FINAL REPORT ON WALKABILITY Edit Final Nov 1

A DESSERTATION ON
FACTORS AFFECTING WALKABILITY IN THE URBAN

CONTEXT- THE CASE OF NAGPUR CITY
submitted by
CHANDRAKANT Y. DHAWALE
Reg. No. 1180700001
MASTER IN LANDSCAPE ARCHITECTURE
SCHOOL OF PLANNING AND ARCHITECTURE

VIJAYAWADA
NOVEMBER 2019
Factor affecting the Walkability in the urban context- The case of Nagpur City 2
DECLARATION
I “Chandrakant Dhawale”, hereby declare that my dissertation paper titled “Factors

affecting walkability in the urban context- The case of Nagpur city” is a record of my
own work. It has not been submitted for the award of any degree anywhere else and wherever
I have incorporated any information from different sources it has been duly acknowledged.
Chandrakant Dhawale
Reg. No. 1180700001
Department of Landscape Architecture
School of Planning and Architecture
Vijayawada
ACKNOWLEDGEMENT
This term paper would not have been possible without the support of many people.
We wish to express our sincere gratitude to Dr. Iyer Vijayalaxmi Kashinath, Dissertation
guide who was abundantly helpful and offered invaluable assistance, support and guidance.
Our profound thanks to the library staff of school of planning and architecture for helping
us look for books and giving a helping hand whenever needed as well as to the people at the
printing section.
We would also like to acknowledge the help and support of all my classmates during the
semester. Above all we thank my family who have stood by my side and encouraged us
continuously.
Regards,
Chandrakant Dhawale
Reg. No. 1180700001
Vijayawada
CERTIFICATE
This is to certify that the dissertation on the topic “Factors affecting walkability in the
urban context- The case of Nagpur city” is submitted by Chandrakant Dhawale as a part
of two years post graduate programme in landscape architecture at school of planning and
architecture, Vijayawada is a record of original work carried out by him under professional
guidance. The content included in this term paper has not been submitted to any other
university or institute for award of any degree or diploma programme.
Signature
Dr. Iyer Vijayalaxmi Kasinath

Dissertation Guide
Vijayawada
Chandrakant Dhawale
Reg.No. 1180700001
Vijayawada
ABSTRACT
Walkability is a measure of how friendly an area is to walking. factors

influencing walkability include the presence or absence and quality of footpaths, sidewalks
or other pedestrian rights-of-way, traffic and road conditions, land use patterns, building
accessibility, and safety, among others. Walking has always been one of the important
modes of transport all over the world. During the second half of the twentieth century,
motorized modes, especially private cars, emerged. A situation of overdependence on
motorized transport evolved. Recently, the notion of reviving walking as one of the urban
transport modes started to emerge, especially in developed countries. Both research work
and professional practice now search for ways to rehabilitate urban areas in order to facilitate
walking and cycling. The present study is to investigate into the potentiality of walkable
pathways in Nagpur city, the second capital of Maharashtra and focused on the importance
of different factors over walkability. To understand this the study has been Carried out based
on the Global Walkability Index (GWI) which include the field walkability survey and
perception survey to understand the present situation of walkable pathways in Nagpur. the
study concludes that though it’s a developing city, it needs a proper planning considering
the importance of pedestrian pathways and different elements which affects the fearless and
smooth pedestrian movement. This report also emphasizes on the probable pedestrianization
solutions and several guiding principles needs to be employed in the process of urban
designing and landscape planning to have better and more effective pedestrian movement.
Contents
List of figures ........................................................................................................................ 8

List of tables .......................................................................................................................... 9
1. INTRODUCTION .......................................................................................................... 10
1.1 defining Walkability .................................................................................................. 10
1.2 Advantages of walkability ......................................................................................... 11
1.3 Factors affecting the walkability ............................................................................... 11
1.4 Aim ............................................................................................................................ 14
1.5 Need of study ............................................................................................................. 15
1.6 Objectives .................................................................................................................. 15
Main objective ................................................................................................................. 15
Specific objectives ........................................................................................................... 15
1.7 Limitations ................................................................................................................. 15
2. WALKABILITY SURVEY IN NAGPUR .................................................................... 16
2.1 why walkability survey in Nagpur….? ...................................................................... 16
2.4. Study Area ................................................................................................................ 16
2.5. Methodology............................................................................................................. 18
2.6. Field Walkability Survey .......................................................................................... 18
2.7. Pedestrian Perception Survey ................................................................................... 18
3.ANALYSIS AND RESULTS OF FIELD WALKABILITY SURVEY .......................... 19
3.1 Segment Analysis Impacting Pedestrian Behavior & Traffic Volume...................... 19
3.2. Land use Diversity in Segment Surveyed ................................................................ 21
3.3. Footpath Quality & Availability ............................................................................... 22
3.4. Facilities for persons with disability......................................................................... 24
4. ANALYSIS AND RESULT OF PERCEPTION SURVEY ........................................... 26
4.1 Travelling mode and pedestrian preference............................................................... 26
4.2. Pedestrian facilities and pedestrian perception ......................................................... 26
4.3. Safety and Pedestrian perception .............................................................................. 29
4.4. Amenities Available and Safety Concerns and comfort of Citizens ........................ 32
5. SOLIUTIONS AND CONCLUSION ............................................................................. 34
5.1 Amendments in Pedestrian and landscape Planning ................................................. 34
5.3 Pedestrianization solutions ........................................................................................ 35
5.4 Conclusion ................................................................................................................. 35

