LIST OF CONTENTS

1. Introduction
1.1. Why is pedestrainisation important in a city?
1.2. Bangalore the “black city” of India.
2. Pedestrian and Pedestrian facility
2.1. Understanding Pedestrian groups
2.2. Connectivity of Pedestrian facility
3. Various benefits of pedestrianisation
4. Accessibility of pedestrian facilities
4.1. Accessibility of footpaths
4.2. Accessibility of pedestrian crossing
4.3. Accessibility of median pedestrian refuge
4.4. Accessibility of subways and foot-over-bridges.

Existing policies related to pedestrian facilities

5.1 The National Urban Transport Policy

5.2 The persons with disabilities act, 1995

Planning a pedestrian footpath/ sidewalk

Footpath/ sidewalk design

Footpath/ sidewalk width

Footpath/ sidewalk vertical clearance

Footpath/ sidewalk gradient

Footpath/ sidewalk curb ramps

Constraints of provision of good footpath/ sidewalk

Planning the street corners

Accessibility to crosswalks

Street corner waiting area

Planning pedestrian crossings/ crooswalks

Crosswalk design

At-grade crosswalk
Zebra Crossing

Themed Crosswalks

Raised Crosswalks

Grade separated crosswalk

Planning pedestrian refuges

Planning for pedestrian only streets

Planning bikeways along sidewalk

Pedestrian lighting

Planning of utilities on sidewalk

Bus shelter location

Hawker zone

Safety consideration for improving pedestrian environment

Footpath/ sidewalk protection from vehicle intrusion.

Literature study

Integration of street vendors in footpath design guidelines for an Indian city.

18.1.1. Aim

18.1.2. Objectives

18.1.3. Methodology

18.1.4. Summary and conclusions

Pedestrianisation of commercial street

18.2.1. Aim

18.2.2. Objectives

18.2.3. Methodology

18.2.4. Limitation

18.2.5. Summary and conclusions

18.2.6. Recommendations

18.3 Pedestrians at crossroads: a case study of Bangalore

18.3.1. Aim

18.3.2. Pedestrianism at Bangalore

18.3.3. Conclusions

Literature review

Case study- Gandhi bazaar, Bangalore

20.1. Abstract

20.2. Introduction

20.3. Synopsis of the present situation- Gandhi Bazaar

20.4 Land-use analysis

20.5 Site characteristics

20.5.1. Sidewalks

20.5.2. Parking

20.5.3. Hawking at Gandhi bazaar

Pedestrianisation of street stakeholder and situational analysis

21.1 Visitor’s profile

21.1.1 Sex and age

21.1.2 Purpose of visiting Gandhi Bazaar

21.1.3 Frequency of trip

21.1.4 Mode of travel

21.1.5 Is pedestrainazation is good idea?

21.1.6 Facilities that must be given to public who come for shopping

21.1.7 Inconvenience of pedestrianizing

21.2 Shop owner’s profile

21.2.1 Mode for commuting to Gandhi bazaar

21.2.2 Facilities to be provided in Gandhi Bazaar

21.2.3 Advantages of pedestrianizing

21.2.4 Disadvantages of pedestrianizing

21.3 Hawker’s profile

21.3.1 Designated space for hawking.

21.3.2 Pedestrianizing Gandhi bazaar

21.3.3 Disadvantages of pedestrianization

21.2.4 Daily earning

 CHAPTER 1

INTRODUCTION

PHILOSOPHY OF THE TOPIC:

Walk ability is a measure of how friendly an area is to walking. The extent to

which the built environment is friendly to the presence of people living, shop-

ping, visiting, enjoying or spending time in an area. Built environments that

promote and facilitate walking- to store, work, school and amenities are better

places to live, have higher real estate values; promote healthier lifestyles and

higher levels of social cohesion. In developing countries, like India majority of

the people have to walk or use public transportation. Pedestrians walk in ex-

tremely unsafe and hostile conditions, in constant conflict with motorized traffic

and are easy victims to crashes and accidents.

AIM OF THE STUDY:

To study the pedestrian walkways across in Bangalore.

OBJECTIVES:

 To understand the need for pedestrian design guidelines.

 To understand the traffic condition of Bangalore.

 To understand the parameters which helps a space walkable?

 To explore the problems faced by the users/pedestrian.

 To improve the pedestrian conditions and current infrastructure.

SCOPES AND LIMITATIONS:

The study focuses on the pedestrian design and guidelines. This report will dis-

cuss the problems faced by the users through several examples. The report co-

vers the walkability measurements through parameters. The report is concluded

by exploring the objectives of the topic.

The study is limited to Bangalore. The report includes investigations, case stud-

ies, pedestrian inventory.

METHODOLOGY:

-Finalize the area for study - Literature study- Literature review - Walkability

measurement through parameters- Data collection and its analysis- Identifica-

tion of problems- Case studies- Gandhi bazaar, Bangalore- Interpretations

/Solutions- checklist
 CHAPTER 2

UNDERSTANDING OF PEDESTRIANISM

Being human, walking is the significant mode of transportation. All human be-

ings are pedestrians at various times, even in the rapid pace of urbanisation

and the even faster pace of motorization. Walking has many health benefits. It

helps to prevent many lifestyle-related diseases like diabetes, obesity, hyper-

tension and cardiac problems. It helps to reduce air pollution and waste of fuel.

Walking is the best alternative for short distance trips, as pedestrians take less

space for moving and none at all for parking, thus resulting in improved mobility

for all. Walking is the most affordable form of transportation as it does not cost

anything. Everyone benefits from walking, but it needs to be safe, convenient

and easy. Growth of motor vehicles and the pressure such vehicles place on

the road network is a major problem in cities of India and elsewhere, resulting in

congestion, pollution, road injuries and deaths. High volume of motorized vehi-

cles also prevents others from walking and cycling safely and slows down public

transit, thereby creating economic as well as health problems for all. Widening

of road in order to accommodate many cities.

WHY PEDESTRIANISATION IN A CITY

Innumerable advantages of can be enlisted, since it is the cheapest, easiest

and a common mode of transportation. Healthy cities don’t just happen. They

result from creative visions; strategic decision-making and thoughtful implemen-

tation that respect the needs and challenges of all residents. Walking is one of

the healthiest ways to get around cities, providing valuable physical activity,

missing in most people’s lives in present day. Walking also generates indirect

public health benefits by reducing the use of cars and two wheelers and hence

diminishing air, water, and noise pollution and increasing the overall level of

safety on the streets. Walkability is important for building social capital and

hence for a vibrant and healthy city. Those living in walk-able neighbourhoods

are more likely to be active in the community. Well-connected footpaths/ side-

walks have been 0ne of the major building blocks of a strong pedestrian net-

work in urban design. All trips, at least in part involve walking. Walking is a

mode that everybody knows how to use. Hence, creating a good walking infra-

structure is a must as it benefits everybody.

For older adults who no longer drive, and for children who cannot drive, foot-

paths/ sidewalks form crucial public resource to remain active and also a space

to interact with others of their own age or as a connector to public spaces where

they can do the same. Thus then the footpaths/ sidewalks also become the

most important resource for those who cannot afford to take the public transit,

let alone driving a car. Although walking is such a fundamental and important

mode of travel, pedestrians have been largely ignored in planning transportation

systems in our cities, where personal vehicles have become dominant mode of

mobility. Liveable communities are those, where the pedestrians come at the

top of the pyramid, followed by cyclists and users of public transportation. The

rest of the modes of travel are placed much below on the ladder of liveability.
 CHAPTER 3

HISTORY & CURRENT SCENARIO OF PUBLIC SPACE

OF BANGALORE

Bangalore in the 19th century was a twin city comprising the Pete, or Indian city,

and the cantonment, or the colonial city. Both followed their own traditions of

urban form and thus evolved different sets of public spaces. However, each

presented a highly imaginable urban structure: the Indian city continued the

medieval tradition of high-density, mixed-use neighbourhoods with temple

squares and markets forming nodes and open spaces in the otherwise close-

knit urban fabric; the British on the other hand adopted the cantonment type ur-

ban form, which was the antithesis of the Indian city. In contrast with the narrow

meandering streets of the Pete, the cantonment developed with wide tree-lined

avenues and spacious bungalows. The mall, parade ground and park were

some of the public spaces that were developed in the colonial city.

Figure 3.1: Commercial street 1910

 Figure 3.2: Commercial Street 1990

After Independence, the two cities merged and both types of public spaces, tra-

ditional and colonial, became familiar to the citizens. Traditional families coloni-

al, became familiar to the citizens. Traditional families while the more western-

ized citizens found the cantonment area to be more to their liking. In spite of the

differences between the public spaces of the two cities one can draw parallels

between them – for example the parade ground was similar to the maidan, spa-

tially at least. Likewise the bazaar street was similar to the mall in function, if not

spatially. Streets have always been important public spaces in Bangalore. It is

used as a place to do business/trade, to work / manufacture / provide a service,

to socialize, and in some cases to live. Whether as residential streets or bazaar

streets, they support a plethora of activities. People live, work and socialize on

streets. They celebrate, mourn and demonstrate on streets. Children play on

streets and people talk on the streets. The street is the primary public space in

Bangalore. It is primary in several ways. It is the primary business space, prima-

ry retail space and primary entertainment space and the intensity of its use far

exceeds those of the other public space types.”

Bangalore is known for its shopping facilities and the wide choice it offers for all

kinds of shoppers. Commercial Street is one of the oldest, most popular and
frequented shopping places in Bangalore. Situated in the Central Business Dis-

trict (CBD) of Bangalore, it commands the distinction of being the most 'happen-

ing' shopping place in Bangalore along with M.G. Road and Brigade Road.

BANGALORE THE “BLACK CITY” OF INDIA

The sudden transformation of a small town into a metropolis left the authorities

off guard, and they were unable to track the developments that encouraged the

encroachment of public space and expansion of the sleepy village into a bus-

tling commercial area. Bangalore has the worst road traffic in India considering

the destructive cocktail of high accidents, vehicular pollution, traffic violations

and motorization levels.

