The document discusses the importance of pedestrian mobility in urban environments, emphasizing the need for sustainable transportation solutions that prioritize walking. It highlights the benefits of walking, such as improved health and lower transportation costs, and outlines design principles for pedestrian-friendly infrastructure. Additionally, it addresses challenges faced by pedestrians in cities, including inadequate crossing facilities and safety concerns, while suggesting policy interventions and improvements for enhancing walkability.

1. Policy for Pedestrians

2. Structure
 Why Mobility
 Urban
 Regional
 Modes
 Why walk
 Problems
 Solutions
 Case studies

3. Why mobility
 Mobility + transport : socio-political issue in today's world.
 A prerequisite for economic success, social prosperity, and
general satisfaction of all actors in society.
 Sustainable mobility is the need of hour
 The dynamic development of traffic - especially in regard to the
growth of automobile traffic, the increasing tendency of
travelling ever greater distances, and demographic change -
poses an enormous scientific and technical challenge.
 Different related national research programmes for achieving the
objective should be co-ordinated with one another.
http://www.transport-research.info/web/programmes/programme_details.cfm?ID=3496

4. MODES
COMMUTER RAIL METRO RAIL LIGHT RAIL
Region Regiona Regional Regiona Regional Regional
al l Town l Town Town
Town Town Town
CBD CBD CBD
Peri-urban
Peri-urban Peri-urban
Area
Sub-urban Area Area
Sub-urban
Area Sub-urban
Area
Area
Regional Regional Regional
Regional Town Region Region
Town Town Town
a a
Town Town
TRAM BRTS MONO RAIL
Region Regional
Regional Regiona Regional al Town
Town l Town Town
Town
CBD CBD
CBD
Peri-urban Peri-urban
Peri-urban
Area Area Air
Area
Sub-urban Sub-urban Port
Sub-urban
Area Area Area
Region
Regional
al
Town
Town

5. Walking is the most fundamental
form of transportation
Walkability takes into account the quality of pedestrian facilities,
roadway conditions, land use patterns, community support, security
and comfort for walking.
• Land Use Setting • Street Design
• Community • Sidewalks
• Accessibility • Crosswalks
• Location of Destinations • Roadway Conditions
• Quality of Connections • Widths
• Traffic Volumes
• Traffic Speeds
• Site Design
• Accessible Pedestrian
• Pathways Signals
• Building Access ways
• Related Facilities

6. Pedestrian
 Pedestrians can generally be defined as persons
walking or jogging, persons using wheelchairs or
mobility aids, people walking their dogs, people with
children’s strollers, in-line skaters, and
skateboarders.

7. Benefits of Walking
Social Environmental Economic
1. Improved health 1. Decreased 1. Lower health care
2. Universal greenhouse gas costs
mobility: walking emissions 2. Increased
is available to all compared to employee
people, driving productivity due to
regardless of 2. Decreased physical activity
income, mobility, energy and overall
ability, age or consumption wellness
gender compared to 3. Increased
3. Energized driving attraction of new
communities: 3. More efficient use residents, small
walking supports of land businesses and
and encourages tourism
the growth of 4. Reduced personal
services within transportation
short distances, cost
fosters interaction

8. Sustainable transport
 According to Daniel Bongardt, March 2011, a more sustainable
transportation system is one that:
 Social dimension: Allows the basic access and development needs of
people to be met safely and promotes equity within and between successive
generations.
 Economic dimension: Is affordable within the limits imposed by
internalization of external costs, operates fairly and efficiently, and fosters a
balanced regional development.
 Environmental dimension: Limits emissions of air pollution and GHGs as
well as waste and minimizes the impact on the use of land and the generation
of noise.
 Degree of participation: Is designed in a participatory process, which

9. Pedestrians’ basic transportation
needs
Space to travel
 Design envelope
 Flow behavior
 Sidewalk zones
 Pedestrian facility width

11. Pedestrians’ basic transportation
needs
Connectivity and convenience

12. Pedestrians’ basic transportation
needs
Routes free of obstructions

13. Pedestrians’ basic transportation
needs
Routes free of obstructions
Comfort
1. Space for pedestrians must provide
barrier-free comfort for travelling and
waiting.
2. Comfort is affected by physical
obstructions,
3. The pedestrian’s separation from traffic,
shade (in summer), sunlight (in winter),
route illumination, and informal “eyes
on the street” provided by round-the-
clock pedestrian activity and
4. Urban design that focuses on windows,

14. Pedestrians’ basic transportation
needs
Character and a feeling of security and safety
• Safety should be inherent to the design of pedestrian
facilities: for example,
1. by providing smooth surfaces;
2. pedestrian ramps;
3. clearly marked pedestrian crossings;
4. signal timing, devices and operation for the
convenience of pedestrians; and
5. illumination onto pedestrian routes and
crossings.
• Security concerns for pedestrians include the risk of
injury caused by another person.
1. To mitigate security concerns, the principles of
Crime Prevention through Environmental Design

15. Policy interventions
1. Pedestrian environment
2. Missing links in new development
3. Rehabilitation and repair - existing system
4. Policy compliance/retrofit/upgrade
5. Missing links and system completion
6. Use paths (social trails)
7. Sidewalk maintenance
8. Pedestrian street crossings
9. Education and Enforcement.