List of figures
Figure 1 Schematic sketch of proposed landscape related variables which shows the different
elemnts of streetscape .......................................................................................................... 14
Figure 2 Schematic sketch of proposed landscape related variables which shows the different
elements ............................................................................................................................... 14
Figure 3 Area selected for walkability survey in Nagpur .................................................... 17
Figure 4. Rough cuts on footpaths in times of india square ................................................ 21
Figure 5. Rough Patches on walkways and misuse of footpath .......................................... 22
Figure 6 Parking and shop extention on walkway............................................................... 24
Figure 7. Tree as obstruction for Wakability....................................................................... 24
Figure 8. Transformer on the middle of footpath ................................................................ 24
Figure 9. Pedestrian path's high and low cuts cause discomfort to persons with disability 25
Figure 10. during peak hours the road is fully crowded with vehicles that the people fear to
cross the road and such a motorised crowd havoc to the pedestrian. .................................. 30
Figure 11- No footpath consideration for some connecting roads and occupied by
unauthorised parking that no buddy will to go by walking to the place he would like to go.
............................................................................................................................................. 31
List of tables
Table 1- Type of footpath ................................................................................................... 19

Table 2- Litter presence ....................................................................................................... 19
Table 3- Overall cleanliness of the segment ........................................................................ 20
Table 4- Curvilinear or curb cuts on the footpath ............................................................... 20
Table 5- Type of landuse ..................................................................................................... 21
Table 6- Materials used for constructing footpath............................................................... 22
Table 7- Width of footpath .................................................................................................. 23
Table 8- Obstruction on footpath......................................................................................... 23
Table 9- Accessibility of wheel chair to footpath................................................................ 24
Table 10- Mode of transport use for less than 2km ............................................................. 26
Table 11- Fear while crossing the busy roads ..................................................................... 26
Table 12- - Respond given by drivers to pedestrian ........................................................... 27
Table 13- Rating on pedestrian facilities ............................................................................. 27
Table 14- Improvement like to have in pedestrian infrastructure ....................................... 28
Table 15- Proper management of hawkers .......................................................................... 28
Table 16- Feeling safe to walk during night time ................................................................ 29
Table 17- Type of vehicles causing havoc to pedestrians ................................................... 29
Table 18- Any location people like to walk but currently unable ....................................... 30
Table 19- Children prefer to walk on footpaths .................................................................. 31
Table 20- Facilities available in the area ............................................................................. 32
Table 21- Shading on walkways .......................................................................................... 32
Table 22- Lighting on footpaths .......................................................................................... 33
1. INTRODUCTION
1.1 defining Walkability

“The extent to which walking is readily available as a safe, connected, accessible and
pleasant mode of transport” (Transport for London, 2004).
“A measure of the effectiveness of community design in promoting walking and bicycling
as alternatives to driving cars to reach shopping, schools, and other common destinations”
(Rattan, Campese & Eden, 2012).
“The core meaning of the term relates to facilitating and encouraging walking trips by
providing both attractive routes and destinations and functional paths and routes”
(Fitzsimons, 2013).
Walking is convenient, it needs no special equipment, is self-regulating and inherently safe.
Walking is as natural as breathing—John Butcher, Founder Walk21, 1999
Walkability is a measure of how friendly an area is to walking. Factors influencing
walkability include the presence or absence and quality of footpaths, sidewalks or other
pedestrian rights-of-way, traffic and road conditions, land use patterns, accessibility, and
safety, among others. There is currently much talk about creating walkable environments
and improving walkability. Walking with documented benefits for health, environmental,
and economics of a city and has been identified as a strategy to solve numerous challenges
from the obesity crisis, lack of vibrancy to traffic congestion, environmental injustice, and
social isolation and have become a defining feature of sustained urban growth which is
considered essential in claiming a holistic idea of urban processes and growth throughout
the world.
Walking is also considered to be a clear example of a sustainable mode of transport,
especially suited for urban use and/or relatively shorter distances. Non-motorised transport
modes such as walking, but also cycling, small-wheeled transport (skates, skateboards, push
scooters and hand carts) or wheelchair travel are often key elements of successfully
encouraging clean urban transport. Walking is about pleasure as much as destination. It‘s
the most versatile form of travelling. One of the most important benefits of walkability is
the decrease of the automobile footprint from the community. Thus ‗carbon emissions can
be reduced if more people choose to walk. Increased walkability has also been found to have
many economic benefits both to individuals and to the public with increased efficiency of
land use including accessibility, increased liveability, transportation cost savings, economic
benefits from improved public health and catalyses economic growth.
In developing countries, like India, majority of the people have to walk or use public
transportation. Many cities are indirectly encouraging use of public transport through
introducing BRTS and/or MRTS projects thus increasing pedestrian movement. On the
contrary, we observe rapid growth of vehicles on road, new proposals for flyovers or
widening of roads and encourage more vehicles and the process continues, sometimes even
at the cost of footpaths and pedestrian convenience and safety thus, discouraging pedestrian
movement. Walkability is not just about having x‘ kilometres of footpaths, it is a package
that consists of various aspects, from availability and usability of footpaths, to safe at-grade
crossings, safety, amenities like lighting, shade and benches and respect that pedestrians get
from motorists.
1.2 Advantages of walkability
Increase in comfort for current walking population.
Comfortable last mile connectivity.
Reduced dependency on the car, if shorter trips can be made comfortably by foot.
More exercise, so better health for people walking.
Prioritization of public transport and non-motorized private modes in street design.
Reduced car use leading to reduced congestion and pollution.
1.3 Factors affecting the walkability
A walking path is a strip on the right of way (ROW). It may be a sidewalk on a street or a
pathway in a public space. Usually, it is defined by different levels, different floor finishings,
or by plants and other furniture elements. A set of 15 landscape related factors that have a
potential role in walkability. The selected factors could be classified into four main groups.
These groups are path profile, route anatomy, hardscape features, and softscape elements.
The first group of path profile describes the general profile of the path. It focuses on the
width and
Classification of Different factors affecting the walkability.
a) Path profile b) Route anatomy b) Hardscape d)Softscape