Figure3.3: Commercial Street at the turn of the 20th Century

Unfortunately, as cities 'modernize', they often destroy the very public spaces

that are vital to make them livable. Parks, open grounds and street pavements

are replaced by shopping malls and other high-rise buildings, which creates var-
ious health and social risks for the inhabitants. Bangalore has nearly 5922 km of

roads indicating that there is nearly 33sqm of road space for a single vehicle

considering the total vehicle registrations and the available road length and

widths. 38% of households don't have any vehicles, the average width of foot-

path on one side of road works out to be 7.5m. The footpaths if available range

from 0.5-2.5m. In this width, pedestrian share their ROW with roadside appurte-

nances such as utility (electric, water supply, telephone), street lights, trans-

formers, sign boards, roadside vendors, bus shelters indicating worst possible

level of service and gross discrimination against pedestrians.

Figure3.4: Crowded Commercial Street

 CHAPTER 4

PRINCIPLES FOR PLANNING PEDESTRIAN FACILITY

A pedestrian is defined as a person making a trip on foot or on a wheel chair.

Pedestrian trip can be for various purposes such as commuting to work,

connecting to a different mode of travel, walking for leisure, walking to shop,

walking a dog and others.

Pedestrian facilities can consists of various components such as:

 Footpath/ Sidewalk;

 Pedestrian crossing (crosswalk);

o At-grade crosswalk

o Grade separated crosswalk

 Subways

 Humped subways

 Foot Over Bridges (FOB)

Figure 0.5: pictures depicting the various pe-
 Street corners; destrian facilities to make streets more liveable

 Median refuge;

 Pedestrian-only-streets
ATTRIBUTES OF A GOOD PEDESTRIAN FACILITY

Some common attributes of good pedestrian facility is described below:

Accessibility– pedestrian facilities should be accessible to all pedestrian, irre-

spective 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 pe-

destrians should not be threatened or over-

whelmed by vehicles. Figure 0.6: Venn diagram demon-

strating how the goals of good
pedestrian infrastructure are inter-
related.

Comfort– pedestrian facilities should be comfortable to use for people of all ag-

es and abilities.

Ambience– Pedestrian facilities should have good ambience to make the facili-

ties seem inviting for pedestrians to use.

Place making– Pedestrian facilities should provide space for people to gather

and socialize.
UNDERSTANDING PEDESTRIAN GROUPS

Before planning and designing any pedestrian facilities, it is important to under-

stand the different groups of pedestrians and their specific needs. Pedestrians

can be classified on the basis of their capabilities to use pedestrian facilities as:

 Children;

 Elderly people;

 Disabled people;

 The Rest/Others.

Children use pedestrian facilities to commute to school and to access recrea-

tional facilities either accompanied by adults or by themselves. Children tend to

be impulsive in making crossing decisions. Young children, due to their low

height are likely to be less noticed by speeding motorists as compared to adults.

Elderly people noticeably travel as pedestrians in higher proportions than other

groups of people. Elderly people are generally slow to react, walk at a slower

pace compared to other groups; visual acuity can be compromised and may

have decreased stability to walk. Some elders may also use assistance for

walking. (Such as handholding, walk stick, etc.)group of people should always

be carefully considered in the planning and design of all pedestrian facilities.

Disabled people can be people with different restricted abilities such as visually

impaired, walking disabilities (people on wheel chairs or crutches), etc. Disabled

people as any others, having their “right to movement”, should be able to use

any pedestrian facility. The rest comprise of average adults whose ability to

walk safely is not compromised. Such people have an average walking speed of

4 ft. /sec (or 1.22 m/s or 4 km/hr.) and are expected to exercise safe judgment

when walking on pedestrian facilities. While this group of people forms the ma-

jority of the pedestrians, the needs of every other.

AMBIANCE AROUND PEDESTRIAN FACILITIES

Pedestrians are human, who feel, and have emotions unlike vehicles. Feelings

and emotions of pedestrians are affected by their surroundings; ambience of the

space around them and they respond accordingly to make decisions whether to

use a facility or not. For a motorist (vehicle user), travel cost and time bear more

impact on their decisions to travel than the ambience. But for pedestrians, am-

bience, perceived comfort and safety of their surroundings matter the most. This

is a key differentiation that the planners and designers have to bear in mind

while designing pedestrian facilities.

Pedestrian Facility for Place making

Historically streets have not only been used as a means to commute, but also a

place for people to gather and socialize. Pedestrian footpath and street corners

can be used at select places for people to congregate. Place making encour-
ages more people to use pedestrian facilities, which in-turn makes our streets

livelier and safer.

CONNECTIVITY OF PEDESTRIAN FACILITY

Pedestrians should be able to access any destination by foot in the shortest

path safely without getting into conflict with vehicular traffic. Some specific as-

pects of connectivity of pedestrian facilities are listed below

 Connectivity of footpaths

 Footpath should be provided on either side of a roadway.

 Footpath should be continuous without obstructions.

 Footpath of intersecting streets should be connected, with what is termed

as street corner.

 Footpath on opposite sides of a street should be connected by pedestrian

crossings.

 Pedestrian crossing should connect all arms of a junction.

 Access to pedestrian subways and Fob’s should be seamless, such that

pedestrians can use them without getting on to a busy road.

1. Uncovered drainage hole in close Proximity 2. Large gap between the edge of the table
to bus stop can be hazardous for pedestrians, Top crossing and footpath is unsafe for
especially unsafe for visually impaired Elderly pedestrians, visually impaired
and people on wheel chair.
3. Uneven and unpaved footpath surface
will be unsafe for elderly and handi-
capped pedestrians and footpath may be
come unusable during and after rain-
storms.

Figure 0.7: Examples of Unsafe Pedestrian Facility

Continuous stretch of unbroken footpath Footpath made accessible to physically

separated from the carriageway with the handicapped using ramps.
help of a planting zone

Figure 0.8:Examples of Safe Pedestrian Facility

VARIOUS BENEFITS OF PEDESTRIANIZATION

Economic Social Environmental

Improved accessibility Reduces external Reduced energy

Particularly for non- transportation costs Consumption and pol-

drivers. (crash,risk,polltion,etc) lution emissions.

Minimized conflict points High rates of walking Improved aesthetics.

with vehicles. Reduced and cycling

transportation costs.

Facility to park vehicles/ Improved opportunities Open space

cycle parking lot with to preserve cultural preservation

locking facilities. resources (historic

buildings).

Facilities such as trolley/ Increased exercise. Reduced land needed

rest room / landscaping/ for roads and parking

street furniture/ample facilities.

shading/ way finding

signs/ Boards.

Increase local business Very low levels of Less land taken for

activity and employment. TW/car use, resulting parking and roads -

in much less traffic on more available for

surrounding Roads. green or social space.

 Health cost saving from Improved accessibility No air pollution. Better

improved exercise for people who are for health of shop-

transport disadvan- keepers and shopper

taged

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 wheel Chair,

visually impaired, etc. Some specific aspects of accessibility to be considered

while planning pedestrian facilities are listed below.

Accessibility of Footpaths

 Footpath should have convenient height such that it is easily accessible

by aged people and children.

 Footpath should be accessible to people on wheel chair by provision of

ramps with suitable gradients.

 At the ingress and egress to a footpath, special surface such as tactile

pavement should be provided for guidance of visually impaired.

Accessibility of Pedestrian Crossing

 Pedestrian crossing should be at the same level as the footpath for easy

access for all.

  Ramps should be provided at the transition between footpath and pedestri-

an crossing,

 When the pedestrian crossing cannot be at the same level as the footpath.

 Handrails should have opening leading to the crosswalk, and should have a

width at least the width of the crosswalk.

 At signalized pedestrian crossing with pedestrian push buttons, the push

buttons should be aligned in such a way that it is comfortably accessible to

people on wheel chair.

Accessibility of Median Pedestrian Refuge

Pedestrian refuge area should be at the same level as the pedestrian crossing.

Pedestrian refuge area should be accessible by a ramp when a level difference

exists between the refuge area and the pedestrian crossing.

Accessibility of Subways and Foot-Over-Bridges

 All subways and FOB’s should have elevators in addition to stairs.

 Elevators are essential at all grade-separated pedestrian crossings for mo-

bility of disabled on wheel chair.

 Escalators may be provided along with stairs to increase comfort, but it

cannot be a replacement to elevators, as escalators cannot safely accom-

modate pedestrians on wheel chair.

 Elevators should have enough space to accommodate at least one wheel

chair and a pedestrian to stand.

  Opening to subways and FOB’s should have sufficient width at least to al-

low two people to comfortably cross each other.

 Railings should be provided along the stairs for safety of aged and young

pedestrians.

1. Footpath to o high for elderly and 2. No opening in the railing provided for
disabled pedestrians to access. accessibility footpath.
3. Median interrupting pedestrian crossing.
Figure 0.9: Examples of Pedestrian Facilities with Bad Accessibility

4. Clear pedestrian crossing with bold 6. Median Refuge for safety of people.
markings for visibility. 7. Bold Road markings for good visibility.
5. No physical obstructions on the
other side of the crossing

Figure 0.10: Examples of Pedestrian Facilities with Good Accessibility

EXISTING POLICIES RELATED TO PEDESTRIAN FACILITIES

It is always useful to know the existing policies and laws that are in place, so

that the guidelines can use that as the yardstick and build upon them. Existing

policies also makes it easier to justify the need for such a document.

 The National Urban Transport Policy (Ministry of Urban Development –

MOUD) has amongst its objectives -

o Bringing about a more equitable allocation of road space with people,

rather than vehicles, as its main focus.

o Encourage greater use of public transport and non-motorized modes by

offering Central financial assistance for this purpose.

 The Persons with Disabilities (Equal Opportunities, protection Of Rights and

Full Participation) Act, 1995 also lays down provisions to help ensure that

people with disabilities can have easy access to the streets.

