The document discusses improving walkability in Hong Kong through better pedestrian networks. It notes that while Hong Kong residents rely heavily on walking, the existing networks have issues like long detours, level changes, lack of seating and wayfinding difficulties. It proposes developing comprehensive, multi-layered networks that provide more direct routes, integrate street level and above/below ground connections better, and improve amenities and signage. Case studies of networks in different districts are presented as well as recommendations to prioritize ground level access, address land issues, standardize wayfinding and create a more comfortable walking experience overall.
Walking in TST
On 18 July 2012, Paul Zimmerman of Designing Hong Kong and Simon Ng of Civic Exchange presented findings of their joint research under the title “Walking in TST” to the Harbourfront Commission. The ground level is segregated by major roads where all the pedestrian crossings have been removed. The subway system, a network of tunnels and basements owned by different parties, lacks connectivity and is difficult to navigate. A long list of fixes has been proposed:
• Plan for district networks, not just station networks
• Prioritize pedestrian connectivity at street level
• Crossing of Salisbury Road in front of the Peninsula
• Crossing of Kowloon Park Drive at Peking Road
• Widen effective footway (remove obstacles, widen pavement)
• Integrate parks and properties into pedestrian network planning
• Provide comprehensive climate controlled grade separated network
• Consolidate all below ground links as one network
• Expand the underground network
• Direct link from the MTR station to the waterfront
• Branding of the grade separated network
• Naming and icon
• Name each tunnel (same name as road above)
• Extent visual identity of properties underground (land marks)
• Standardize direction signage to entrances
• Standardize maps and direction signage inside
• Replicate a busy street: shops, seating, busking, …
• Enhance way finding
• Develop a mapping system for a layered city
• Create navigation applications for handheld and other devices
• North is north
• Create one consolidate pedestrian information system irrespective of ownership
• Single naming system for entrances & exits
• Enhance finding of barrier free access
• Identify barrier free routes
• Directional signage to barrier free access facilities
• Notices (such as lift repair) should be bilingual
Transit Oriented Development is the exciting fast growing trend in creating vibrant, livable, sustainable communities. Also known as TOD, it's the creation of compact, walkable, pedestrian-oriented, mixed-use communities centered around high quality train systems.
transit oriented development california
transit oriented development principles
examples of transit oriented development
transit oriented development abstract
transit oriented development case studies
transit oriented development hawaii
transit oriented development seattle
transit oriented development benefits
Urban transportation system meaning ,travel demand functions with factors, design approaches & modeling , types of mass transit system with advantages -disadvantages or limitations , opportunities in mass transport , integrated approach for transit -transportation system
Walking in TST
On 18 July 2012, Paul Zimmerman of Designing Hong Kong and Simon Ng of Civic Exchange presented findings of their joint research under the title “Walking in TST” to the Harbourfront Commission. The ground level is segregated by major roads where all the pedestrian crossings have been removed. The subway system, a network of tunnels and basements owned by different parties, lacks connectivity and is difficult to navigate. A long list of fixes has been proposed:
• Plan for district networks, not just station networks
• Prioritize pedestrian connectivity at street level
• Crossing of Salisbury Road in front of the Peninsula
• Crossing of Kowloon Park Drive at Peking Road
• Widen effective footway (remove obstacles, widen pavement)
• Integrate parks and properties into pedestrian network planning
• Provide comprehensive climate controlled grade separated network
• Consolidate all below ground links as one network
• Expand the underground network
• Direct link from the MTR station to the waterfront
• Branding of the grade separated network
• Naming and icon
• Name each tunnel (same name as road above)
• Extent visual identity of properties underground (land marks)
• Standardize direction signage to entrances
• Standardize maps and direction signage inside
• Replicate a busy street: shops, seating, busking, …
• Enhance way finding
• Develop a mapping system for a layered city
• Create navigation applications for handheld and other devices
• North is north
• Create one consolidate pedestrian information system irrespective of ownership
• Single naming system for entrances & exits
• Enhance finding of barrier free access
• Identify barrier free routes
• Directional signage to barrier free access facilities
• Notices (such as lift repair) should be bilingual
Transit Oriented Development is the exciting fast growing trend in creating vibrant, livable, sustainable communities. Also known as TOD, it's the creation of compact, walkable, pedestrian-oriented, mixed-use communities centered around high quality train systems.