elements elements
01.ROW width 05. Path-streets 10. Anti-slipping 14. No. of trees and
intersections. level of flooring palms.
02.ROW enclosure 06. Access points to 11. No. of seats 15. Area of ground
ratio residential along path cover elements.
activities.
03.Path width. 07. Access points to 12. Shaded area of

non-residential walking zone
activities
04.Walking strip 08. Barriers 13. Path

zone width between path and illumination level.
ROW
09. Path-floor
height.
In the following, a brief description of each variable is introduced. The description includes
how to measure each variable and the measuring scale and unit.
• ROW width (V01): It is the total width of the public space where the path exists within it.
The ROW is usually enclosed by buildings or fences on both sides. It allows the right to pass
through urban components. Besides, it affects the quality of included paths. It will be
measured in meters.
• ROW enclosure ratio (V02): This variable describes the section view of the ROW. It
illustrates how the edges (buildings, fences, trees, etc.) create the boundaries of the ROW.
It plays an important role in the spatial perception of the path. It is calculated by dividing
the average height of edges by the width of the ROW.
• Path width (V03): It is the width of the path itself, which is only a part of the ROW. In
case of streets, it would be the width of the sidewalk. It may include some street furniture
such as seats, trees, or lighting poles. It is the zone that is prohibited to motorized mobility.
The width will be measured in meters.
• Walking strip zone width (V04): It is the width of the zone that is dedicated to walking
only. It is a part of the sidewalk that is free from all street furniture or elements. It will be
measured in meters.
• Path-streets intersections (V05): It is the number of street intersections that exist along
the path. These zones witness interferences between both motorized and nonmotorized
transport. Pedestrian have to cross the streets. Intersections are considered to be dangerous
spots along paths. It is measured by counting.
• Access points to residential activities (V06): This variable counts the number of access
points to residential buildings that exist along the path. The access points include gates at
fences, doors at buildings, and terraces entrances. At these points, users may stop, waiting
to enter the buildings or to meet someone or pick up something. This may interrupt the
walking activity of other users. It is measured by counting.
• Access points to non-residential activities (V07): It is similar to the previous variable
but deals with non-residential activities. Access points include civic center’s entrances, café
seating areas, shops display windows, etc. At these points, users may stop, wait to enter,
have a look, meet someone, or pick up something. This may interrupt the walking activity
of other users. It also may distract pedestrian attention. It is measured by counting.
• Barriers between path and ROW (V08): As the path is only a part of the ROW,
longitudinal barriers that separate the path and other parts of the ROW may exist. In streets,
sometimes sidewalks are separated from the pavement by fences or shrubs. These barriers
may restrict the movement of pedestrians as they reduce accessibility. Parked cars also create
a barrier. This variable is measured by the percentage of barriers’ length in relation to the
total length of the path.
• Path-floor height (V09): This variable measure the height of the path in relation to the
level of the ROW floor. In streets, it is the height of the sidewalk at the curb line. It is
measured in meters.
• Paving as flooring materials (V10): Paving material is one of the most important
characteristics of good outdoor floors. A slippery floor is dangerous and not comfortable to
walk on. This variable is measured by a scale of three grades. Zero grade is for smooth
flooring, one grade for semi-rough flooring, and two grades for rough flooring.
• No. of seats along path (V11): Seating facilities are important street furniture. They are
widely used in paths and sidewalks. It includes all types of furniture that could be used as a
seat. It offers the opportunity to have a rest, wait for someone, or do other outdoor activities.
It is calculated by dividing the number of existing seats by the total length on the path then
multiplied by 100.
• Shaded area of walking zone (V12): Shading is an important facility in a landscape. It
offers shelter from direct sun rays, rainwater, and snow. It includes all types of both
hardscape and softscape elements that create shading on the path. Pergolas, tents,
cantilevers, and shading trees are all included. It is measured by the percentage of the path
area that is shaded in relation to the total area of the path.
• Path illumination level (V13): Adequate levels of illumination are an important
requirement of a walkable path. Good illumination offers a level of safety that encourages
people to use the path at night. Due to measuring constraints, this variable will be estimated.
Three degrees of illumination, low, moderate, and high, are determined and translated to
degrees of zero, one, and two respectively.
• No. of trees and palms (V14): Generally, plants enhance the beauty, air quality, and the
image of a path. This variable focuses on the tall plants such as trees and palms. It measures
the density of these plants along the path. It is calculated by dividing the number of existing
plants by the total length of the path then multiplied by 100.
• Area of ground cover elements (V15): This variable is similar to the previous one, but
focuses on the ground cover plants. It measures the percentage of path-floor that is covered
by ground cover plants. Actually, these areas could not be used for walking.
Figure 1 Schematic sketch of proposed landscape related variables which shows the different elemnts of streetscape
Figure 2 Schematic sketch of proposed landscape related variables which shows the different elements
1.4 Aim
To investigate the parameters affecting the walkability in urban areas and ascertain
qualitative assessment of pedestrian facilities, walking conditions and its sustained
durability in terms of comfort, functions, aesthetics, safety and security.
1.5 Need of study