The Act, among other things mentions that the appropriate Governments and

the local authorities shall, within the limits of their economic capacity and

development, provide for:

o Installation of auditory signals at red lights in the public roads for the bene-

fit of persons with visual handicap;

o Causing curb cuts and slopes to be made in pavements for the easy ac-

cess of wheel chair users;

o Engraving on the surface of the zebra crossing for the blind or for persons

with low vision;

 o Engraving on the edges of railway platforms for the blind or for persons

with low vision.

 The municipal authorities follow the Indian Roads Congress (IRC-103 1988)

Design and engineering guidelines by IRC are currently being revised and

updated.
 CHAPTER 5

PLANNING AND DESIGN OF PEDESTRIAN FACILITY

PLANNING A PEDESTRIAN FOOTPATH/SIDEWALK

Footpaths/ sidewalks should be provided on both sides on all categories of

street. Sidewalks can be on one side of a street only under special circum-

stances where people do not need to access the other side of the street.

Footpath/ sidewalk design

The purpose of dividing the sidewalk into the zones is to ensure that pedestri-

ans get a comfortable width to walk without any obstructions by organizing all

other utilities and obstructions into separate zones. Footpath/ Sidewalk should

be divided into three zones:

 Walking/Pedestrian zone: This zone is primarily dedicated for pedestrians

to walk without any obstruction.

 Frontage/Dead zone: This zone functions as a transition zone between

building line and the walking zone of a public footpath/ sidewalk. As pedestri-

ans tend to shy away walking next to a building wall or a fence, the effective

width for pedestrians to walk freely is reduced. Hence providing frontage

zone creates added comfort for the pedestrians to walk freely.

 Figure 0.11: The division of Footpath/ Sidewalk into 3

 Footpath Furnishing zone: This zone can

consists of plants/trees, utilities (fire hy-

drants, light poles, parking meters, etc.),

roadside furniture (benches, maps, etc.),

bus shelters, etc. Figure 0.12: Diagram showing clear turn-

ing radius required for a wheelchair

The purpose of dividing the sidewalk into the

above zones is to ensure that pedestrians get

a comfortable width to walk without any ob-

structions by organizing all other utilities and

Figure 0.13: clear distance required for
obstructions into separate zones. two wheelchairs to move simultaneously.
The following sections provide guidelines pertaining to these zones.

Footpath/ Sidewalk width

Walk zone shall have a minimum clear width of 1.8meters (36 + 36 inches),

which is the width required for two wheel chairs to comfortably cross each oth-

er..

In case of footpaths/ sidewalks with high pedestrian activity, such as commer-

cial areas, the minimum walk zone width of 4 meters (~13.2ft) shall be provided.

The width of the walk zone necessary, the minimum specified width, should be

determined based on pedestrian flow rate at peak periods. Pedestrian flow rate

is defined as the number of people crossing a section (imaginary line) in both

directions in a given period. For a peak hour flow rate of 800 pedestrians, the

minimum widths should be provided as per land use. For every increase of 800

pedestrians in the peak hour flow rates, 0.5-meter (~1.6ft) width should be add-

ed to the minimum clear width.

Frontage zone shall have a minimum width of 0.5m (1.6 ft.). However when

buildings along the footpath/ sidewalk have an offset of 0.5 m (1.6 ft.) or more

without fencing, then frontage zone need not be provided. Appropriate frontage

zone width above the minimum width should be provided when frontage zone is

intended for place making, or hawking or other such activities where people

need to stand along the sidewalk.

Footpath Furnishing zone minimum width is dependent upon the type of

roadway adjacent to the footpath/ sidewalk. Arterial streets which carry high

volume of vehicles and are designed for high speeds, needs a larger separation

between vehicles and pedestrians with trees and street.

Figure 0.14: Trees obstructing the clear walking space,

hence the need for a planting plan for streets.

Furniture for pedestrian safety and comfort as compared to local streets. Hence

arterial roads need wider planting zones to provide the necessary separation.

When transformer, bus shelter, etc. are located on the sidewalk, sufficient plant-

ing zone width should be provided to accommodate these safely such that the

clear walking zone capacity is not compromised.

Footpath/ Sidewalk vertical clearance

Walk zone shall have a minimum vertical clearance of 2.4 meters (~8 ft.). Any

obstructions to the vertical clearance such as protruding tree branches, hanging

cables, display boards, protruding building shelters from adjacent zones should

be cleared. Tree branches should be trimmed periodically to ensure that they do

not encroach the clear walk zone.

Footpath/ Sidewalk gradient

Sidewalks need to be safe for disabled users and elderly people. Sidewalks

shall have gentle grades, no steeper than the adjacent road. If longer steeper

grades are to be provided, due to topographical constraints then landings at

every 125 m (~420 ft.) should be provided where people can rest.

Cross slope may be necessary sometimes for drainage purposes, so that storm

water do not stand on the sidewalk surface. However steeper cross slopes can

cause inconvenience to wheel chair users and elderly people to walk steadily.

Hence a maximum cross slope of two percent is recommended.

Footpath/ Sidewalk Curb Ramps

Curb ramps provide the critical access be-

tween Footpath/Sidewalk and the street, for

senior citizens, kids, and people with impair-

Figure 0.15: Components of curb ramp ments. It is a very important element to get on

and off the Footpath/ Sidewalk. Curb ramps should generally be designed at
intersections, but when required these can also be designed at mid-blocks.

Curb ramp designs are site condition specific, but in general they consist of the

following elements as shown in the figure 15.

 Landing: Level area of footpath/ sidewalk at the top of a curb ramp facing

the ramp path.

 Approach: Section of the Footpath/Sidewalk adjacent to the landing and

flaring out into the ramp.

 Flare: Sloped transition between the curb ramp and the footpath/sidewalk.

They are generally steeper than the ramp and hence not used as a direct

accessible path to the street.

 Ramp: Sloped transition between the street and footpath/sidewalk where

the gradient is constant and the cross slope is at a minimum (preferably

less than 2 percent).

 Gutter: Trough or dip used for drainage purposes that runs along the edge

of the street and the curb or curb ramp.

There are different kinds of curb ramps patterns, depending on the location,

type of street, and existing design constraints, and are categorized based on

their position relative to the curb line. The 4 basic types are:

1. Perpendicular Curb Ramps,

2. Parallel Curb Ramps,

3. Diagonal Curb Ramps,

4. Built-Up Curb Ramps.

Surface quality: Evenness of surface, slip resistance, and permeability are

three important qualities of a pavement surface.

Evenness: Sidewalk should have an even surface along its length such that it

is safe for kids and elderly people, and provides a smooth ride for wheel chair

users. Specifically at driveways, height difference is noticed along most side-

walks. In such instances driveway height should be raised to make an even sur-

face along the sidewalk. When minor differences exist between the sidewalk

and the driveway due to topological constraints, the ramps with slope not ex-

ceeding 2% should be provided for ease of disabled people to maneuver in

wheel chairs.

Slip resistance: The sidewalk surface should be slip resistant for safety of the

pedestrians. Textured or matt finished even surface should be provided for

sidewalks.

Permeability: The sidewalk surface should be permeable to allow some rain-

water runoff to percolate and add to the ground water. Also permeable side-

walks will result in less pockets of standing water on the sidewalk surface.

Constraints for provision of good footpath/ sidewalk

 Trees/utilities restricting width

Sometimes existing trees that are decades old are hard to deal with while

providing pedestrian infrastructure. Such trees can be dealt with by either de-

signing these sections of the ROW in a manner that one can maneuver around
it or should be made sure to replace these trees along with their roots else-

where such that they provide no obstruction.

 Hawkers restricting width

Hawking zones can be an integral part of the Indian streets, as they encourage

walkability, increase street activity and provide safety. These however, en-

croach upon the available clear width for pedestrians and hence become a nui-

sance in the Indian context where streets are narrow. Thus while designing new

streets; one should keep some space as hawking zones so as to make streets

vibrant and also provide a living for these hawkers.

 Driveways obstructing surface evenness

Driveways should be designed in such a way that they do not hamper pedestri-

an right of ways, especially since these infrastructures are being used by physi-

cally handicapped as well. Property owners need to design their entrance/exit

driveways such that the pedestrian walkways are not obstructed as shown in

the designs below. These show three ways of designing the ramps at the inter-

section of an entry/exit of the driveways with the pedestrian infrastructure.

Planning the Street Corners

Street corners form an important part of the sidewalk network, where sidewalk

of two streets meet. Crosswalk (like Zebra crossing, etc.) usually meets the

sidewalk at the street corners (except at midblock crossings). It is a refuge for

pedestrians, waiting for their turn to cross the road. Street corners also tend to

be a place maker for people to stand and interact. In addition street corners

host various utilities like traffic signal poles, traffic signal cabinets, light poles,

street name signs etc. Hence street corners should be designed to accommo-

date all these activities. Street corners should be sloped down to the road level

for provision of crossing of the old and the differently able people.

Accessibility to crosswalks

The following elements will help improve accessibility to crosswalk:

 Opening of the sidewalk railing should correspond with the crosswalk width.

 Ramp should be provided that leads directly to the crosswalk.

 The ramp landing should be surfaced with Tactile Pavement for guidance of

disabled people with vision impairment to cross.

 Street corners can have a bulb projection to help reduce the length of

crosswalk for pedestrians to cross the road, thereby requiring pedestrians to

spend less time on carriageway.

Street Corner waiting area

The designer needs to ensure that there is enough space to accommodate pe-

destrians waiting to cross the road, such that there is no obstruction to other

pedestrians walking across the street corner. Additional space at cross street

for accommodating pedestrians and utilities can be attained by:

  Use of bulb projection at street corners.

 Acquiring additional right of way where available.

 The designer also needs to ensure that the street corners are safe in terms

of visibility requirements and encroachment issues. Specifically that:

 Pedestrians have good visibility of the vehicles on all approaches before

they cross.