transit oriented development california
transit oriented development principles
examples of transit oriented development
transit oriented development abstract
transit oriented development case studies
transit oriented development hawaii
transit oriented development seattle
transit oriented development benefits
Urban transportation system meaning ,travel demand functions with factors, design approaches & modeling , types of mass transit system with advantages -disadvantages or limitations , opportunities in mass transport , integrated approach for transit -transportation system
By Geetam Tiwari, Transportation Research and Injury Prevention Program (TRIPP), Chair and Associate Professor, Indian Institute of Technology Delhi (New Delhi, India)
Remco Suk'un 8 Nisan 2011 günü Sürdürülebilir Ulaşım 2011 Kocaeli'de yaptığı sunum.
Presentation done by Remco Suk on 8 April 2011 during Sustainable Transport 2011 Kocaeli, Turkey
Based on the mandate given in SDG 11, calling for promoting an affordable and sustainable transport, globally all nations are trying to come out with an agenda and a vision for achieving carbon neutrality. Nations must make commitment to promote emissions-free mobility as a fundamental human right; doing the best things for humanity and society to lead towards a better and sustainable future and proactively promoting a paradigm shift towards electrification and creating a hydrogen based society for bringing sustainability. Sustainable transport is known for its distinct and numerous social and economic benefits for the communities, cities, environment and ecology. Studies made and analysis carried out has concluded that; Sustainable transport can help create large number of jobs; improve commuter safety through investment in bicycle lanes; reduce use of fossil fuel ; minimize pollution and congestion, making cities walkable; and making access to employment and social opportunities more affordable and efficient besides decarbonizing cities and making urban settlements more livable and sustainable. Sustainable transportation offers a practical opportunity and simple method of saving people's time, improving people’s health increasing household income and making cities great places for happy, healthy and more productive living besides making investment in sustainable transport, a 'win-win' option and opportunity for all stake holders.’ Decarbonizing, Carbon Neutrality and Zero-Carbon must remain the prime agenda to redefine, promote and achieve the sustainable transportation in urban areas and to achieve the mandate/goals given in SDG11. Planet earth looks at how nations can minimize travel and make it sustainable for making human settlements more peaceful and livable.
The presentation provides an overall view of the urban transportation market in India. The presentation provides glimpse of development in different cities. It also tries to highlight the growth of ITS and AFCS market and the strategy of three key global players for India. You may send your feedback on jaaaspal@yahoo.com.
By Geetam Tiwari, Transportation Research and Injury Prevention Program (TRIPP), Chair and Associate Professor, Indian Institute of Technology Delhi (New Delhi, India)
Remco Suk'un 8 Nisan 2011 günü Sürdürülebilir Ulaşım 2011 Kocaeli'de yaptığı sunum.
Presentation done by Remco Suk on 8 April 2011 during Sustainable Transport 2011 Kocaeli, Turkey
Based on the mandate given in SDG 11, calling for promoting an affordable and sustainable transport, globally all nations are trying to come out with an agenda and a vision for achieving carbon neutrality. Nations must make commitment to promote emissions-free mobility as a fundamental human right; doing the best things for humanity and society to lead towards a better and sustainable future and proactively promoting a paradigm shift towards electrification and creating a hydrogen based society for bringing sustainability. Sustainable transport is known for its distinct and numerous social and economic benefits for the communities, cities, environment and ecology. Studies made and analysis carried out has concluded that; Sustainable transport can help create large number of jobs; improve commuter safety through investment in bicycle lanes; reduce use of fossil fuel ; minimize pollution and congestion, making cities walkable; and making access to employment and social opportunities more affordable and efficient besides decarbonizing cities and making urban settlements more livable and sustainable. Sustainable transportation offers a practical opportunity and simple method of saving people's time, improving people’s health increasing household income and making cities great places for happy, healthy and more productive living besides making investment in sustainable transport, a 'win-win' option and opportunity for all stake holders.’ Decarbonizing, Carbon Neutrality and Zero-Carbon must remain the prime agenda to redefine, promote and achieve the sustainable transportation in urban areas and to achieve the mandate/goals given in SDG11. Planet earth looks at how nations can minimize travel and make it sustainable for making human settlements more peaceful and livable.