In most Indian cities people who commute by walking outnumber those who use their
vehicles. Yet, the walkers remain invisible in the maze of motorized traffic that chokes our
roads. Pedestrians walk in extremely unsafe and hostile conditions, in constant conflict with
motorized traffic and are easy victims to crashes and accidents. It is ironical that despite
such high share of walk trips the cities are not walkable.
Walkability simply reflects the quality of walking facilities and conditions that make
walking safe, comfortable and convenient.
1.6 Objectives
Main objective
The present pedestrian network within the study area in the Nagpur essentially needed
features such as safety, comfort, attractiveness, directness, coherence, equity of access etc.
As such this study aims at formulating broad Urban Design Guidelines and conclusions for
more effective and comprehensive planning and landscaping for pedestrianisation for the
selected study area. This would mainly enhance road safety for pedestrians and improve the
overall environment for them.
Specific objectives
To investigate the need for Pedestrian design guidelines.
To investigate the parameters which help making space walkable.
To find out the problems faced by pedestrians/ users.
To acknowledge and evaluate evolving perceptions of pedestrians about the pedestrian
facilities provided and their preference on potential facility up gradation.
To engage, encourage and create awareness among general public, planners and policy
makers on pedestrian rights.
1.7 Limitations
My research study is limited to areas within the Shankar Nagar to Law College Square and
surrounding areas in Nagpur. The analysis includes site investigations, pedestrian inventory,
discussions and interviews. The study seeks to identify the pedestrian problems in the
Dharam Peth, Gokul peth and Ram Nagar area subject however to the constraints of time
and resources, which restrict exploration of all elements, concerned.
2. WALKABILITY SURVEY IN NAGPUR
2.1 why walkability survey in Nagpur….?

Nagpur is the third and thirteenth largest city in Maharashtra and India respectively. Rated
as one of the greenest and cleanest city among tier two cities, Nagpur is also economic and
social centre of Vidarbha region of Maharashtra. Winter session of Maharashtra State
Legislative Assembly takes place in Nagpur which makes it second capital of Maharashtra.
As per the figure available with Nagpur Municipal Corporation (NMC) which is based on
2011 Census, its urban metropolitan population is 2,497,777. Male constitute almost 51%
and female 49% of the total population. Average population density is quite low in Nagpur.
Nagpur has population density of 11056 persons per square kilometer. Most of the
peripheries of Nagpur records dismally low population density with few exceptions. Almost
all the density is concentrated in cities central locations and bustling residential cum market
places. Nagpur has total number of 446 identified slums by NMC. Total slum population is
8,58783 which is 36% of the total population of Nagpur City. Data estimate from
Department of Traffic suggest that around 1.4 million population posses registered vehicle
where Nagpur total population is 2.5 million. Nagpur witnessed 1099 road accidents in 2014
which took toll on life of 280 persons. In initial three months of 2015, almost 63 persons are
dead caused by road accidents (Lokmat Samachar, 4th May, 2015). This walkability
research report would purely be an attempt to understand city-citizenry practice and claims
essentially on safe walkability and various factors affecting the prospect of walking freely
and safely on roads and streets. This work also attempt to understand the mood of the people
about rampant abuse of the existing pedestrian facilities which subsequently offers a
framework understanding on preliminary walkability behavior processes and would guide
us for possible solutions in future which improves pedestrianization. This walkability
research is undertaken in the area of Shankar Nagar, Dharam Peth, Gokul Peth and Ram
Nagar i.e. the stretch from Shankar nagar to ravi nagar square and its surrounding area in
Nagpur which is marked as potential zone for study.
2.4. Study Area

