PEDESTRIANIZATION IN

INDIA
T R A F F I C A N D T R A N S P O RT P L A N N I N G

U T K A R S H D W I V E D I | M U R P 1 S T S E M ( 2 0 2 0 - 2 2 ) | F O A P, A K T U
 Introduction

Streets are one of the most valuable asset in the city. It is

not only used for mobility purposes, but also acts as a
medium for peoples to meet, interact, have business, fun
etc. Streets bring people together, and also help in
fostering social and economic bonds. Streets make the
city livable. Properly planned streets also impact the
Quality of Life of people living in the city.

Indian cities have old history of streets where people used

to have social and economic activities known as chowks
and choupals. But, due to rapid urbanization and
development, Indian cities struggle to reconcile the
competing needs of mobility and livability. Private motor
vehicle ownership is growing day by day and government
attempt to accommodate the additional vehicles, it is
becoming more and more difficult to retain adequate
space for social and economic activities that traditionally
have taken place in our streets. Streets nowadays act as a
conduit for increasing traffic volume instead of social
gathering space.

Street of Pushkar, Rajasthan


Pedestrian and Public Spaces
The cities that are widely considered to be the greatest to
live in or visit, such as London or Paris, are those one can
walk around in for days with pleasure. If a city wants to
fulfil the desire to be a great city, it has to bring its
citizens out into the street — not only in a few prize
downtown
locations, but throughout the city.
Without walkers in its public spaces, an urban
environment retreats into the private spaces of home, car
and workplace, becoming merely a series of isolated silos
that do not form a coherent whole. It is walking that knits
the structures, spaces and people of a city together. (Reid,
2005)
Importance
Walking is an important mode of transport. In urban
areas; a significant proportion of
trips up to 1-2 km in length is performed on foot.
Moreover, every journey necessarily starts and
ends as a walk trip. Pedestrian do not consume fuel,
fitness is a bonus. Above all pedestrian
facilities ensure social equity. It may be added that
pedestrian facilities enhance the liveliness
of the urban environment, making both business districts
and residential neighborhoods
safe and interesting.
Accessible design is the foundation and primary concern
for all pedestrian design,
hence all pedestrian facilities need to be planned,
designed, operated and maintained so that it is usable by
everyone, including those with disabilities or using
mobility aids
Definitions –

Pedestrian – “Pedestrian” include people who walk, sit, stand in public spaces, or use a mobility aid like walking stick,
crutches or wheelchair, be they children, teenagers, adults, elderly persons, persons with disabilities, workers, residents,
shoppers or people-watchers. Pedestrian-oriented design is accessible design for all people.

Footpath – It is portion of Right of Way of road used for the movement of pedestrian traffic.

Street Crossings – It is a place where streets cross each other and includes all kind of movements of pedestrians & vehicular
traffic.

School Zone Improvements – Covers engineering issues, facilities, operations, and signage as applied specifically to areas near
schools.

Pedestrian Level of Service - Pedestrian level of service indicates the environmental

qualities of a pedestrian space and serves as a guide for development of standards for
pedestrian facilities. Environmental factors that contribute to the walking experience and
therefore to the perceived level of service, such as comfort, convenience, safety, security and
attractiveness, should also be considered.

(Source : IRC 103-2012)

Policy and Design Guidelines – India
• Guidelines for Pedestrian Facilities, Indian Road Congress (I RC), 1989
• National Urban Transport Policy (NUTP),2006
• Unified Traffic and Transportation Infrastructure {Planning and Engineering} Centre (UPPITEC), DDA 2009
• Delhi master Plan – 2021, 2007
• Guidelines for Pedestrian Facilities, Indian Road Congress (I RC), 2012
• Institute for Transportation and Development Policy (ITDP), 2013

Norms for Designing Footpaths (General Principles)

o Pedestrian facilities should be planned in an integrated manner so as to ensure a continuous pedestrian flow. It should be
useful therefore to look at pedestrian needs for an area as a whole and prepare an overall strategic plan.
o The basic aim should be to reduce pedestrian conflicts with vehicular traffic to the minimum. Efforts should be made to
create such conditions that pedestrian are not forced to walk in unsafe circumstances, and that the motorists respect the
position of pedestrian.
o While planning, the convenience of pedestrian should be a paramount consideration to ensure full utilization of the
facilities.
o Pedestrian facilities are a critical element in producing a pedestrian-friendly environment. A number of engineering
solutions to improve the quality of the pedestrian network should take into account the following groups: children, families
with young children, elderly persons, persons with disabilities, and people carrying heavy luggage.
o The mobility and safety of “all” the pedestrian, including those with disabilities and reduced mobility should be ensured to
promote inclusive mobility and universal accessibility.
Pedestrian Level Of Service
Pedestrian level of service indicates the environmental qualities of a pedestrian space and serves as a guide for development of
standards for pedestrian facilities. Pedestrian spaces should be designed in consideration of human convenience and have to be
qualitatively suitable to the needs of human beings.