The presentation provides an overall view of the urban transportation market in India. The presentation provides glimpse of development in different cities. It also tries to highlight the growth of ITS and AFCS market and the strategy of three key global players for India. You may send your feedback on jaaaspal@yahoo.com.
By J.Rekha Kammath
The study attempts to suggest a traffic free model for M.G. Road, for the stretch from Medical Trust Hospital up to Madhawa Pharmacy. This stretch has numerous shopping centres and eateries and entertainment centres on either sides of it. In addition, the stretch of road is very close to the proposed Vyttila bus terminal, at about a distance of 3 kilometers from the junction.
Sustainable Mobility Plan for Udaipur - 2014 by Ashutosh Nirvadyaacharixyzashu
Presentation made by Ashutosh Nirvadyaachari at a Seminar on Road Networks, Flyovers and Elevated Road Plans at Udaipur organised at Vigyan Samiti on 15 January, 2014
Transport Policies for Van Couver, CanadaSaumya Gupta
The presentation covers the Transport Policies of Vancouver. All data is from secondary sources, which are duly mentioned in the last slide. This was done as a part of an assignment of Transport Policy and Legislation.
Do not include any personal information as all posted material on this site is considered to be part of a public record as defined by section 27 of the Municipal Freedom of Information and Protection of Privacy Act.
We reserve the right to remove inappropriate comments. Please see Terms of Use for City of Toronto Social Media Sites at http://www.toronto.ca/e-updates/termsofuse.htm.
Elena Galli Giallini left Japan after she collected these scary images of rad...DesigningHongKong
Elena Galli Giallini left Japan after 18 years and moved to Hong Kong to restart her practice in Italian Japanese Architecture .The reason is told by these images she collected after the tsunami and nuclear contamination..
Blight of 'temporary' (1982) refuse facilities in Causeway Bay, Hong KongDesigningHongKong
Temporary extensions of the Gloucester Road Refuse Collection Point blighted Causeway Bay since 1982. Before Government starts charging residents for collecting their waste, the mismanagement of waste handling needs to be fixed.
Soon the Kowloon Central Route highway will be gazetted. The images show what a disaster the road engineers are creating for Kai Tak. The channel in Kai Tak has the same proportions as Marina Bay in Singapore and Darling Harbour in Sydney. See for yourself how Hong Kong is wasting a world class opportunity..
Preliminary Analysis of Potential Sites for New Boat Clubs in Hong KongDesigningHongKong
On Friday 16 December 2011, the Town Planning Board rejected the development of a marina,
hotel and luxury housing on Lamma. This, despite the financial firepower from a listed company, and the employment of a senior member of the Town Planning Board and a well-known person in Hong Kong's sailing scene. (Planning Application Y/I-LI/1 - http://www.info.gov.hk/tpb/en/plan_application/Y_I-LI_1.html). (http://www.bol-hk.com/)
The proposal from the developer who owns a few village and agriculture lots on Lamma was too far-fetched, but the large-scale marina, water sports and sailing centre captured the imagination of many and was strongly supported by the Home Affairs Bureau and Tourism Commission.
With our 1,000 kilometres of spectacular coastline, more than 250 islands and beautiful seas, Hong Kong is desperately short of facilities that allow the public to enjoy Hong Kong's waters for leisure, recreation and sports.