The stretch of 1.3 km from Shankar Nagar Square to Law College Square is taken for
walkability survey. The stretch has Gokulpeth and Dharampeth area on either side of the
road. Most of the areas are either bustling market & commercial places or reportedly famous
for being student’s juncture because of colleges and institutions. Few areas are traditional
residential cum commercial area. As it is one of the well-known market place in the city.
The area is fully crowded with people specially in evening time with lots of walkability
problems so based on its potentiality this segment chosen for the study to understand the
issues and factors affecting the walkability.
Figure 3 Area selected for walkability survey in Nagpur

2.5. Methodology
The methodology used in the study is based on the Global Walkability Index (GWI), which
include a field walkability survey. The study includes perception survey of pedestrians
regarding the walking environment in the city and analyses the pedestrian volume at selected
points through walkability observation survey. The field walkability survey and pedestrian
perception survey were done, Analyse and worked out results of the survey.
2.6. Field Walkability Survey
A field walkability survey is a qualitative assessment of walking conditions including safety,
security and convenience of the pedestrian environment. The survey is carried out in the
Dharam Peth and Gokul Peth area which is a mixed use area within the city Nagpur in the
month of October 2019. Segmentation of the roads was done by analysing the intersections
and junctions along each section of the road. A questionnaire previously developed and
analysis of the corresponding area has been carried out.
“Redistribution of space away from cars to create space for people, community and
connected living. Slowly but surely, cars will be squeezed out of our cities”- Phil Gray
2.7. Pedestrian Perception Survey
A pedestrian perception survey was conducted in order to evaluate pedestrians' perception
of current walking facilities available in Nagpur. Their perceptions about future
improvements were also studied. 30 pedestrians were randomly intercepted for the survey
targeted from the study area in the city. These localities were selected based on traffic and
pedestrian movement related reports covered often in newspapers.
3.ANALYSIS AND RESULTS OF FIELD WALKABILITY

SURVEY
This section discussed about the existing pedestrian environment and quality of such
facilities made available for the citizens.
45% 42%
40%
35%
35%
30%
25% 23%
20%
15%
10%
5%
0%
both side one side no footpath
Table 1- Type of footpath
3.1 Segment Analysis Impacting Pedestrian Behavior & Traffic Volume

The study results depicts that around 42% of the roads have footpaths on both side of the
road whereas 23% have footpaths only on one side. Unfortunately 35% of the roads don't
have any foot-paths at all.
25%
20%
20% 18%
14%
15%
12%
10% 8%
5%
5%
0%
Table 2- Litter presence

Major highlight of the litter on each segment is garbage dumped which covers around 13%.
Cigarette bidi and cans-bottle constitute 35% and 25% respectively. Broken glasses dumped
on road in the segment constitute 35%. Urine smell is noted as one of the hygiene issue in
the segment which is mentioned by one third of the respondents.
60%
52%
50%
40%
30%
30%
22%
20%
10%
0%
Fair Good Poor
Table 3- Overall cleanliness of the segment
Around 22 % of the footpaths are quite fair in terms of cleanliness and provide an average
usable satisfaction with some physical discrepancies.52% footpaths are poor in terms of
physical inconsistencies and overall average cleanliness. Around 30% of the footpaths do
fall under good category with few physical discrepancy and standard cleanliness.
60%
52%
50%
40%
30% 26%
22%
20%
10%
0%
all Intersections Some Intersections N/A
Table 4- Curvilinear or curb cuts on the footpath

Figure 4. Rough cuts on footpaths in times of india square
3.2. Land use Diversity in Segment Surveyed
40% 37%
34%
35%
30%
25%
20%
20%
15%
10% 9%
5%
0%
Residential Commercial Mixed Use Other
Table 5- Type of landuse
As this is one of the market place in the city maximum area with has mixed land use (37)
whereas 34 percent of area is occupied by commercial buildings and 20 percent with
residential.
3.3. Footpath Quality & Availability
30%
25%
25%
20% 20%
20%
15%
15%
10%
10%
6%
5% 4%
0%
Paving Concrete Bitumen Slab Tiles Dirt/sand N/A
Table 6- Materials used for constructing footpath
Quality of footpaths is one of the important determinants of its sustainable use and
availability. Around 25% footpaths are constructed using paving blocks, while 20% of
footpaths are built using tiles and 15 percentage are constructed by using slabs. Other
materials like bitumen and dirt sand are used 10% and 6% respectively.
Figure 5. Rough Patches on walkways and misuse of footpath

50%
45%
45%
40%
35%
30%
25%
25%
20%
15% 15%
15%
10%
5%
0%
less than 2 ft 2-4 ft More than 4 ft N/A
Table 7- Width of footpath
Width of footpaths reflects safety for the pedestrians who uses it. In survey, it was found
that 45% of the walkways do have width of two to four feet while 25% of walkways have
the width less than 2 ft. 15% of the walkways have width of more than 4.
30% 28%
24%
25% 21%
20%
14%
15%
9%
10%
4%
5%
0%
Table 8- Obstruction on footpath
Obstruction on the footpaths or walkways is endemic feature of our cities and Nagpur is no
exception. Most of the walkways are hindered spaces. Around 21% obstruction is caused by
car and motorbike while Car exit and entry cuts on the roads amounts to 24% of the
obstruction caused to walkways. Daily uses such as goods shops and unprecedented increase
in pillars and cables features with obstruction rate of 9 % and 17% respectively. There is
some positive obstruction like trees, which accounts for 4%. Vendors constitute 14% of the
obstructions. Vendors are quite a cultural appeal to our localized pattern of food purchasing
and consumption habits. This issue is much contested than ever thought in our urban spaces.
Figure 8. Transformer on Figure 7. Tree as obstruction Figure 6 Parking and shop