VEHICULAR FOOTPATH COMFORT &

CONFLICT SURFACE WALKING ENVIRONMENT

CONTINUIT FOOTPATH
SECURITY
Y WIDTH
User factor
Physical Factor

ENCROACH
OBSTRUCTION PEDESTRIAN VOLUME
MENT

Parameters affecting Pedestrian LOS

 Wit hi n th e Pedes trian L OS d ef ini ti on , 6 LOS can be express ed un der

LOS A LOS D
Pedestrian Space> 4.9 m2/p, Pedestrian Space> 1.3 - 1.9 m2/p,
Flow Rate ≤ 12 p/min/m Flow Rate ≤ 21 - 27 p/min/m
Ideal Situation A Poor Pedestrian Condition D

LOS B LOS E
Pedestrian Space> 3.3 - 4.9 m2/p, Flow Pedestrian Space> 0.6 - 1.3 m2/p,
Rate ≤ 12 – 15 p/min/m Flow Rate ≤ 27 - 45 p/min/m
Acceptable Standard Unsuitable pedestrian Environment
B E

LOS C LOS F
Pedestrian Space> 1.9 – 3.3 m2/p, Flow Pedestrian Space ≤ 0.6 m2/p,
Rate ≤ 15 – 21 p/min/m Flow Rate Varies
Basic Pedestrian Condition C Queued Pedestrian F

ILLUSTRATION FOR QUANTITATIVE PEDESTRIAN LEVEL OF SERVICE

P E D E S T R I A N FA C I L I T I E S D E S I G N S TA N D A R D S
• FOOTPATHS – It should not be sporadically placed where ever convenient, but instead should be provided consistently
between all major attractions, trip generators, and other locations where people walk. In order to be effective, the sidewalks
should be provided on both sides of the road and above the level of the carriageway separated by kerb. Height of the kerb
at the edge should, however, not exceed the height of a standard public step riser i.e. 150 mm.

• CLEAR WALKING ZONE - The minimum 1.8 m (width) x 2.2 m

(Height) Walking Zone should be clear of all obstructions – both
horizontally and vertically. No utility ducts, utility poles, electric, water or
telecom boxes, trees, signage or any kind of obstruction should be placed
within the “Walking Zone”.

• CLEAR HEIGHT - A clear height of 2.2 m is required for the entire width
of the footpath walking zone. No tree branches, trees, utility poles,
electric/water/telecom boxes or signage should be placed within the clear
height and width of the Walking Zone.

CLEAR WALKING ZONE

P E D E S T R I A N FA C I L I T I E S D E S I G N S TA N D A R D S
• FOOTPATH WIDTH - Footpaths should normally be designed for a pedestrian Level of service B, thereby providing wide
pedestrian facilities for pleasant and comfortable walking.

DESIGN FLOW IN NO. OF PERSONS / HOUR

WIDTH OF SIDE IN BOTH DIRECTONS ALL IN ONE DIRECTION
WALK (METERS)
LOS B LOS C LOS B LOS C

1.8 1350 1890 2025 2835

2 1800 2520 2700 3780
2.5 2250 3150 3375 4725
3 2700 3780 4050 5670
3.5 3150 4410 4725 6615
4 3600 5040 5400 7560
CAPACITY OF FOOTPATH

WIDTH OF FOOTPATH IN
LAND USE
MM
MIN. OBSTACLEFREE WALKWAY WIDTH AND RESIDENTIAL/MIXED USE
1800
AREA
COMMERCIAL/MIXED USE AREAS 2500 MM
SHOPPING FRONTAGES 3500 – 4500 MM
BUS STOPS 3000 MM
HIGH INTENSITY COMMERCIAL AREAS RECOMMENDED WIDTH OF FOOTPATH ALONG
4000VARIOUS
MM LANDUSES
P E D E S T R I A N FA C I L I T I E S D E S I G N S TA N D A R D S