People are forced to use crumbling steps to get on and off boats in hot spots such as Repulse Bay and Deep Water Bay. Our few water sports and sailing centres are full. No one can afford the private marinas and their waiting lists for boat moorings are very long.
Hong Kong desperately needs public clubs where people can store and maintain boating equipment. Buses and the MTR do not welcome passengers carrying surfboards. No one has a garden or shed, or apartments big enough to store sports equipment.
The Home Affairs Bureau, which happily endorsed the destruction of Lamma, should take charge.
It has so far failed to ensure that man-made waterfronts, where there is no threat to the environment, have facilities for water-based leisure, recreation and sports. Ma On Shan, Kai Tak, Tseung Kwan O and Aberdeen/Ap Lei Chau are ideal with their road and rail access and large local populations. The opportunity for water activities on Junk Bay was identified as early as 1982.
Rather than a world-class municipal marina and sailing facilities, all that is available today in Tseung Kwan O is a small unlicensed private operator, the Hoi Fan Fishing Club, where you have to climb over fences and rocks to get onto a small rented sampan with an outboard engine.
Unless the bureau starts to care, the planned cross-bay bridge will block sail boats from using Junk Bay. And we will be able to look at the water, but not get on it and use it.
CitySpeak XII: The Water We Drink - Carlos Lo of Polytechnic UniversityDesigningHongKong
Where does the water we drink come from? Is there enough for everyone? Where will it come from?
Hong Kong's water supply comes from two sources: the rainfall we collect in our reservoirs (20-30%) and water we buy from the Mainland (70-80%). The current agreement for water from the Dongjiang, a tributary of the Pearl River, will expire in 2015. With demand for water growing sharply throughout the Pearl River Delta and the supply of water compromised by pollution and climate change, Hong Kong's future access to clean water is far from certain.
In our drive to become a sustainable city, should Hong Kong become self-sufficient? Should we increase the size of our reservoirs? Follow Singapore and recycle our waste water? Build plants to desalinate seawater? What other possible methods are there? Who's going to pay?
CitySpeak invites you to join Hong Kong officials, academics and planners in this discussion about our water issues.
The keynote speaker is Mr. LT Ma, Director of the Water Supplies Department, who will set the scene and outline the current situation in Hong Kong. The discussion will be moderated by Mr. Mike Kilburn, Environmental Programme Manager, Civic Exchange.
Background reading
"Liquid Assets -- Water security and management in the Pearl River Basin and Hong Kong" by Civic Exchange, November 2009 (http://www.civic-exchange.org/eng/upload/files/091204LiquidAssets.pdf). For more information about water in China, visit http://www.asiawaterproject.org/. Civic Exchange is a Hong Kong independent non-profit think tank. See: www.civic-exchange.org
Designing Hong Kong is a not-for-profit organisation focused on sustainable urban planning. See: www.designinghongkong.com
City Speak XII - Water We Drink: LT Ma of Water Supplies DepartmentDesigningHongKong
Where does the water we drink come from? Is there enough for everyone? Where will it come from?
Hong Kong's water supply comes from two sources: the rainfall we collect in our reservoirs (20-30%) and water we buy from the Mainland (70-80%). The current agreement for water from the Dongjiang, a tributary of the Pearl River, will expire in 2015. With demand for water growing sharply throughout the Pearl River Delta and the supply of water compromised by pollution and climate change, Hong Kong's future access to clean water is far from certain.
In our drive to become a sustainable city, should Hong Kong become self-sufficient? Should we increase the size of our reservoirs? Follow Singapore and recycle our waste water? Build plants to desalinate seawater? What other possible methods are there? Who's going to pay?
CitySpeak invites you to join Hong Kong officials, academics and planners in this discussion about our water issues.