the middle of footpath for Wakability extention on walkway
3.4. Facilities for persons with disability
90%
80%
80%
70%
60%
50%
40%
30%
20%
20%
10%
0%
Yes No
Table 9- Accessibility of wheel chair to footpath
Three fourth of the stretch has absolutely no provision for persons with disability. Only 20%
o footpaths are accessible for them. Any other enabling provision for special people like
availability of wheel chair on crossing juncture is still ,a radical concept for the city.
Figure 9. Pedestrian path's high and low cuts cause discomfort to persons with disability
4. ANALYSIS AND RESULT OF PERCEPTION SURVEY
4.1 Travelling mode and pedestrian preference
35% 33%
30%
30%
25%
20% 17%
15% 13%
10%
5% 3% 3%
0%
Walk Cycle Auto Public Car Motor bike
Transport
Table 10- Mode of transport use for less than 2km
33% admitted walking as the best way to reach a shorter distance like within two kilo meter.
30% suggested of using motorbike to cover the distance. 13% say using of auto services
while public transport does not get any mention. 3% acknowledged cycling to reach the
shorter distance. The preference for non motorised transport such as cycling is in the decline
needs to be pushed further.
4.2. Pedestrian facilities and pedestrian perception
70% 67%
60%
50%
40% 33%
30%
20%
10%
0%
Yes No
Table 11- Fear while crossing the busy roads
Fear while crossing roads is reported to be very high. 67% people in the surveyed area fear
while crossing the road.
70% 63%
60%
50%
40%
30% 27%
20%
10%
10%
0%
Yes No Don’t know
Table 12- - Respond given by drivers to pedestrian
Majority of the respondents shared that drivers give less care to pedestrians and cyclists.
This needs to be addressed at the various levels by government officials and NGO's.
35%
30%
30%
25% 23%
20% 20%
20%
15%
10% 7%
5%
0%
Worst Bad Ok Good Best
Table 13- Rating on pedestrian facilities
Almost 30% rate pedestrian facilities are adequate enough while 20% call it worst and 23%
call it bad. One third of the respondents mentioned as bad which shows considerable amount
of efforts have to go in for pedestrian facilities.
60%
50%
50%
40% 40%
40%
30% 27% 27% 27%
20%
20%
10%
0%
Table 14- Improvement like to have in pedestrian infrastructure
Pedestrian perception on facilities has some remarkable feature to reflect on. 78% wants
improvement in street lighting. 27% believes enforcement of laws as a facility and Half of
the population demands wider footpaths. 40% talk of clean footpaths and 40% wants
removal of all obstructions from the footpath. 27% wish safer crossing points.
This gives clear idea on the issues people faced daily and in what are the areas concerned
officials have to put their efforts.
70%
60%
60%
50%
40%
30%
20% 20%
20%
10%
0%
Yes No Not sure
Table 15- Proper management of hawkers
Three fourth of the population wants proper management for hawkers whereas 12% does
not see them as a problem.
4.3. Safety and Pedestrian perception
80% 73%
70%
60%
50%
40%
30% 27%
20%
10%
0%
Yes No
Table 16- Feeling safe to walk during night time
City seems to be relatively safe for people to move around even at night, which is a positive
point. But the figure shows that there needs to be considerable amount of effort for people
to feel proud about their city.
60%
50%
50%
40%
40%
33%
30% 27%
20% 17%
10%
3%
0%
motorbikes Auto Car Bus Truck Other
Table 17- Type of vehicles causing havoc to pedestrians
Bus and autos top the chart in causing havoc to pedestrian. Whereas 33% car,
27% motorbikes and 17% trucks hovoc tio pedestrians.
Figure 10. during peak hours the road is fully crowded with vehicles that the people fear to
cross the road and such a motorised crowd havoc to the pedestrian.
35% 33% 33% 33%

30%
30%
25% 23%
20%
20% 17%
15% 10%
10%
5%
0%
Table 18- Any location people like to walk but currently unable
Places that people would like to go for walking are religious institutions, parks, work place,
big stores for purchase and entertainment facilities. This shows that if facilities are provided,
people do prefer to have accessibility to these locations by non-motorized transport. This
point back to the design and planning one should look at when city envisage facilities for
the citizens.
Figure 11- No footpath consideration for some connecting roads and occupied by unauthorised
parking that no buddy will to go by walking to the place he would like to go.
70% 63%
60%
50%
40%
30% 27%
20%
10%
10%
0%
All the times Never Sometimes
Table 19- Children prefer to walk on footpaths
Though the survey says sometimes childrens prefer footpaths to walk upon but the target
should be that they like to walk on footpaths all the time.
4.4. Amenities Available and Safety Concerns and comfort of Citizens
60%
50% 50%
50% 47%
40% 37%
30%
23%
20%
10%
0%
Seating Toilets Trash beans Signages vendors
Table 20- Facilities available in the area
Most of the area do have trash bins and toilet facilities which take care of the basic necessity
of the citizens. Half percentage does mention about the seating facilities available in the
segment, which is quite people friendly . In addition to this, a little above half percentage
has the presence of street vendors which is actually a good sign for city's livability and
safety.
50% 47%
45%
40%
35% 33%
30%
25%
20%
20%
15%
10%
5%
0%
Many Some Very few
Table 21- Shading on walkways