KERB STONE BROKEN PAVING SLAB TREE AS OBSTACLE ON FOOTPATH

KERB HEIGHT AND SURFACE QUALITY –

• Kerb height should not exceed 150 mm.
• Even paved surface are important to people using sticks and wheel chairs.
• The gap between paving slabs should not exceed 5mm.
P E D E S T R I A N FA C I L I T I E S D E S I G N S TA N D A R D S

PLAN OF KERB RAMPS AT INTERSECTION KERB RAMP DETAIL

KERB RAMPS
• Kerb ramp is useful for providing transition between carriageway and footpath, at each pedestrian crossing on opposite
side of the street and in vicinity of building entrances.
• Standard gradient ≥ 1:12
• Width ≥ 1200
P E D E S T R I A N FA C I L I T I E S D E S I G N S TA N D A R D S - V E N D I N G

Footpaths should be designed such that there is

If streets do not provide designated zone for vending,
sufficient space for vending outside the vending zone
these activities can become obstructions to the
or there must be regularized vending zone along with
movement of pedestrians
footpath
F O O T PAT H E L E M E N T S

VARIOUS ELEMENTS OF FOOTPATH

PAPER 1 – Review table – Pedestrian facilities as a part of infrastructure resilience in Large cities in Indonesia
PAPER 2– Review table – Benefits Of Pedestrianization And Warrants to Pedestrianize an Area
OBSERVATIONS RELATED TO PEDESTRIAN MOVEMENT

• Effective width of footpath is reduced due to poles/trees and other objects.

• Bad condition of footpath – Geometry, surface , Space.
• Level Difference between carriageway and footpath is too high (300 mm or high) or uneven.
• Encroachments on footpaths (vendors , work zones etc.) force pedestrian to move on road.
• Poor Pedestrian facilities at work zones.
• No pavement markings to guide the pedestrians for crossing the road.
• Two wheelers parking and driving on footpaths.
• Auto rickshaws and cars occupying the pedestrians spaces at bus stops and at entry/exit point of bus and metro stations .
• Poor accessibility for differently abled pedestrians.
CONCLUSION

Streets are one of the most valuable asset in the city. It is not only used for mobility purposes, but also acts as a medium for
peoples to meet, interact, have business, fun etc. Streets bring people together, and also help in fostering social and economic
bonds. Streets make the city livable. Properly planned streets also impact the Quality of Life of people living in the city.

• ESSENTIAL GOAL FOR PEDESTRIANIZATION IN INDIA

• GOALS FOR INTEGRATED STREETS –
SAFETY &
i. MOBILITY AND ACCESSIBILITY – Maximum no. of people should be MOBILITY COMFORT
I N T
able to move fast, safely through out the city. E G R
AT E D
ii. SAFETY AND COMFORT – make streets safe clean and walkable, create
climate sensitive design. ECOLOGY
iii. ECOLOGY – Reduce impact on natural environment ; Reduce pressure on
built environment.

• Pedestrianization of an street or an area of a city brings a lot of benefits to every section of society. It is low cost, easy and
fast to implement, sustainable and long lasting solution to contemporary urban issues.
• Improving walkability ensures easiest way for improving livability concerns. World is walking towards urban
sustainability. Walkability enhances urbanity, social interactions, community health and sustainable environment. It can
also resolve social and equity concerns in mobility planning.
PAPER 2– Review table – Benefits Of Pedestrianization And Warrants to Pedestrianize an Area

Summary of Pedestrianization Benefits

REFERENCES –
• Pedestrianization in India and Across Globe, ITDP.
• Better streets, better cities, ITDP.
• Guidelines for pedestrian facilities, IRC 103 – 2012
• Footpath Basics, ITDP.
• Street design guidelines, NUTP, UPPITEC.
• Planning for Sustainable Pedestrian Infrastructure with upcoming MRTS — An Appraisal of Walkability Conditions in
Lucknow (Dr. Jaydip Barman and Chintan Daftardar).
• Pedestrian Facility as a part of Road Infrastructure Resilience in Large cities in Indonesia (Astania Caroline Sutandi,
Paulus P. Rahardjo, Augus Taufik, Said Gavin).
• Facilitating Pedestrianization for redevelopment of commercial precincts, Case study Aminabad, Lucknow (Dr. Indrani
Chakraborty, Dr. Shubhrajit Bannerjee).
• Pedestrian Safety Design (K. Ramachandra Rao, IIT Delhi).