 The motorists approaching the crosswalk have visibility of the pedestrians

waiting to cross as well as the vehicles entering the intersection from the

cross street.

 The turning vehicles do not encroach the cross street waiting area by the

use of sidewalk railing or increased curb height.

PLANNING PEDESTRIAN CROSSINGS/ CROSSWALKS

A crossing/ crosswalk is usually provided at an intersection or at the midblock

section of a roadway where pedestrians intend to cross. The crosswalk can be

at-grade or with a grade separation (such as subways and foot over bridges). At

all intersections, crosswalk should be at-grade. At mid-block sections, at-grade

crosswalk are recommended on all non-arterial streets, and grade separated

crosswalk is recommended on arterial streets and highways to reduce the ex-

posure of pedestrians to vehicles travelling at high speeds.

Although at grade is a preferred option, grade separation can be used where at

grade solutions are found not feasible. Among the grade-separated crosswalks,
foot over bridges and subways are the most common options available. To in-

crease the perceived safety of subways is having public art, vendors/ street

artists and other such activity inside such subways. Subways can be consid-

ered, when physical restrictions may exist to the construction of foot over bridg-

es (example, when an elevated highway or an elevated BRTS lane exists).

On new arterial or when an arterial is reconstructed (or modified), provision of

humped subways should be considered. A humped subway is a new concept

where in the road elevates to height of 1.5 m (~5 ft.) and the subway is depreci-

ated to a height of 1.2 m (~4 ft.) to provide enough clear height (2.7 m or ~9 ft.)

for pedestrians and bicyclist to cross underneath the roadway, where in the dis-

tance pedestrians are required to climb down is significantly reduced as com-

pared to traditional subways.

At-grade crosswalks should be provided at frequent intervals, at least at eve-

ry 300 m (~985 ft.) on all sub-arterial roads, and connector roads. On non-

arterial roads with high pedestrian activities such as around commercial or

mixed land use, a crosswalk at every 100 m (~328 ft.) is preferred.

Grade-separated crosswalk on arterial midblock sections should be provided

at convenient locations where majority of pedestrians are expected to cross.

However the spacing between crosswalks (at-grade or grade separated) on an

arterial should not be more than 500 m (~1650 ft.). Details to be considered in

designing a crosswalk are provided in the forthcoming section of this document.

Crosswalk Design

Designing an effective pedestrian crossing/crosswalk involves the correct layout

of a variety of elements including:

 Crosswalks and Crossing times;

 Curb Ramps;

 Medians, Refuge islands and slip lanes;

 Information/ signs, signals and markings;

 Turning radius and Sight lines;

 Traffic patterns; and

 Onset of Signal phases.

o At-grade Crosswalk

 Delineation of crosswalk area:

The crosswalk area can be delineated by either Zebra markings or by

Raised crosswalks or by using themed crosswalks with different materi-

al to distinguish it from the regular asphalt of the road.

Zebra crossing should be used where pedestrian signalization or signal-

ized intersections with pedestrian phase exists. Raised crosswalks can

be used at un-signalized Intersections or at midblock section without a

pedestrian signal so that the pedestrians are clearly visible forcing the
motorists to slow down and thereby increasing the safety for the cross-

ing pedestrians.

 Zebra crossing

- The Zebra crossing should be no less than 3m (~10 ft.) wide. Zebra

crossings wider than 3m (~10 ft.) should be considered in locations

with high pedestrian demand.

- A stop line shall be marked in advance of the Zebra crossing (1 to

1.5 m in advance) to prevent stopped vehicles from encroaching

the Zebra crossing.

- Zebra crossing shall be in white color. But, when daytime visibility

issues exist due to lack of contrast between the Zebra marking and

the pavement color, then conspicuity of the Zebra marking can be

increased by using a black bordering around the white Zebra

marks.

Retro-reflective paint shall be used for all Zebra markings to en-

hence the visibility of the crossing at night. Where sufficient over

head lighting is not available, Raised Retro-reflective Pavement

Markers (RRPMS, also termed as Cat Eyes) can be used to im-

prove the visibility of Zebra crossing at night.

- Zigzag markings: The zigzag lines are found on the approach to an

form of pedestrian crossing. They denote an area where vehicles

should not be parked because it causes a vision obstruction to do

so, and where you should not pass the leading moving vehicle

(overtaking a vehicle is not allowed in this zone), for pedestrian

 safety. These lines can be used at places where additional safety

for pedestrians is required, such as outside of school entrances,

and on residential intersections.

 Themed Crosswalks

Themed crosswalks can be used on streets that are buzzing with

pedestrian activities, like a shopping district or an important boule-

vard, where Crosswalks can be designed using different materials

and colors of pavements. These themed crosswalks can serve as

public art as well.

 Raised crosswalks

-Raised crosswalk shall have a minimum width of 3m (~10 ft.). In

creased width can be considered when high pedestrian activities

exist or are anticipated.

-The surface level of the raised crosswalk should coincide with level

of the sidewalk, so that the transition from

-Sidewalk to the raised crosswalk is even and smooth. The surface

of the raised crosswalk should be skid resistant.

-The climbing and descending edges of the raised crosswalk should

have a slope of 1:8.

- The sloped edges of the raised crosswalk should be painted with

retro reflective paint for night time visibility of the approaching m-

otorists. Grade Separated Crosswalk

- All foot over bridges and subways should be universally accessible.

(Staircase + Ramp or Staircase +Elevator for universal accessibil-

 ity).

- Minimum size of the elevators provided for foot over bridge or sub

ways should not be less than 1.4m x 1.4m.

- For ramps, a 5% slope with appropriate landings is preferable.

- Grade separated crosswalks should be well lit and pleasantly deco

rated to create an inviting atmosphere for pedestrians to use.

- The foot over bridge should be provided with roof covering and the

sides of the FOB should not be fully covered as it hampers visibility.

 Pedestrian signals

 At all signalized intersections, pedestrian phase shall be incorporated

in the signal-phasing plan. The designer should provide sufficient

time for the pedestrian phase such that the people waiting to cross

can safely clear the crosswalk.

 Audible signals (at Pelican crossings) should be provided for the

benefit of pedestrians with low vision or vision impairment.

 The acoustic device should preferably be installed on both ends of

the crosswalk for better audibility of pedestrians originating from ei-

ther ends of the crosswalk.

 When signals are provided with push buttons, the push buttons

should be accessible to people on wheel chairs.

 The height of the push button should be approximately 1.1m (3.5 ft.)

and no more than 1.2m (4 ft.) from the footpath surface.

  Push buttons should be located parallel to the crosswalk and a prop-

er sign explaining the purpose and use of push buttons should

mounted on top of the push button in a way that the sign is clearly

visible.

 Since a street corner can have more than one crosswalk, a sign on

top the pushbutton should indicate which crosswalk is activated

through that pushbutton.

 The crosswalk ramp should be easily accessible from the pole where

the pushbutton is located.

o Grade Separated Crosswalk

 All foot over bridges and subways should be universally accessible.

(Staircase + Ramp or Staircase +Elevator for universal accessibility).

 Minimum size of the elevators provided for foot over bridge or sub-

ways should not be less than 1.4m x 1.4m.

 For ramps, a 5% slope with appropriate landings is preferable.

 Grade separated crosswalks should be well lit and pleasantly decorat-

ed to create an inviting atmosphere for pedestrians to use.

 The foot over bridge should be provided with roof covering and the

sides of the FOB should not be fully covered as it hampers visibility.

 In a poorly designed Skywalk in Bangalore. The reason it is unused is

because of the discomfort a pedestrian faces while using it.

  The skywalk consists of 2 flights of staircase and no ramps/ escalator/

elevator, rendering it unusable for physically disabled and senior citi-

zens.

PLANNING PEDESTRIAN REFUGES

Medians are a part of the roadway that physically divides the two directions of

traffic. Medians can also be used as a refuge for pedestrians crossing the road.

Median pedestrian refuge area should have sufficient width to accommodate

pedestrians. All the accessibility considerations described for the street corner

will also imply to the median pedestrian refuge area. Bollards should be used at

the median access such that vehicles are discouraged from using the refuge

area for manoeuvring ‘U’ turns. However the gap between the bollards should

be sufficient (approximately 42 inches) for wheel chair users to manoeuvre

comfortably.

PLANNING FOR PEDESTRIAN ONLY STREETS

Streets are not only for circulation and mobility, but also for place making

(for people to walk, gather & socialize). Pedestrian only streets provide a great

means for place making on selected roads. Following guidelines should be fol-

lowed to plan for pedestrian only streets:

 High density of commercialization along the street.

 High level of pedestrian activity.

 Optimum lighting for safety.

  Good street infrastructure like seating and landscape.

 Preferably should be a collector or a local street.

 Carriageway operating overcapacity.

 Connecting streets with well-designed sidewalks.

 Public transportation accessibility nearby.

 Vehicle parking availability nearby (either on street or multi-storeyed park-

ing).

 Provision for loading and unloading goods (designating times for the same).

 Pedestrian only zones should be protected from vehicle intrusion by use of

physical restrictions such as bollards and enforcement.

PLANNING BIKEWAYS ALONG SIDEWALK

When physically segregated bicycle lanes cannot be provided on the carriage-

way, bicycle lanes (or bikeways) should be planned along the sidewalk. An ar-

rangement where bicycle lane forms a part of the sidewalk will be termed

shared sidewalks. Bikeways can be provided in the following three ways:

 Bike lanes along the carriageway, unseggregated.

 Bike lanes along the carriageway, Segregated.

 Bike lanes along the sidewalks.

Out of the three, bike lanes along the sidewalks, sharing space with the pedes-

trians provide greater safety as compared to bike lanes sharing the carriage-

way. However when a bicycle lane is planned on a shared sidewalk, sufficient

additional width should be allocated to the sidewalk. A minimum of 1.5 m addi-

tional width for sidewalk should be allocated to accommodate bicycle lanes.