Results of study says that the shading of walkways needs to be improved. As Nagpur has a
hot and dry climate properly shaded walkways will defiantly encourage the people to use
the footpaths.
50%
45% 43%
40%
35%
30%
30%
25%
20%
20%
15%
10% 7%
5%
0%
Best Good Bad Worst
Table 22- Lighting on footpaths

Results says, the street has quite good amount of lighting but needs improvement.
50% 47%
45%
40%
35%
30%
25%
20% 17% 17%
15% 13%
10% 7%
5%
0%
1 to 2 2 to 4 4 to 6 6 to 8 8 to 10
Table 23- Grading of Pedestrian walkaway(overall)

Overall grading done by people for this area conclude that the present condition of the
walkability needs to be improvised.
5. SOLIUTIONS AND CONCLUSION
5.1 Amendments in Pedestrian and landscape Planning
To have better and more effective pedestrian planning, several guiding principles should be
employed in the process:
1. Linkage
Pedestrian routes should be clear, direct and with signage for easy recognition. They
should be free of barriers to users (including those requiring special needs) and take
pedestrians directly to where they want to go. Mechanized pedestrian facilities such
as escalators, lifts and travellators could be considered to enhance pedestrian
linkages and overcome level differences.
2. Safety
Pedestrian and vehicular conflict should be minimized. The design should enhance
pedestrian safety and personal safety. Footways should be separated from vehicles
and pedestrian facilities should be well-lit. Passenger and operators’ facilities and
security and safety installations: such as queue railing, toilets, seating facilities,
ticket machine, public telephones, fire-fighting equipment, CCTV, regulators‘
office, etc. Subject to availability of space, it is recommended that these essential
facilities should be provided at the public transport interchanges.
3. Accessibility and Comfort
Accessible and properly designed pedestrian facilities as well as adequately wide
footpaths with rationalized street furniture, landscaping, good air circulation and
where possible, weather protection measures, should be provided. Passenger
information facilities: such as passenger information centre/kiosk, direction signs,
route/destination display, departure time indicator, etc. To enhance passengers to
transfer between modes, an efficient message display and directional signs or public
announcement system which helps channelize passengers to their required
destinations should be provided.
4. Attractiveness and Vibrancy
The pedestrian environment should be attractive, and identifiable. Suitable
pedestrian areas could be used for a variety of activities such as outdoor
performances, seating area, etc.
5. Pedestrian Connectivity in Land Use Planning
Pedestrian connectivity should be incorporated in the land use planning process;
provision of pedestrian spine, landscaped deck, walkway/subway system and open
space; and planning of pedestrian network within large public and private residential
estates as well as major developments.
5.3 Pedestrianization solutions

1. The walkways should be provided at every new & renovated transport facility with a
buffer zone of 1.2 to 1.8 m to separate pedestrians from the streets and give them shades
from harsh summers.
2. Pedestrian walkways can be sub-divided into three zones, namely the Through Zone,
Street Furniture and Greening Zone (SF&GZ), and the Building Frontage Zone.
3. Crosswalk (zebra crossing) should be marked at every desired location for warning
motorists about the pedestrian right of way. “MORE ZEBRA CROSSINGS WILL
DECREASE TIME & INCREASE DIRECTNESS OF ROUTE.”
4. Street lights should be installed of good quality and at desired locations for convenience
of pedestrians. At night time, the lights should be proper maintained so that motorists can
easily recognize their presence.
5.Overall environment of street should be improvised by amalgamating both hardscape and
softscape design.
6.SIGNAGE system should be properly provided as it will aid in ease of wayfinding and
make pedestrian understand their locations where they are and where they have to go and
how? This will increase convenience in walking and promote the Walkability also.
7.Green cover and shading trees should be added along the pedestrian pathways to create a
shaded corridor to improve the walkability comfirt.
8. Well-designed walking environments are enhanced by urban design elements and street
furniture, such as benches, bus shelters, trash receptacles, and water fountains. So, these
elements should be incorporated. Street furniture should preferably be provided within the
designated SF&GZ and in a co-ordinate manner to avoid visual congestion and obstruction
to the pedestrian movement.
5.4 Conclusion
Existing infrastructural facilities in most of the cities including Nagpur are strained and new
pool of migration and material resources to sustain them with emergent livelihood capacities
are already seeking an arduous explanation from policy makers. A material expansion in
infrastructural capacities blindly followed will only improve discrepancies with multiple
urban crises. Expanded roads, increased numbers of flyovers and now ambitious Metro rail
project are certainly an infrastructural necessity which must be carefully heeded to, but the
larger question of urban efficiency does not lie in expanded infrastructure. This missing link
of sustainable urban governance and improved city-citizenry practices advocating for
walkability and safe streets needed to be consistently explored and achieved. Increased
numbers of private vehicles are also projected as a sign of booming economy which ply on
city roads without many advantages. In Nagpur, Traffic Department official data estimate
suggest that around 1.4 million population possess registered vehicle where Nagpur's total
population is 2.5 million. Traffic collision and increased conflict on the roads are daily news
in most of the newspapers. Sense of vehicular dependability is so rampant and prevalent that
people will be using private vehicles for even small distances. This disastrous private
vehicular dependability and possession devoid of preliminary understanding of safe streets
needed to be taken care of and people must be sensitized. Growing motorization has
ambushed already existing pedestrian spaces and city planning agencies are succumbing to
this unwanted pressure.
The above study is the reflections of today’s scenario in Nagpur city as government
continuously improvising the infrastructure within the city but needs to understand the
importance of walkable streets with improvising the factors affecting the walkability within
the city. In above survey and analysis we can conclude that though it is a main market area
within the city and many people visit this place for various activities, the present scenario is
not feasible for pedestrian to walk on footpaths in market area as well as in the residential
area as the area doesn’t have the footpaths and inadequate facilities like lighting, furniture,
toilets, shaded areas etc. Overall grading done by people for this area is the reflection of the
present condition of the walkability in the Nagpur needs to be improvised.
Refrences
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tourism city: The case of Sharm El-Shaikh, Egypt.
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http://www.archnetijar.
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walking and bicycling (Working paper). Portland, O.R.: Portland State University.
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WALKABLE CITY; Washington, February 2011
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KONG; 2002
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A DESSERTATION ON

