transport which ultimately
• Congestion
enhances the economic conditions of the society
• Lack of awareness and public participation
• Contribute significantly to reducing the air pollution and noise
• Limit transport options.
pollution
• Cities usually have a centralized urban structure, and hence
• Improves the health of people with fresh air and exercise from a
vary in the degree of automobile dependency . Thus the
daily walk
people living in suburbs and exurbs might gain little benefit and
lose convenient access to the inner city.
38
•At the level of the city or region it may be possible to prevent a significant rise in traffic
volumes through a combination of measures related to: land use, public transport, walking,
cycling and traffic restraint.
•Promotion of car sharing schemes and car clubs
•Reducing speed limits and using traffic calming devices.
•Restriction of entry and movement of vehicles in specific areas of the city

•Provision of mixed land use
CONCLUSION •Providing high quality and attractive routes for pedestrian movement and cycling
•Employing the concept of shared space
•Parking restrictions and road pricing (charging motorists to use busy roads at certain roads
in order to relieve congestion in urban areas)
•Limiting walking distance so that a person does not have to walk for more than 35 minutes.
•High speed rail network promoted as a means of achieving modal shift away from road
transport.
•Metro freight movement

39
BIBLIOGRAPHY
• Wright,L. (2005).Sustainable Transport: A Sourcebook for Policy-makers in Developing Countries Module 3e Car-Free
Development.Eschborn,Germany.Retrieved from http://www.worldcarfree.net/resources/freesources/carfree_dev.pdf
•Retrieved from http://www.carfree.com/carfree_places.html
• Purcell,D.(2000).The Car and the City. Sage Journals, pp 348-359.
• Patel ,P.P,Gandhi Z.H.,& Bhatt.B.V.( March 2016). A Detailed Study on Car-Free City and Conversion of Existing Cities and Suburbs to the Car-
Free Model .GRD Journals , pp 14-18
•Thomsen,M.K.M. (August 2016). COPENHAGEN – AFTER THE CAR? An examination of existing car-free projects and a future development of a
car-free environment in Middelalderbyen. Copenhagen. Retrieved from
https://projekter.aau.dk/projekter/files/239504819/COPENHAGEN_____AFTER_THE_CAR.pdf
•Melia, S. (2010). Carfree, low-car – what’s the difference? European Transport Conference, Glasgow, Scotland, October 2010.Retrieved from
http://www.aetransport.org/lc_cms/page_view.asp?id=22
•Melia, S. (2012). A future beyond the car? Editorial introduction . World Transport Policy and Practice, 17 (4). pp. 3-6. ISSN 1352-
7614. Retrieved from http://www.eco?logica.co.uk/pdf/wtpp17.4.pdf
•Kay,D.(2011). Fairness in Transport – Finding an alternative to car dependency – Sustainable Development Commission.UK.
Retrieved from http://www.sd-commission.org.uk/data/files/publications/fairness_car_dependant.pdf
•Dora,C,& Philips,M.(2015)Transport, environment and health. WHO Regional Publications, European Series, No. 89.Austria
•Nieuwenhuijsen,M.J,& Khreis,H.(2016). Car free cities: Pathway to healthy urban living. Environment International 94 (2016) 251–262.Retrieved
from https://www.ncbi.nlm.nih.gov/pubmed/27276440
•https://www.smartcitiesdive.com/ex/sustainablecitiescollective/fused-grid-new-model-planning-healthy-and-liveable-
developments/1057401/ 40
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CARFREE

PRIYADARSHINI BAKSI 18AR60R05

• Appearance of first trains allowed for the city

• The ‘automobile city’ came into being along with the

• The modern concept of car free development was

• Jane Jacobs first observed the role of public space and

• The city of Copenhagen began its transformation with

• Some resistance to highway construction emerged in

• Significant attention to reducing the reach of motorised

• Grassroots effort is launched by groups of bicyclists

• Surge in car free activities

• Over 1000 cities in a total of 33 countries participate

•Rising demand in conjunction •A roadway cutting through

IMPACT OF production has its implications in

VISUAL INTRUSION •Car dependency may tend to •In US,25% population is

THE CAR FREE SPECTRUM

SOURCE:Sustaianble Transport:A Sourcebook for Policy-makers

Island City: Largely retained car free nature due to factors:

•Difficulty of developing car based infrastructure within the given

•Relative inaccessibility of the locales

•E.g.- Capri, Landau(Hong Kong), Fire Island (US),etc.

SOURCE:Sustaianble Transport:A Sourcebook for Policy-makers in Developing Cities Module 3e Car

VENICE,ITALY FEZ,MOROCCO COPENHAGEN

RAPID TRANSPORT considerably less than an hour. Passengers should

Both in consideration of time and of the limited

Buildings should generally be limited to a height of

•The districts are arranged in a six-leaf-clover pattern. Of the 100

•Population serves is 1,000,000 with site area 250 sq.km.

•Streets are 7.5 M wide.

•A boulevard 30 m wide connects all the districts in a lobe and

•Other streets should be at least 5 meters wide to allow for access by

•Mixed land use

•The interior courtyard is about 60 by 40 meters

•About 88 blocks of this size would comprise a single district.

•Small squares would be located at the intersections of most streets.

•Interior courtyards (the open space inside a city block) admit

• Car free developments are residential or mixed use

• Normally provide a traffic free immediate environment and:

• Offer no parking or limited parking separated from the

• Are designed to enable residents to live without owning a car.

• There are mainly 3 types of car free development models:

• Limited Access Model

• Pedestrianised centres with residential population

SOURCE:CARFREE, LOW-CAR – WHAT’S THE DIFFERENCE?

• The City Council prefers the term stellplatzfrei, to describe the

• Vehicles are allowed down these streets at walking pace to

• Residents of the stellplatzfrei ,areas must sign an annual

• The planned parking capacity – 0.5 per dwelling, Scheurer and

• Although vehicles are physically able to drive down the

• With pedestrianised streets between them.

• Removable bollards restrict access to the core of the site. A

• GWL Terrein, the blocks of up to 8 storeys high have been built

SOURCE:CARFREE, LOW-CAR – WHAT’S THE DIFFERENCE?

• Groningen ,Netherlands with a population of 181,000, including

• Its city centre, an area of roughly a square kilometre, is partially

• There are several car parks accessible on an in and out basis.

• The original decision to restrict through traffic was implemented

• These are mainly shopping streets although there are a few

• Some of the other streets are open to general traffic only at

• Priority in its design has been given to cycling and public

ADVANTAGES & Amsterdam was too far, and that there

OF CAR FREE FREIBURG,GERMANY

CITIES areas are in the immediate vicinity and