PLANNING OF UTILITIES ON SIDEWALK

Footpath/ Sidewalks, apart from accommodating pedestrians, also accommo-

date several roadside utilities (like bus shelters, light poles, transformers etc.)

and pedestrian utilities (like benches, directional maps, etc.). Some guidance on

location of bus shelters, provision of pedestrian lighting, provision of hawker

space is pr-ovided in the subsequent pages.

Bus Shelter Location

Bus shelters can be carved out at niches in the street furnishing zone of the

footpath/ sidewalk, such that pedestrians can walk clearly behind the bus shel-

ter without getting into conflict with the people waiting at the bus stop. Other

considerations for placement of bus stops are:

 Convenient location to major land use (pedestrian generator).

 Convenient to transfer.

 In commercial places bus stops should be located at every 200m -400 m in-

tervals.

 Bus stops near intersections should be at least 50 m from the intersection

curb.

 Bus stops shall be placed on the far side of an intersection.

  Bus stops should preferably be located away from busy driveways to avoid

conflict between passenger alighting buses and the vehicles turning onto

the road from the driveway.

 Bus stops on either side of the streets should be placed in a staggered

manner, such that when two buses pass on either side, there is minimum

traffic congestion at that point.

 Bus stops should be avoided at the entrance/ exit of any building/ complex.

Shelters and Protection

In order to make the transit smooth and enable smooth mobility, it will be nec-

essary to have protection structures against rain, wind and sun – mainly all the

adverse climatic conditions. It will be important to create the shelters for rest

and protection structures at main paths and important transit points. For e.g.

someone who has to cross a distance of 100 m between the bus station and

railway station/ or public transport, it will be important to protected shelters that

can be made with the use of roofing materials such as polycarbonate sheets,

meta colour sheets. Careful design has to be carried out to meet the ground sit-

uation. The following guidelines for positioning of street furniture should be con-

sidered:

 No street furniture should hang less than 80 inches high over a circulation

path.

 No object mounted on a wall or post, or free standing should have a clear

open area under it higher than 27 inches off the ground.

  No object higher than 27 inches, attached to a wall, should protrude from

that wall more than four inches. Policy Paper on Pedestrian movement in

BMR ides consulting pvt. ltd. in association with Urban First Systems pvt ltd

39 no protruding object should reduce the clear width of the circulation path

to less than 36 inches. This is extremely important as an object in this area

will not be detected by a visually impaired person using a cane.

Sign posts and signals

The sign posts and signals play an important role in the direction and guiding

the pedestrian movement. Language may create a problem for the people who

don’t know that particular language but sign and signals are universally accept-

ed and known. The pedestrian Signal and signage are covered in the appendix.

Signage

The sign must be securely mounted on its own post or a light standard, at an

angle

perpendicular to the street. The sign must be easily visible to the approaching

bus

driver, ideally within 4 feet of the edge of the street. The sign should neither

block

nor be blocked by other jurisdictional signs. To prevent the sign from being

struck by
the bus, mirrors, signs should be placed at a sufficient distance not to impede

with bus mirrors and affect the pedestrian path of travel. The Details of the

Signage are

covered in the appendix.

Pedestrian Lighting

Proper lighting is an important aspect for the perceived safety of a pedestrian

facility. Pedestrian lighting should be provided:

 Along the sidewalk,

 At street corners,

 At access to at-grade crosswalk, and,

 All subways and foot over bridges should be well lit.

For illuminating pedestrian facilities, pedestrian specific lighting is preferred over

the general high mast street lighting. Pedestrian light poles are of low-mast, 3 to

5 meters tall. The following design aspects of pedestrian lighting are desirable:

 Full cut off light fixture, which only directs light downwards, is preferable to

reduce the ambient light and glare.

 Pedestrian lighting should be energy efficient.

 Trees and boarding should not obstruct the lighting.

Dust Bin

Aesthetically designed and functional litter bins are part of the Street furniture.

All
pedestrian paths must be kept clean and well managed so to allow the pedes-

trian

movement unhindered. The Bins and thrash Cans maintenance must be dove-

tailed with the solid waste management plan for the area. The responsibility of

keeping the pedestrian paths clean will be that of the local authority based on

the jurisdiction.

Hawker Zone

Designated Hawker Zones must be allowed to locate in areas where pedestri-

ans tend to wait or congregate i.e. street intersections and near bus stops or

major civic destinations, public offices, etc.

Hawkers provide a wide variety of services and amenities to people, at conven-

ient locations – with negligible investment and infrastructural costs.

 They form the eyes of the street to keep streets saf

 They keep streets clean, busy, vibrant

 They provide a variety of cheaper food and retail options.

 They express our unique culture.

 They generate self-employment for a large number of people.

Hawkers must be given designated space within the road Right-of-Way, so that

they don’t occupy the minimum clear width required for pedestrians to walk. And
to keep our streets clean, essential utilities also must be provided as outlined in

the National Policy for Urban Street Vendors:

 Provide provisions for solid waste disposal

 Public toilets to maintain cleanliness.

 Aesthetic design of mobile stalls/ push carts

 Provision for electricity

 Provision for drinking water

 Provision for protective covers to protect their wares as well as themselves

from heat, rain, dust etc.

 Storage facilities including cold storage.

SAFETY CONSIDERATION FOR IMPROVING PEDESTRIAN ENVIRONMENT

Two important aspects that significantly improve pedestrian safety through the

restriction of vehicular speeds and movements are discussed here.

Traffic calming

Traffic calming pertains to use of measures to reduce vehicular speeds. Bene-

fits of reduced speeds through traffic calming are:

 Provides motorists with additional time to react and avert conflicts with pe-

destrians

 Provides ample gaps in the traffic for pedestrians to safely cross the roads

 Discourages motorists (especially cars and larger vehicles) from predomi-

nantly using local roads to commute

Hence traffic-calming measures are recommended at all location on the road

approaching conflicting areas between pedestrians and motorists. Specifically

traffic calming measures are recommended at the following locations:

 Near all at-grade crosswalk without pedestrian signalization.

 At signalized at-grade crosswalk with high speeds (speed limits greater than

35 km/hour).

 Near school zones (on roads 100 m on either side of a school).

 Around parks and recreational areas where significant pedestrians are ex-

pected.

 On local residential streets where significant cut-through commuter traffic

exists.

 In heavily commercialized areas, where pedestrian traffic is more dominant

than vehicular traffic.

 Any other locations where significant conflict between pedestrians and

speeding vehicles is noticed.

Below is a list of various measures that can be used for traffic calming:

 Reduced lane width/reduced carriage way

 Curb extensions/bulb outs.

 Use Lane Markings.

 Speed humps or rumble strips.

 Road curvatures that is only maneuverable at lower speeds.

  Landscaping with trees on both sides of a carriageway.

Footpath/ Sidewalk protection from vehicle intrusion

Footpaths/ Sidewalks are often found misused by motorists (especially 2-

wheelers) to get ahead of queue at congested intersections This can significant-

ly compromise safety of pedestrians. When such intrusion of vehicles on side-

walk is observed, sidewalks should be barricaded with railings. Bollards should

be strategically used on sidewalks, medians, and pedestrian refuges and at ac-

cess to crosswalks to discourage vehicles from using the pedestrian facilities.

However when bollards are used spacing between the bollards should be de-

signed for wheel chair maneuverability (approximately 42 inches spacing is rec-

ommended).

Sidewalks along all arterial roads and highways shall be protected by use of

railings. The railings should be able to withstand the impact of a crash at the

roadway design speed without allowing the crashed vehicle to intrude onto the

sidewalk. Additionally, on sidewalks along arterials and highways, trees and

plants can be set at frequent intervals to shield the pedestrians from fast moving

traffic to increase the perception of safety for pedestrians.

CASE EXAMPLES 1:

Integration of Street Vendors in Footpath Design Guidelines for an Indian

City (By Ashish Verma, Shirin Mary Antony- Journal of Intelligent Transporta-

tion and Urban Planning)

Aim:

 To demonstrate strategies to improve level-of service at the study locations

in Bangalore with re-organized vendor spaces,

 To develop general footpath design guidelines (integrating street vendors)

for different footpath widths and pedestrian flows.

Objectives:

The followings are the objectives of the study:

 To understand the social aspect of presence of street vendors on pedestri-

an facilities.

 To understand the pedestrian and road users perspective on the ad-

vantages/disadvantages of having street vendors on the pedestrian facilities

in Bangalore city.

 To understand the requirement of street vendors (type and extent) in differ-

ent types of localities within the Bangalore city (office complex, commercial

area, residential area etc.).

  To develop improvement strategies on provision of space for street vendors

on pedestrian facilities, taking case example of a specific location within

Bangalore which demonstrates the basic amenities and infrastructure of a

typical city.

 To quantify the impact of provision of space for street vendors on pedestri-

an mobility and level-of-service, using pedestrian micro-simulation.

 Finally, to develop pedestrian facility design guidelines for Bangalore city.

Methodology:

The methodology adopted for developing pedestrian facility design guide-

lines, integrating street vendors includes the following:

 Identification of study area (areas of peak pedestrian flow with street ven-

dors along the walkway).

 Data collection of pedestrian movement using video graphic surveys.

 Pedestrian studies and analysis.

 Developing pedestrian micro-simulation model using VISSIM.

 Model validation and calibration.

 Modeling of various LOS scenarios.

 Development of strategies to improve level-of-service at the study loca-

tions in Bangalore with re-organized vendor spaces.

 Development of general footpath design guidelines (integrating street ven-

dors) for different footpath width and pedestrian flow.

SUMMARY AND CONCLUSIONS:

The following are the salient conclusions out of the work:

 The use of pedestrian micro simulation modeling to arrive at pedestrian fa-

cility design guidelines while integrating street vendors is unique to this

study and authors have not come across any literature suggesting the use

of such approach in the past.

 The presence of street vendors on footpaths has substantial impacts on ac-

tual LOS experienced by the pedestrian.