The keynote speaker is Mr. LT Ma, Director of the Water Supplies Department, who will set the scene and outline the current situation in Hong Kong. The discussion will be moderated by Mr. Mike Kilburn, Environmental Programme Manager, Civic Exchange.
Background reading
"Liquid Assets -- Water security and management in the Pearl River Basin and Hong Kong" by Civic Exchange, November 2009 (http://www.civic-exchange.org/eng/upload/files/091204LiquidAssets.pdf). For more information about water in China, visit http://www.asiawaterproject.org/. Civic Exchange is a Hong Kong independent non-profit think tank. See: www.civic-exchange.org
Designing Hong Kong is a not-for-profit organisation focused on sustainable urban planning. See: www.designinghongkong.com
Where does the water we drink come from? Is there enough for everyone? Where will it come from?
Hong Kong's water supply comes from two sources: the rainfall we collect in our reservoirs (20-30%) and water we buy from the Mainland (70-80%). The current agreement for water from the Dongjiang, a tributary of the Pearl River, will expire in 2015. With demand for water growing sharply throughout the Pearl River Delta and the supply of water compromised by pollution and climate change, Hong Kong's future access to clean water is far from certain.
In our drive to become a sustainable city, should Hong Kong become self-sufficient? Should we increase the size of our reservoirs? Follow Singapore and recycle our waste water? Build plants to desalinate seawater? What other possible methods are there? Who's going to pay?
CitySpeak invites you to join Hong Kong officials, academics and planners in this discussion about our water issues.
The keynote speaker is Mr. LT Ma, Director of the Water Supplies Department, who will set the scene and outline the current situation in Hong Kong. The discussion will be moderated by Mr. Mike Kilburn, Environmental Programme Manager, Civic Exchange.
Background reading
"Liquid Assets -- Water security and management in the Pearl River Basin and Hong Kong" by Civic Exchange, November 2009 (http://www.civic-exchange.org/eng/upload/files/091204LiquidAssets.pdf). For more information about water in China, visit http://www.asiawaterproject.org/. Civic Exchange is a Hong Kong independent non-profit think tank. See: www.civic-exchange.org
Designing Hong Kong is a not-for-profit organisation focused on sustainable urban planning. See: www.designinghongkong.com
City Speak XI - Is transport the solution or the enemy? Simon Ng of HKUSTDesigningHongKong
Development and transport are closely related, but how do we connect the dots and guarantee a livable city for future generations?
Lifting the moratorium in Mid-levels, reducing the threshold for redevelopment and the constant pressure to increase density are all choking the older parts of Hong Kong with more traffic and roadside air pollution.
How do we deal with the increased traffic on new roads to the Mainland? How many more roads are we planning to build on our waterfront? Is there too much public transport clogging up our roads? Is replacing pedestrian crossings with subways and footbridges a good thing?
What plans are there for environmentally friendly transport and aesthetically more pleasing transport infrastructure in Hong Kong? Where are the hopes for making our city more pedestrian-friendly? Can new engine technology solve our problems? Could electronic road pricing help? Will the new rail lines be enough? Do we have a sustainable (transport) plan for our city?
Planners, engineers, academics and officials will discuss whether transport is our solution or our enemy.
Designing Hong Kong is a not-for-profit organisation focused on sustainable urban planning. See: www.designinghongkong.com
City Speak XI - Is transport the solution or the enemy? Pascal Dupont of AlstomDesigningHongKong
Development and transport are closely related, but how do we connect the dots and guarantee a livable city for future generations?
Lifting the moratorium in Mid-levels, reducing the threshold for redevelopment and the constant pressure to increase density are all choking the older parts of Hong Kong with more traffic and roadside air pollution.
How do we deal with the increased traffic on new roads to the Mainland? How many more roads are we planning to build on our waterfront? Is there too much public transport clogging up our roads? Is replacing pedestrian crossings with subways and footbridges a good thing?