FACTORS AFFECTING WALKABILITY IN THE URBAN

Reg. No. 1180700001

MASTER IN LANDSCAPE ARCHITECTURE

SCHOOL OF PLANNING AND ARCHITECTURE

I “Chandrakant Dhawale”, hereby declare that my dissertation paper titled “Factors

Dr. Iyer Vijayalaxmi Kasinath

Walkability is a measure of how friendly an area is to walking. factors

List of figures ........................................................................................................................ 8

5.4 Conclusion ................................................................................................................. 35

Table 1- Type of footpath ................................................................................................... 19

1.1 defining Walkability

a) Path profile b) Route anatomy b) Hardscape d)Softscape

03.Path width. 07. Access points to 12. Shaded area of

04.Walking strip 08. Barriers 13. Path

1.5 Need of study

2. WALKABILITY SURVEY IN NAGPUR

2.1 why walkability survey in Nagpur….?

2.4. Study Area

Figure 3 Area selected for walkability survey in Nagpur

3.ANALYSIS AND RESULTS OF FIELD WALKABILITY

Table 1- Type of footpath

3.1 Segment Analysis Impacting Pedestrian Behavior & Traffic Volume

Table 2- Litter presence

Table 3- Overall cleanliness of the segment

Table 4- Curvilinear or curb cuts on the footpath

Figure 4. Rough cuts on footpaths in times of india square

3.2. Land use Diversity in Segment Surveyed

Table 5- Type of landuse

3.3. Footpath Quality & Availability

Figure 5. Rough Patches on walkways and misuse of footpath

Table 7- Width of footpath

Table 8- Obstruction on footpath

Figure 8. Transformer on Figure 7. Tree as obstruction Figure 6 Parking and shop

3.4. Facilities for persons with disability

Table 9- Accessibility of wheel chair to footpath

4. ANALYSIS AND RESULT OF PERCEPTION SURVEY

4.1 Travelling mode and pedestrian preference

Table 10- Mode of transport use for less than 2km

4.2. Pedestrian facilities and pedestrian perception

Table 12- - Respond given by drivers to pedestrian

Table 13- Rating on pedestrian facilities

Table 14- Improvement like to have in pedestrian infrastructure

4.3. Safety and Pedestrian perception

Table 16- Feeling safe to walk during night time

Table 17- Type of vehicles causing havoc to pedestrians

35% 33% 33% 33%

Table 19- Children prefer to walk on footpaths

4.4. Amenities Available and Safety Concerns and comfort of Citizens

Table 21- Shading on walkways

Table 22- Lighting on footpaths

Table 23- Grading of Pedestrian walkaway(overall)

5. SOLIUTIONS AND CONCLUSION

5.1 Amendments in Pedestrian and landscape Planning

5.3 Pedestrianization solutions

tourism city: The case of Sharm El-Shaikh, Egypt.

Archnet-IJAR: International Journal of Architectural Research, 4 (1), 57-74. Retrieved from

Retrieved December 23, 2015 from

A Shakti Sustainable Energy Foundation; WALKABILITY IN INDIAN CITIES; March 2011

Todd Alexander Litman; Victoria Transport Policy Institute; ECONOMIC VALUE OF

Weerasuriya, Lavanya Subodhini; Hong Kong University; PEDSTRIANIZATION IN HONG

Prof. Nazamuddin, Dr. Parida; SENSITIVE ANALYSIS OF WALKABILITY FOR

Badami, 2009. Restoring Pedestrian Accessibility in Indian Cities. ADB Knowledge