 The study demonstrates that in the present system of street vending on

busy footpaths in India, it is possible to improve the pedestrian LOS stand-

ards (by at least one level) by more systematic and symmetric re-

arrangement of street vendors.

 Based on the surveys, the preferred space requirement for street vendors

in Bangalore is obtained as 0.36 to 0.54 square meter (4 to 6 square feet).

 The calibrated pedestrian micro-simulation model is found useful in arriving

at general pedestrian footpath design guidelines for different widths of foot-

path and pedestrian flow rate. The design guidelines are reported in terms

of how many street vendors of a given size can be systematically accom-

modated in every 20 m block length of footpath for different LOS/flow rate

levels.
  The guidelines can be used in conjunction with the defined pedestrian poli-

cy (obtained from the initial part of this study) to improve the pedestrian

LOS at any location or design new pedestrian facility at any location. For

this, the policy guidelines include two kinds of street vending, namely, one

based on nature of goods sold (perishable, material oriented versus non-

perishable, service and material oriented) and another based on type of

selling (mobile and static).

There is also a need to develop pedestrian LOS criteria for Indian conditions

and use them to develop such footpath design guidelines. Further, the studies

on pedestrian facility can be expanded to more areas and study stretches in dif-

ferent Indian cites, to improve and generalize the guidelines over all Indian cit-

ies. Depending on the street vending activities and the prevailing licensing sys-

tem, suitable locations for vending and space requirements for different types of

vending can be recommended for various Indian cities that suffer pedestrian

discomforts, in different types of pedestrian facilities.

CASE EXAMPLES 2:

Pedestrianisation of Commercial Street (Study conducted by,Evangelical

Social Action Forum India)

Aim:

To explore the possibility of developing Commercial Street into a Pedestrian

Only Street.
Objectives:

To identify the possibility of making commercial street a pedestrian- friendly

street.

Methodology:

The methodology includes:

 Merchants' Survey

 Visitors' Survey

 Mall Intercept Survey

 Identifying Parking Areas

Limitation:

For the mall study, proportionate age and sex-wise samples could not be col-

lected due to the non-availability of participants in those categories. However,

measures were taken to ensure that a random sample was collected.

Summary and conclusions:

Commercial Street, once upon a time a true 'Shoppers Paradise', has become

the victim of modernization as most of the traditional shops have been replaced

with branded shops selling garments, jewellery, leather accessories etc. The

charm of meeting people from all walks of life coupled with enhanced opportuni-

ties for socializing is slowly getting eroded as the footpaths are encroached
upon by cars which queue up to occupy all space. With hardly any space left

for the pedestrians to Commercial safely, there seems to be lack of planning

that Commercial Street sustains its title as 'Shoppers' Paradise’. The study

done with merchants and visitors on Commercial Street as well as in the malls

in and around Commercial Street has shown that car-parking facilities are an

important, though by no means exclusive, feature for getting more business. In

fact, there is little evidence to suggest that parking on the street is necessary at

all. While shoppers have identified the car parking facilities available in the

malls as a key feature, they also highlighted other issues such as better pedes-

trian facilities more eateries, and basic amenities. These facilities make the

shopping a pleasant experience. Merchants were confident in terms of the safe-

ty of the pedestrians, citing “lack of reported collisions” as the basis for their be-

liefs, potential customers were concerned. People strongly feel that making

Commercial Street car-free street could definitely improve the status of the

street as Pedestrian Friendly Street (75%), the merchants are against the by

idea.

Merchants stated that they get more customers on weekends, leisure time in

shopping malls as it serves as a multi-purpose especially during the evening

hours of 4-9 pm. However, it precisely the timings typically used to pilot pedes-

trian-friendly streets and walking plazas. Although the majority of the people

supported the car free street or Pedestrian Friendly Street, they have underlined

prerequisite conditions on the street to make it an enjoyable and safe experi-

ence. The authorities have to look into the issues of better pedestrian facilities
with a road free of potholes, areas for children to play, more eateries and facili-

ties such as drinking like sidewalks or streets to be, whether streets should be

one- or water, trash disposal, and rest rooms. Such changes could make street

safer and provide opportunities for better interaction like among people, thereby

leading to more connected and vibrant communities.

As is evident from the findings of the study, shoppers are eager to support pro-

grams to make Commercial Street a pedestrian-only zone. With shrinking public

spaces in urban areas, places like Commercial Street could lead to enhanced

sociability and community mingling if adequate measures are taken to improve

the conditions for visitors to the street. Such a trend would bring more business

to the merchants as the number of people visiting Commercial Street would in-

crease over time.

Recommendations:

Based on the research findings, the following recommendations have been

made to the Directorate of Urban Land and Transport and to the authorities of

Municipal Corporation of Bangalore to develop Commercial Street into a pedes-

trian-friendly zone by making it car free:

 Commercial Street should be made a car free street with alternate ar-

rangements for car parking in the neighboring areas.

 The conversion could begin on a trial basis, making it pedestrian friendly for

a few hours on week days and later extending it to weekends. The eventual
 results should be a completely pedestrian-friendly street free of motorized

vehicles.

 A network should be formed with different stakeholders to work through the

various steps needed for the conversion.

 Various awareness programs should be organized targeting different stake-

holders, including government departments, pedestrians, and merchants.

 A children's play area should be created on the street to engage them while

their elders shop.

 The safety of pedestrians should be the primary priority of the concerned

authorities.

 Local healthy food establishments can be developed, including street stalls.

 In order to facilitate access by the elderly, children, those of different abili-

ties, and bulk purchasers, pick-up and drop-off facilities should be provided

in the premises close to the nearest bus/auto-rickshaw stand.

 Goods delivery to the shop can be made either in the morning or in the

night before/after business hours.

 In promoting the idea of a pedestrian-only street, it could be useful to create

an exhibit containing photographs of pedestrian streets in other cities along

with artists' renderings of a pedestrian-only Commercial Street.

 To make the exhibit interactive, people could be asked to draw and write up

potential activities and other amenities that could be provided if more space

were made available by removing the cars.

CASE EXAMPLES 3:

Pedestrians at Crossroads: A Case Study of Bangalore (Sudhir & Sameera

Kumar Secon Pvt. Ltd.)

Aim:

 To investigate the design-safety-economic and policy issues concerning ex-

isting pedestrian infrastructure in Bangalore.

 To study the public perception on pedestrian issues.

Pedestrianism at Bangalore

Bangalore has the worst road traffic in India considering the destructive cocktail

of high accidents, vehicular pollution, traffic violations and motorization levels.

Bangalore can in fact compete with other metropolis for having the worst pedes-

trian infrastructure in the country considering nonexistent footpaths, crossings

etc. Bangalore has the dubious distinction of being one of the few cities in world

which sends at least one pedestrian to the graveyard every day.

In recent years several suburban/rural areas have seen transformation into ur-

ban areas. In order to increase the traffic capacity, the shoulders of the roads

were converted into paved sections. This exposed the pedestrians to the traffic

thus increasing the risks. Bangalore authorities need to ban parking on the foot-

paths by vehicles. Parking on the footpaths was adopted to increase the capaci-

ty of the roads for the vehicular movements (to prevent on street parking). Ban-
galore authorities need to ban parking on the footpaths by vehicles. Parking on

the footpaths was adopted to increase the capacity of the roads for the vehicu-

lar movements (to prevent on street parking).With Bangalore currently undergo-

ing mixed land use development with vertical growth in addition to multiple vehi-

cle ownership phenomenon (ratio of number of vehicles per household already

owning a vehicle being 2.76) and land prices soaring, parking facilities at homes

are extremely rare to find and people have resorted to footpath parking. The

banning of footpath parking would allow unhindered movement for pedestrians.

Conclusion:

Every 1 hour, approximately 1.2 cars can be manufactured by the automobile

companies in India. The government for ages has considered the wheels as the

biggest invention of mankind and planned the cities to hold as many wheels as

possible. By and large the support for pedestrian issues has been muted with

little support from people, media or government. No solution can be arrived at

by increasing the investment of roads as vehicles would keep coming at a

greater rate. With such a biased policy, the worst affected category is the pe-

destrians who have to share and compete with vehicles for their ROW often los-

ing the battle and ending up in a hospital or graveyard. It is a fact that the most

eco friendly mode is not the most loved one. The government needs to wake up

and decide as to where it wants to be in the future.

“Build footpaths and the pedestrians would come”

 CHAPTER 6

PEDESTRIANISATION ACROSS WORLD

CASE EXAMPLES:

Many countries across the world have given priority to pedestrians using the

road space. The regular roads that will be used predominantly by the vehicles

have been converted into pedestrian-only streets during particular periods of the

day or particular days of the week. For example, in Bagota-Latin America, some

of the popular commercial streets have been open only to pedestrians on Sat-

urdays and Sundays. In Bangkok, Silom Road is meant for people alone on

Sundays. Similarly, the famous Paris Plague in Paris is for people during the

entire summer season every year. While pedestrian zones in newer US cities,

which grew up around the automobile, have been a mixed success, they have

flourished in older European cities. The first efforts in Asia‘s ancient cities show

tremendous promise. The new pedestrian zone on Nanjing Road in Shanghai

has some of the heaviest pedestrian traffic in the world. Chinese stores are

winning shoppers back from Carrefour. Walking and transit trips are replacing

car trips, and downtown has become less polluted, safer, and nicer. But suc-

cessful pedestrian zones are not only a matter of shutting the streets to traffic.

Critical to success is the creation and management of a safe, clean, and attrac-

tive shopping environment. So far, the success stories have been in China,
where government is powerful and wealthy, crime is minimal, and street hawk-

ing and parking are tightly controlled. Achieving success in more chaotic but al-

so more democratic Indian and Indonesian cities is proving a challenge.

Singapore was recently declared the wealthiest city on earth by some

measures, and among the things it has going for it is that it’s extremely well

planned. It has cheap and efficient public transportation, but unlike any other big

city in Asia, it’s actually pedestrian friendly. The problem with most big Asian

cities for pedestrians sidewalks, it seems, are an invention of colonial countries,

and once they left the remaining locals had their own ideas of what to do with

the space. As someone who prefers to walk as a tourist, and has spent most of

the last three years traveling around Asia, it’s been frustrating having to deal

with the dangerous and inconvenient conditions.