What plans are there for environmentally friendly transport and aesthetically more pleasing transport infrastructure in Hong Kong? Where are the hopes for making our city more pedestrian-friendly? Can new engine technology solve our problems? Could electronic road pricing help? Will the new rail lines be enough? Do we have a sustainable (transport) plan for our city?
Planners, engineers, academics and officials will discuss whether transport is our solution or our enemy.
Designing Hong Kong is a not-for-profit organisation focused on sustainable urban planning. See: www.designinghongkong.com
2. Integration pays off
• Economic benefits of a free flow of people,
goods and services and the integration of our
transport network with the mainland have
been well established
• The 2022 Foundation
www.2022foundation.com
5. New demand for roads
• The design capacity of border crossings will be 188,000
vehicles every day.
• The average daily cross border traffic has been steady
around 42,000 crossings for last five years.
• Trucks dropped from over 60% to under 50%, and
private cars increased from 28% to over 40%.
• Without expansion of the port or manufacturing, the
spare capacity of 146,000 crossings a day will be filled
with private cars, up from the current 17,000.
• Our private car fleet is only 433,202 in 2011.
• The majority of future crossings will be taken up by
mainland vehicles.
6. No Park’nRide, No ERP
• Government decided that mandatory Park-and-
Ride would discourage the use of the border
crossings, and decided that drivers could use
parking at rail stations voluntarily. (2009)
• No land has been reserved for Park-and-Ride
facilities at border crossings (16 February 2012,
Eva Cheng, Secretary for Transport)
• No progress has been made towards a territorial
road pricing system to incentivize visitors to keep
their vehicles away from congested districts.
7. Residents pay the price
• Building more highways and bypasses in and to Hong Kong
will only add more cars faster to the queues as we simply
can’t absorb more cars in our dense urban areas.
• Mainland private cars and coaches will join the queues of
vehicles trying to get into Mong Kong, the tip of Kowloon,
Hung Hom, Kowloon Bay, North Point, Causeway Bay,
Wanchai, Central, Sheung Wan, Repulse Bay and Stubbs
Road.
• Touring visitors may not mind being stuck in traffic while
sightseeing
• Hong Kong residents will pay the price spending more time
in traffic to get essential things done: doctor visits, helping
out family, being in time for exams, ..
8.
9.
10.
11.
12. Congested network
• Hong Kong has a short 2,000km road network with the
highest density of vehicles only after Monaco.
• Over 3 decades we carefully crafted a transport policy
with rail as the backbone to steer the city clear of the
grid lock it suffered in the 1970s.
• The number of vehicles has been stable in Hong Kong,
except for the private cars which have jumped by 20%
over the last five years.
• As a result traffic congestion is increasing and the
average journey speed has dropped to 24.9km in
Kowloon and 21.3km on Hong Kong Island.
13. Pedestrians will pay the price
• Forget pavement widening or fixing intermittent footpaths,
to cater for more vehicles road improvements will
deteriorate the walkability of Hong Kong.
• Hong Kong will see more street crossings removed, and
more guard railings, footbridges and subways to stop
pedestrians from impeding the flow of traffic
• All resulting in crowding of footpaths, mind numbing
tunnels, detours and level changes, and more roadside air
and noise pollution.
• Every day 80% of Hong Kong’s residents walk to transport,
work, school, and shopping, and that will become even less
convenient.
15. Walking has its problems already
• Precinct study 2001
• “.. narrow and overcrowded pavements,
barriers to movement, pedestrian/vehicular
conflicts, unsatisfactory crossing facilities,
traffic pollution, unattractive streetscape,
inadequate weather protection, poor
signage, and unfriendly to the elderly and
people with disabilities.” (Townland, 2001)
16. Oh yes, more footbridges
• The Road Safety Review (Transport, 2004)
• “comprehensive segregated pedestrian
networks”
• to combine complete safety ‘with maximum
convenience’.