16. Pedestrian environment
 Encouraging walking;
 Using a landscaped area
to provide a buffer zone
 Encouraging street
vendors and sidewalk
cafes;
 Using colored and textured
material to indicate
pedestrian facilities and
crossings
 Integrating street art
 Providing adequate
lighting;
 Providing public spaces
 Making other
transportation-related

17. Side walk improvement
The zone system divides the
sidewalk corridor into four
zones to ensure that
pedestrians have a sufficient
amount of clear space to
travel.
Zone Min. Width
Curb 6 in.
Planter/Furniture/Utility 24 in., 48 in.
if planted
Pedestrian Access Route 60 in.
Frontage 30 in.
Total Sidewalk Corridor 10 ft. – 12 ft.

18. Pedestrian crossing
At wide intersections,
pedestrian access
can be enhanced
through a variety of
features.

19. Streets which could be
pedestrian
 Commercial
 Play
 Institutional
 Heritage
 Old areas/ developments
 Uncontrolled high traffic volume / pollution levels

20. Commercial street should be:
 Area with concentration of unique and independently owned (or
managed) retail outlets and restaurants
 Short, walkable distances between stores and restaurants
 High volume of pedestrian, transit, and cycling visitors
 Existing “destination” street, which draws visitors from around the city
 Easily accessible by transit
 Supportive and cohesive merchant community

21. Commercial street can be appreciated by
following activities:
 Encourage interaction between merchants and the street
with sidewalk tables and displays
 Good marketing
 Get people into the street by planning for programming
(tables/chairs, performers, etc.)
 Collaborate! Work together with local merchants to
brainstorm ideas for the street and arrange programming
 Aim for good weather – people shop and stroll when
weather is warm but not too warm; plan your events
around months with favorable conditions.

22. “Walking trips in Metropolitan Cities”
•Share of walk trips in bigger cities (More than 10 million population)
is quite substantial.
•Mumbai 52%, Ahmedabad cycling and Walking 54%, Chennai 27%.
•In Delhi, capital of India, 40% roads do not have footpaths
2
3 CENTRAL ROAD RESEARCH INSTITUTE

23. Profile of Walkers
• Walking is the mode for the poor
• Mode of disrepute
• Pedestrians come from unauthorized colonies, slum
clusters and low-income areas
• They even cannot afford public transport fares
• Mostly laborers, students, housewives etc.
2
4 CENTRAL ROAD RESEARCH INSTITUTE

24. 2
5

25. Crossing Facilities
April, 2008 Study on “Pedestrian Safety at Urban
Intersections in Delhi revealed
• No pedestrian signal
• Very few pedestrian refuge islands
• Zebra crossings missing
• Lack of subways or poor design
• Inadequate crossing time
CENTRAL ROAD RESEARCH INSTITUTE

26. Available Pedestrian Facilities
 At 30% surveyed four arm intersections and 40% T-
intersections, encroachment was there
 Only at 10% four arm intersections and 21% T-
intersections, pedestrian Refuge Islands were available.
 So very few pedestrian crossing facilities are available.

27. Availability and Width of side walks
Intersection Side Walk Side Walk width
Type Availability (%age)
(%age)
< 0.9m 0.9 to 1.8 to >
1.8m 2.7m 2.7m
Four-Arms 86 11 22 39 28
T- 67 8 33 42 17
Intersections

28. Opinion of Pedestrians
SAFE SOMEWHAT SAFE ROAD TOO WIDE TO CROSS
TRAFFIC SIGNAL TIME INADEQUATE
UNSAFE VERY UNSAFE PARKED VEHICLES
CYCLISTS DO NOT STOP AT RED SIGNAL, WASTING TIME TO CROSS
17%
41% 27%
16% 32%
26%
6% 35%
FIG. 8.5.1 REASONS FOR INADEQUACY OF
FIG.8.1.1 HOW SAFE TO CROSS TIME TO CROSS THE INTERSECTION

29. Thank you !