Go to pretty much any big city in Asia, whether it’s Mumbai or Bangkok or Ma-

nila or Hanoi, and you’ll see sidewalks along most busy streets, but in between

the missing or broken sections you’ll usually find parked motorbikes, restaurant

tables, merchandise of the shop behind it, or even just big signs that force a

walker into the street. Sadly, those who try to walk will end up spending the ma-

jority of their time at the edge of traffic in the street itself, to the point that it’s

maddening.

One reason for this is that the locals almost never walk more than a block or so

themselves. They have motorbikes or bicycles or buses for longer trips, not to
mention the cars, tuk-tuks, and taxis as well. If you walk between attractions in

these cities your only company will be other foreigners and tourists in most cas-

es.

Even nearby Kuala Lumpur, which has many things in common with Singapore,

is full of frustrations for pedestrians. But Singapore appears to have been

planned so that anyone can safely and efficiently walk from one corner of the

city to any other. In fact, it’s the only city where I’ve seen joggers in the main

streets, because you can actually run for miles safely.

Not only has Singapore prevented businesses and residents from using the

sidewalks for personal use, but many streets actually have dual sidewalks on

each side. It rains many afternoons in the city all year round, so it’s especially

nice to have a clear path that is covered on at least one side of the street.

In addition to sidewalks there are also crosswalks that drivers pay attention to,

with Walk signals and timers counting the time down. There are also elevated

bridges that go over the busiest streets, with escalators going up to most of

them. Make it easy (with an escalator) and almost everyone uses them. Bang-

kok has many pedestrian bridges but plenty of people ignore them due to

the flights of stairs on both sides.

Singapore is an expensive place to live, but it’s little things like this that give it

an appealing lifestyle where at least you feel like your money is getting you

something. It’s a shame it has so little company in its region.

THE FOLLOWING IS THE COMPILATION OF SOME OF THE CASE STUD-

IES:

Place - Aim Objectives Proposal/

Project Measures Taken

 To demonstrate  To develop pedestri-  To improve the

strategies to im- an facility design pedestrian LOS

Bangalore: prove level-of ser- guidelines for Ban- standards (by at

Integration vice with reor- galore city. least one level)

of street ganized vendor  Finding the improve-  A pedestrian foot-

vendors In spaces. ment strategies on path design with

foot de-  To develop general provision of space for guidelines for dif-

sign. footpath design street vendors on ferent widths of

guidelines for dif- pedestrian facilities footpath and pe-

ferent footpath  The impact of pro- destrian flow rate

widths and pedes- vision of space for are to be produced.

trian flows. street vendors on  The design guide-

pedestrian mobility lines are reported in

and level-of-service, terms of how many

using pedestrian mi- street vendors of a

cro-simulation. given size can be

systematically ac-
 commodated in

every 20m block

length of footpath

for different flow

rate levels.

 To explore the pos-  By identifying the  With shrinking pub-

sibility of developing possibility of making lic spaces in urban

Commercial Street commercial street a areas, places like

into a Pedestrian pedestrian- friendly Commercial Street

Only Street. street. could lead to en-

Bangalore:  The study done with hanced sociability

Pedestria- merchants and visi- and community

nisation of tors on Commercial mingling if ade-

Commer- Street as well as in quate measures

cial Street the malls in and are taken to im-

around Commercial prove the condi-

Street has shown tions for visitors to

that car-parking facili- the street.

ties are an important,

though by no means

exclusive, feature for

getting more busi-

ness.
  Shoppers are eager

to support programs

to make Commercial

Street a pedestrian-

only zone.

Bangalore:  The study investi-  Study reports Banga-  The study conclud-

Pedestri- gates the design - lore authorities need ed as no solution

ans at
Cross- safety -economic to ban parking on the can be arrived at by
roads
and policy issues footpaths by vehicles. increasing the in-

concerning existing  Parking on the foot- vestment of roads

pedestrian infra- paths was adopted to as vehicles would

structure in Banga- increase the capacity keep coming at a

lore and the public of the roads for the greater rate.

perception on pe- vehicular movements  The government

destrian issues (to prevent on street needs to wake up

parking). and decide as to

where it wants to

be in the future.

“Build footpaths and

the pedestrians

would come”
ABSTRACT

Gandhi Bazaar is an important street in Bangalore city in Basavanagudi Locali-

ty.

It is famous for its bustling market activity all round the year. During festivals,

the street attracts tremendous activity. The street houses vibrant informal activi-

ty on either sides of the road, number of restaurants, banks, clothes shops, puja

item shops etc.

Due to the high in flow of pedestrians to Gandhi Bazaar all through the day, it

was felt that, the stretch of Gandhi Bazaar main Road be Pedestrianised for the

safety of pedestrians and to keep up the vibrancy of the market.

INTRODUCTION

The core of any Bazaar (Market) is its spontaneity and the reason why a Bazaar

anywhere in India is so special. The paths that take you towards the bazaar are

territorialized by the informal sector; the paths within the market itself are pat-

terns of human interaction and movement that are generated only to disappear

again in a little while, to be created once more in another way. The vendor dis-

plays are simple creations that are changing and transforming themselves to

attract and to sell better. (Source: http://indianbazaars.blogspot.com)

SYNOPSIS OF THE PRESENT SITUATION - GANDHI BAZAAR

Gandhi Bazaar which is frequented by thousands and which is also a popular

meeting point for the residents of Basavangudi is today a bustling, noisy and

chaotic place. Shopping is also leisure time activity and the area is a social
meeting point, especially for senior citizens and women with children.

Gandhi Bazaar Main Road between KR Road and DVG Road is one of the prin-

cipal shopping streets in the heart of Basavangudi stretches for a short distance

of 300m, bordered on both sides by shops. This road connects Krishna Rajen-

dra Road and Bull Temple Road. Substantial pedestrian activity is seen along

the road due to the presence of commercial land use. Street vending / hawking

is observed on both sides of the road. The street exceeds its capacity during

peak hours by heavy bi-directional movement of traffic.

LAND-USE ANALYSIS

The study area Gandhi Bazaar sits on the vicinity of the Basavanagudi, which

had once been the cultural capital of Bengaluru. It is a residential and commer-

cial locality situated in South Bangalore bordering Jayanagar. The famous Lal-

bagh, falls as part of Basavangudi. As one walks along the main Gandhi Bazaar

road, one can see vendors stringing flowers into garlands with their dexterous

hands. The jasmines (mallige), tuberoses, marigolds, asters and roses are cou-

pled with leaves to make garlands for the temple deity or for a wedding cere-

mony. Early in the morning, between 5:30am to 10:00am, one can step into the

'Corporation market', which is on the main road and is primarily a flower market.

There are shops along the Gandhi Bazaar main road that also sell Silk sarees.

There is the Kancheepuram Silk Weavers 'Co-operative Society shop. There is

also the private Kancheepuram Silk showroom with a shop front that is more

modern. There is also the Kamat Bugle Rock, a great restaurant for a North

Karnataka thali, on Bull Temple Road.

SITE CHARACTERISTICS

The tremendous growth of the city over the past 10-15 years has placed signifi-

cant strain on the existing infrastructure and the effects of this growth can be

seen throughout the community. By driving and walking around Gandhi Bazaar

it is evident that, like most communities, emphasis was placed on the automo-

bile and not on the pedestrian movement. For instance,

most of the intersections within the town limits lack the basic treatments that are

needed to create a safe walking environment.

SIDEWALKS

Sidewalks are probably the most commonly used type of pedestrian facility in

any community across India. While recent efforts to provide well-designed

sidewalks are producing positive results. The majority of the existing sidewalks

within the city are located in newer residential subdivisions. Many of the town‘s

older neighbourhoods were developed before sidewalks were required, there-

fore most of these neighbourhoods don‘t have any sidewalks. The lack of side-

walks on the major roadways has created gaps in the overall system leading to

encroachment on roads. Moreover the existing footpaths are being encroached

by hawkers. The vendors occupy the foot paths blocking the movement of Pe-

destrians, which thereby causes major problem for traffic as well as pedestrians

PARKING

Parking space has been provided for two wheelers and Cars at different seg-

ments of road. Though there exists some illegal parking of vehicles on some

stretches, traffic police continuously monitor and offenders are penalized.

HAWKING AT GANDHI BAZAAR

Hawkers or micro-entrepreneurs‖ provide a wide variety of services and ameni-

ties to people, at convenient locations – with negligible investment and infra-

structural costs.

They keep streets clean, busy, vibrant and safe.

They provide a variety of cheaper food and retail

options.

They express our unique culture.

They generate self-employment for a large number of people.

HAWKING AT GANDHI BAZAAR

Hawkers are found everywhere in Gandhi Bazaar. Various kinds of hawking ac-

tivities are carried out mostly of Flowers, Fruits and Vegetables. The business

timing of these hawkers depends on the kind of hawking activities they are car-

rying out.The vendors occupy the foot paths blocking the movement of Pedes-

trians, which thereby causes major problem for traffic as well as pedestrians

Kind of Hawking Activities:

Vegetables/Fruits/Flower Shops

Clothes / Shoes / Toys / Accessories

Food Kiosk

Boot Polish

Temple Offerings

Cycle Repair
 Chai Wallas

Paan Wallas

Gandhi Bazaar main Road is also bordered by trees on either sides of the

street. The trees have a concrete base, upon which, the hawkers sell their

items. The hawkers occupy the road space up till these trees. The road space

within the border of these trees is also used for car and two wheeler parking.

There are: 8 trees on the Left Hand Side and 11 trees on the Right Hand Side

of the road.

