The second principle of sustainable architecture is life cycle design

(LCD). For the purpose of conceptual clarity, the life cycle of a building can
be categorized into three phases: pre-building, building, and post-building
(Kim & Rigdon, 1998).

The third and perhaps the most important principle of sustainable

design is humane design. This principle arises from the humanitarian and
altruistic goal of respecting the life and dignity of fellow living organisms.
Further examination reveals that this principle is deeply rooted in the need
to preserve the chain elements of the ecosystems that allow human
survival (Kim & Rigdon, 1998).

Furthermore, Kim and Rigdon (1998) stated the three strategies for
humane design between buildings and the greater environment, and
between buildings and their occupants: Preservation of Natural Conditions,
Urban Design and Site Planning, and Human Comfort.

People of all ages and abilities have easy access to their community
on foot and any kind of automobile is not needed for every trip (Creating
Walkable Communities, 1998).
Although due to the growing population, safety from vehicular traffic
and pedestrian congestion could be a problem. These leads to the
introduction and implementation of Skywalks.
Rotmeyer (2006) defined Skywalks as a networked connectivity that
acts not only as a public space linking together the built environment, but
also distances pedestrians from vehicular pollution while redistributing the
density of the ground layer.
These pedestrian systems can be conceived as a thickening of the
street level or a delamination of the ground plane into a second level
above or below grade. This doubling, or sometimes tripling, of the street
was described by urban critic Trevor Boddy in the 1980s as an analogous
city. (Yoos, J. & James, V., 2016).
Three interacting systems of circulation exist on campus service
vehicles, car access and parking, and pedestrian movement. Edwards
(2010) stated that many campuses suffer from the dominance attached to
road vehicles, leaving students to struggle parked cars and service yards.
Well-designed campuses give priority to pedestrian movement allowing
wide and generous spaces for foot movement and relegating roads to
minor areas to the rear of the campus building, he added.
Pedestrian routes provide necessary connection in every campus
building. Edwards (2010) said that the interconnections on the campus
should be thought of as a web of foot-based circulation with nodes and
sub-nodes at points of functional focus. The rhythm of movement on
campus reflects both the layout of the key buildings and the timing of
lectures. Pedestrian movement limits the size of the campus but helps
establish the sense of grain and intensity of life (Edwards, 2010).
Introduction of skywalks in a university will help improve the time
travel and productivity of students and faculties and staff. Skywalks link
buildings together by way of elevated walkways.
In Pedestrian Planning and Design, Fruin (1971) recommends that
the pedestrian planning process should rely on goals and objectives for
the planning, study design, inventory, data collection, analysis and
forecast, alternative plans, and design phase. He then proceeds to discuss
general criteria and design standards for pedestrian systems, outlining the
following goals and objectives for an improvement program dedicated to
pedestrians:

Safety

Security

Convenience

Continuity

Coherence

Attractiveness

Fruin emphasized that the last three objectives are essential to the
grade-separated pedestrian networks.

Earlier studies provide significant facts about pedestrian

demographic characteristics (such as age, gender) and how these
characteristics influence road crossing behaviour. Such studies have
focused on detailed experiments to find out the effect of age on road
crossing decisions with effect of vehicle distance or speed of vehicle
(Oxley et al., 1997; Lobjois and Cavallo, 2007). Most of these studies have
been carried out in a virtual environment. Road crossing behaviour with
respect to gender and baggage held has also been observed in various
studies. Males have a tendency to show more hazardous road crossing
behaviour than females due to less waiting time (Khan et al., 1999; Tiwari
et al., 2007).
Some studies have also addressed pedestrian road crossing
behavior by considering the effectiveness of educational training
programs (Dommes et al., 2012). Studies had identified the importance of
the environmental characteristics, such as type of crossing facility, traffic
volume and roadway geometry on road crossing behavior (Kadali and
Vedagiri, 2013). Some studies have also explored the pedestrian road
crossing behavior before and after re-construction of traffic facility (Gupta
et al., 2010).
According in SJC Campus renewal project (2016), skywalks are
designed as a connector to blend in with its surroundings. Skywalks
withstand high pedestrian traffic and outside the environmental factors
(e.g. wind and weather) providing a comfortable, safe environment for its
user. For security and aesthetic purposes, lights and emergency exits are
installed.
In Design Guidelines of Toronto (2012), it stated that the goal of
skywalk is to provide safe, pleasant, convenient and comfortable
pedestrian walkway networks.