17. Oh yes, more comfortable footbridges
• The Hong Kong Government’s strategy for
encouraging walking is by implementing
• ‘comfortable all-weather walking corridors
which obviate the need to walk on the road,
• improve pedestrian safety and minimize short
motorized trips’ to reduce congestion, air
pollution, noise and allow further increases in
building density. (Letter from STH, 2010)
18. How many?
• Hong Kong has more than 1 footbridge or
tunnel for every two kilometers of road
(excluding footbridges and subways maintained
by private developers and the MTRC).
• The Highways Department is reported to be
maintaining 717 footbridges, 435 subways
(Audit, 2010) and 730km of railings as at
December 2009 (SCMP, 2010) while the total
road network was only 1,977km in 2007.
22. We don’t like level changes and detours
• A 2003 survey found that 70% of the respondents
preferred at-grade crossings to footbridges and
subways.
• Many pedestrians do not like to use footbridges and
subways because of the need to walk longer distances
involving staircases or ramps.
(Census, 2003) (TPDM, V6.10.4.2.3.xiii.h) (Appendix 7).
• Police reports of territory-wide pedestrian safety
campaigns show that pedestrians often ignore
footbridges and pedestrian subways and cross roads
climbing over kerbside fences and through central
reservations (Police, 2010)
23.
24. Designing Hong Kong Research 2011
• What do people prefer?
• How do people choose their routes?
• 98% residents
• 57% male, 43% female
• 78% between 22 and 55 years old
• HKI (42%), KLN (30%), NT/Islands (28%)
28. Hong Kong
A key component of a city’s LIVEABILITY
• 80% of Hong Kong people walk everyday
• Hong Kong is a walkable city: you don’t need a car to get around
• The challenge:
– how to make it enjoyable for people to walk longer
– how to make it enable people to walk further
• Resolve obstacles pedestrians face:
Detours, level changes, over-crowding, obstructions, conflict with
vehicles, inclement weather, air and noise pollution
• Offer route and level choice
Walkable streets, livable city
29. V
X
Comprehensive overlapping network with route and level choice
Typical Hong Kong pedestrian network: Limited choice, forced detours
Walkable streets, livable city
55. 20haResidential neighbourhoods are segregated from the leisure, recreation and sports activities
along the approach channel by roads, flyovers and amenity areas.
56. Can we create active corridors
with GFA for mixed uses under
and on top of road infrastructure
so that people can enjoy the area
around the approach channel, an
area which has potentially the
same properties as Marina Bay
and Darling Harbour??
97. Walkability
Global trend
A key component of a city’s LIVEABILITY
• Walking is good to health and the environment
• Pedestrian-First Approach to city planning
needed
• Pedestrian network is the city’s most important
public space, not only for transport, but also for
social life
• “People will walk when they can sit…”
• Choice is good
• Priority street level – truly public
98. Common Issues
• Long detours and level changes
• Street obstacles
• Universal access lacking
• Lack of seating
• Street aesthetics
• Way-finding obstacles, especially for people with
disabilities
A key component of a city’s LIVEABILITY
99. Principles for comprehensive multi-layered pedestrian networks
• Sufficient connectivity, allowing for ample route choice
– Preserve ground-level connections when possible (remove
barriers, add crosswalks)
– Allow travel without forced entrance into private shopping
areas
• Well-integrated level changes
• Diversity of amenities, public rights of access and recreation
• Comprehensive standardized way-finding system
A key component of a city’s LIVEABILITY
100. Recommendations
• Plan for district networks, not just station networks
• Resolve land premiums
• Prioritize pedestrian connectivity at street level
• Fix street level crossings – favour pedestrians
• Widen effective footway (remove obstacles, widen pavement)
• Integrate parks and properties into pedestrian network planning
• Provide comprehensive overlapping grade separated network
• Branding of the grade separated network
• Name tunnels and bridges (same name as road above/under?)
• Extent visual identity of properties (land marks)
• Way finding
• Standardize signage, maps
• Experience
• Seats and toilets
• Diversity and truly public spaces at all levels
A key component of a city’s LIVEABILITY