Strengths

Better shopping experience for shoppers

World class facilities

Improved safety of pedestrians

Ample space for parking

Raise of income for shop owners/Hawkers

No cutting of trees

Environmental benefits ,Social benefits

Increased Public transport connectivity

NMT lane/NMT parking

Weakness

Making Gandhi Bazaar road for pedestrians

only will increase the vehicular traffic on other

bordering roads.

People need to take detour

Walking distance will increase

Opportunities

Designated hawker space

Disposal of wastes/recyclable materials

No plastic zone

Beautification of the area

Support from public

Support from Gov Agencies

Opportunity for controlling hawking

activities on the footpaths.

Revitalizes entire area

Threats

Decrease in income of hawkers

People stop coming to Gandhi

Bazaar and go somewhere else

for shopping.

Opposition from Hawkers/ Shop

Owners / General Public

Hawkers get displaced.

Pedestrianisation of Street Stakeholder and Situational Analysis

Respondents: Shopkeepers/Hawkers/Merchants/Customer

1. Type of business/ merchandise:

a. Clothes
 b. Restaurant/Bakery

c. Shoes/Leather items

d. Jeweler

e. Artifact

f. Grocery

g.Fruits/ Vegetables

h. Any other, please specify

2. On average, about how many customers visit you on a weekday and on a

weekend?

(A) Weekday: __________ (B) Weekend:

__________

a. Less than 25 a. Less than 25

b. 25-49 b. 25-49

c. 50-99 c. 50-99

d. 100-199 d. 100-199

e. 200 or more e. 200 or more

3.When do you usually find heavy rush of people on street?

a. From 10 am to 1 pm

b. 1 pm to 4pm

c. 4 pm to 9 pm

d. Throughout the day

4. What percentage of your customers or clients would you estimate drive to

Street and park in the area? __________ %

5. Do you think Street is safe for Pedestrians?

a. Yes b. No c. Can't say

6. If Street was changed to be a pedestrian only street; will it affect your busi-

ness?

a. Yes b. No

6.1. If yes, in which way?

a. Customer/clients will decrease b. Customers/clients will in-

crease

7. Will you like to test 'a day' when no vehicles/cars will be allowed on the

street?

a. Yes b. No

8. Will you support in making Street as the first, 'only pedestrian' street in Ban-

galore?

a. Yes b. No

9. What are your suggestions for making Street more safe and visitor friendly?
Thank you for your time!

Name of the surveyor: Date and time:

HAWKER’S PROFILE

Designated space for Hawking:

67% of hawkers feel that they must be given designated space for carrying out

their hawking activity, while 33% of people feel that they will carry their business

the way they have been doing for past years.

Pedestrianizing Gandhi Bazaar?

66% of hawkers feel that Pedestrianizing Gandhi Bazaar is good idea. And 46

% of hawkers feel that Pedestrianizing Gandhi Bazaar will increase their income

and it will provide good shopping experience for the shoppers.

Disadvantages of pedestrianization

54% of hawkers are afraid that their income will come down as number of peo-

ple visiting Gandhi Bazaar will get reduced as people might start going to some

other place for shopping.

Daily Earning

42% of hawkers said that their daily income is less than Rs.500. 37% and 11%

of hawkers are within the income range of Rs.500-1000 and Rs.1000-2000 re-

spectively. 10% of hawkers said that they are earning more than Rs.2000 in a

day.

VISITOR’S PROFILE

Sex and Age

63% of people interviewed were male and 37% were female. 69% of people in-
terviewed were between the age of 20 – 40 years and 16% of people were be-

tween the ages of 40 – 60.

Purpose of visiting Gandhi Bazaar

Majority of people visited Gandhi Bazaar for shopping purpose (57%). 14% of

people were at Gandhi bazaar for recreation purpose. And 10% of people were

at Gandhi Bazaar for business.

Frequency of trip

It was found from analysis that majority of people (35%) visit Gandhi bazaar

once in a week and 25% of people visit occasionally. 24% of people visit on dai-

ly basis for various purposes and 16% of people visit every alternate day.

Mode of travel

Majority of people commuting to Gandhi bazaar use two wheeler as their mode

of travel (56%), about 8% of people use public transport (Bus) and 26% of peo-

ple use car and 5 % of people walk to Gandhi Bazaar

Is pedestrianization a good idea?

About 32 % of people felt that pedestrianizing Gandhi Bazaar is a good idea, as

it would result in less polluted area and good shopping experience with in-

creased safety by the reduction of conflict points with vehicles and improved fa-

cilities for the shoppers.

Facilities that must be given to Public who come for shopping

When enquired about the facilities that must be provided for the shoppers who

come to Gandhi Bazaar for shopping, considerable amount of people recom-

mended that facilities like signage boards, Drinking water, Dustbins should be

provided.
 82% of people felt that parking space must be provided.

77% of people felt that wider footpaths for pedestrians should be provided.

52% of people felt that hawkers must be provided with designated place for

carrying out their hawking activity and shelter must also be provided.

Inconvenience of pedestrianizing

About 59% of people felt that pedestrianizing will make people walk more as

vehicles would not be allowed beyond a certain point. 54% of people felt that

public need to take detour as Gandhi bazaar main road being a very important

connecting road between various areas of Basavanagudi.

12% of people felt that the income of hawkers will come down as the number of

people coming to Gandhi Bazaar will get considerably reduced and people will

start going to some other markets.

SHOP OWNER’S PROFILE

Mode for commuting to Gandhi Bazaar

From the surveys conducted it was found out that 62% of shop owners use their

own vehicles (TW/Car) for commuting to Gandhi bazaar. They park their vehi-

cles in front of their shops. 31% of shop owners use buses for commuting to

Gandhi bazaar, while 3% and 4% of people use IPT and walking as their mode

of travel.

17% of shops are running their business here for less than 5 years, while 48%

of shops are operating for the past 5- 10 years. It was also found that 13% of

shops have been in running their business for more than 20 years.

Facilities to be provided in Gandhi Bazaar

When asked about their opinion on the facilities that were absent or that were
needed in the area,

34% of shop owners felt that parking space had to be given.

27% of shop owners felt that wider footpaths have to be provided for free

movement of

people.

45% of shoppers felt that people must be provided drinking water facilities.

49% of shop owners felt that dust bins must be provided.

37% of shop owners felt that hawkers must be given a designated space for

hawking.

16% of shop owners felt that connectivity of public transport had to be im-

proved.

24% of shop owners felt that signage‘s must be provided.

27% of shop owners felt that Gandhi bazaar must be vehicle free zone.

Advantages of pedestrianizing

26% of shop owners feel that pedestrianization is a good idea and 18% of shop

owners feel that that their income might increase because of pedestrianization.

38% of people feel that Pedestrianizing Gandhi bazaar will give good shopping

experience for the shoppers. 45% of shop owners feel that traffic congestion in

this area will get reduced and 30 % of shop owners feel that pedestrianizing

Gandhi bazaar will reduce air pollution.

Disadvantages of Pedestrianization

81% of shop owners feel that their incomes will come down. 79% of people feel
that walking distance will increase to parking lot. 60% of people feel that public

need to take a detour when this area is pedestrianzed.

RECOMMENDATIONS/ SUMMARY

Gandhi Bazaar sits in the Basavana Gudi area. It is a prominent Bazaar in Ban-

galore with bustling hawking activity and pedestrian movement.

The street market offers the pedestrians with many kinds of items, ranging from

food, fruits, vegetables, flowers, pooja items (offerings to God), plastic utilities,

clothes, handicraft items etc.

There are also, many shops in this area which offer clothes, mobile phones and

accessories, groceries, services etc.

This area is found congested during evening peak hours and during festival

seasons, when lots of users visit the area to shop for different items.

The Gandhi Bazaar road is a main road and carries high volumes of traffic.

At present, the rate of hawking activity is growing at a high pace. This would in

future lead to uncontrolled activity and may occupy the foot paths and the road

space if proper action and space allocation is not made.

Moreover, to make the shopping experience safer and convenient for the pe-

destrians who visit the area, proper precautions must be taken.

Primary surveys were conducted in the area that brought out the views of the

public who use the area, including, the hawkers, shop keepers and the visiting

people.

The pedestrian count across the Gandhi Bazaar is found to be very high.

The number of passengers boarding and alighting is high during peak hours.

Hawkers have encroached upon the foot path and road space in a very un-

organized manner.

>The present study has come up with various kinds

of pedestrianizing options that can be explored in the

area with their advantages and disadvantages.

>From the opinion surveys, it was found that, more

than 50% of the people opposed the idea of full

pedestrianization.

>People wanted the parking space to be retained.

>The key learnings from some of the case studies also indicate that, Provision

of parking has been the major determining factor for the success of the scheme.

>Hawkers felt that their business would be lost, if the

motor traffic is not allowed on the road.

> From the study, it was found out however that

designated and designed place for hawkers would

make it convenient for the hawkers, shop keepers

and the pedestrians.

>Designed and designated place for hawkers is

recommended to be allotted as per the product

categorization of hawkers.

RECOMMDENTIONS:

- a dedicated hawker zone be provided,

-wider foot paths be provided,

-mixed traffic should be diverted and not be allowed on the

main road,

-the existing Carriageway, 9 m wide should be used for

the two way bus movement,

-Parking of Vehicles should be strictly restricted in the

area.

-The stall spaces are provided in a modular form.

-Hawkers requiring larger spaces for hawking can buy the

extra space from the implementing agency.

-Provide for provision of facilities like trolley stands and

public toilets, new bus stops on either sides.

-It recommends that, the two approach roads also be

pedestrianised of proposed as legalized parking areas.

-A detailed description of the treatment of existing

tree spaces and renovation of flower market has been

provided.

Awareness and Sensitisation programme:

• Creation of awareness on the benefits of Walking.
• Need for sensitizing the drivers on the role of giving priority to pedestrians.
• Need for educating the traffic symbols and signs.
• Education on the road safety and design is a must – it should start early in
schools and ongoing to inculcate discipline and obligations/ rights of the user.
• The bus shelters must have bus bays and the drivers must be sensitized on
the
use of the stops.