Walkable cities.

Group members: 10.Fathima Liya / 12.Fathimath Shameema / 13.Fathima Shimny / 14.Fayisa.T / 22.Kadeeja Raliya / 25.Shabeeb / 35.Fidha Hamza
What is a walkable city?
• Walkability is a new term to describe how friendly a city or a neighborhood is to pedestrian activity.Walkable cities are
livable built environments which lead to whole happy and healthy lives for the people who live in them. They keep jobs
and attract young adults, families and children. 
• Walkability is the key to an urban area’s efficient ground transportation which remains the cheapest form of transport for
all people. Thus, the construction of a walkable city provides the most affordable and equitable transportation system,
where any community can plan, design, build and maintain.
• Walkable cities return urban environments to scale, pattern and mix for sustainability of resources (both natural and
economic). They lead to addressing many social and economic problems through social interaction, physical fitness,
diminishing crime and increasing wellness. They are livable built environments which lead to whole happy and healthy
lives for the people who live in them. They keep jobs and attract young adults, families and children. 
Why Cities are Less Walkable?
• It is not that we don’t have the desire to walk, but it is more like we can’t. So, it is important to understand
that there are several problems affecting walkability in cities. First, the arrival of the automobile and the
massive investments in the highway systems made it feasible to live many miles away from work.
Unfortunately, most of our cities are designed for automobiles and actually discourage people from walking. 
• Second, the land outside the city is more affordable and offers a blank slate for development. As a result,
decentralization of metropolitan population and centers of employment to suburban locations, increased
travel distance to work, school and other daily tasks. Subsequently, people become largely dependent on the
automobile.
• This can be seen in cities across the world which have begun to recognize and address this problem. The
solution lies in the benefits of walkability and the key components to become more walkable cities.
What Makes Walkable Cities?
• Coherence – It is a clear, understandable and organized sidewalk, street and land use system consistent with the scale and
function of the surrounding urban context. The sidewalk and street should link points of interest and activity, provide
clean lines of sight and travel and include simple instructive signage.
• Continuity -This means a pattern of design and usage that unifies the pedestrian system.
• Equilibrium - It is a balance among transportation modes that will accommodate and encourage pedestrian participation in
the street.
• Safety - It encourages pedestrian protection from automobiles and bicycles. Also, it provides adequate time to cross
intersections without interference. Moreover, it creates physical separation from fast-moving cars and signalization
protection when crossing.
• Comfort - It deals with secure and negotiable paving materials for individual and community interactions. Sidewalks
should provide for a variety of uses and activities characteristics of the diverse urban scene.
• Accessibility- It is the opportunity for all individuals to utilize the pedestrian environment as fully as possible.
• Efficiency- It deals with simplicity and cost-effectiveness in design and function.
• Attractiveness- It means clean, efficient and well-maintained surroundings, with adjacent storefronts and activities that
provide sidewalk interest .
• Walkable cities use planning, design, and density to maximize walking and minimize driving, especially for commuting.
Emissions decrease as pedestrians take the place of cars.
•  Infrastructure for walkability can include:
-density of homes, workplaces, and other spaces
-wide, well-lit, tree-lined sidewalks and walkways
-safe and direct pedestrian crossings
-connectivity with mass transit.
• Today, too many urban spaces remain no- or low-walking ones, and demand for walkable places far outstrips supply.
That is because walkable cities are easier and more attractive to live in, making for happier, healthier citizens. Health,
prosperity, and sustainability go hand in hand.
Why Walk?

• Living in a pedestrian-friendly area also improves your mental health. Cities with easy access to public transportation and
cultural and leisure activities promote happiness. Making neighborhoods more walkable isn't just about making it easier for
individuals to get around.
• The benefits of increasing walking are now recognized. Walkability is the foundation for the sustainable city; without it,
meaningful resource conservation will not be possible. Like bicycling, walking is a “green” mode of transport that not only
reduces congestion, but also has low environmental impact, conserving energy without air and noise pollution.
• It can be more than a purely utilitarian mode of travel for trips to work, school, or shopping, and can have both social and
recreational value. It is also a socially equitable mode of transport that is available to a majority of the population, across
classes, including children and seniors.
• Walking can promote mental and physical health including cardiovascular fitness, reduced stress, stronger bones, weight
control, and mental alertness and creativity. Walking is the most accessible and affordable way to get exercise.
• People who live in walkable neighborhoods may have higher levels of “social capital,” and are more likely to know their
neighbors, participate politically, trust others, and be socially engaged.
 Walkability is the foundation for the sustainable city; without
it, meaningful resource conservation will not be possible.

Criteria for the Walkable City

• “Walkability” might be defined as the extent to which the built environment supports and encourages walking
by providing for pedestrian comfort and safety, connecting people with varied destinations within a
reasonable amount of time and effort, and offering visual interest in journeys throughout the network.
 What are the qualities of a walkable city?
To encourage walking designers and planners need to go beyond
utilitarian access and address several qualities of the path network.

1. The path network should be well connected without major gaps or

barriers, both locally and in the larger urban setting. Connectivity of
the path network is determined by the presence of sidewalks and
other pedestrian paths and by the degree of path continuity and
A Walkable City is a Better City absence of significant barriers.

2. Pedestrian paths should be linked seamlessly, without interruptions and hazards, with other modes such as bus, streetcar,
subway, or train, minimizing automobile dependence.
3. Land use patterns need to be fine grained and varied, especially for local serving uses, so that pedestrians can actually
walk to useful destinations.
4. The pedestrian network needs to be safe for people of varied ages and degrees of mobility, both from traffic hazards and
crime.
5. Pedestrian paths need to be well designed in terms of width, paving, landscaping, signing, and lighting.
6. The path context, including street design, architecture and landscape, needs to offer visual interest and overall
explorability.
Benefits of walkability
A walkable city has a multitude of benefits. There are significant social, environmental, economic and political benefits of walking
and highlights the opportunities available for cities to embrace walking.

• Social benefits: The health benefits of walking are perhaps the clearest, including reducing the likelihood of obesity and chronic
disease, as well as improving mental health and happiness. Walking also provides other social benefits, including an opportunity
to foster social interaction, reduce crime, and strengthen community identity.
• Environmental benefits: Walking provides an active means for people to mitigate and address local and global environmental
concerns. From noise and air pollution to heat island effect, a shift from car-dominated design to pedestrian walkability
mitigates a range of environmental concerns. Pedestrian-focused design also allows reclamation of underused road space. Space
previously reserved for cars can be shifted towards green space that better addresses community needs, provides wildlife
habitat, and functions as storm water management.
• Economic benefits: Businesses and property owners can also benefit from more walkable places. Walkability has been proven
to boost prosperity, support local business, promote tourism, and encourage inward investment – attracting investors and private
companies that in turn feeds higher employment, and property values. Furthermore, investing in better streets and spaces for
walking can provide a competitive return compared to other transport projects.
• Political benefits: Walking is increasingly a political agenda item as cities fight to reduce car congestion and pollution while
striving for a safer, healthier, more vibrant community of residents and visitors. Promoting walkability addresses sustainable
development and city resilience to climate change, while also encouraging inclusiveness and equality.
How walking is changing the city
• Car culture is in decline in many parts of the world, including North America, Japan, Australia and European countries.
This cultural shift, especially among the millennial generation, is in part due to a change in priorities, where car
ownership is no longer a status symbol. In fact, a renewed focus on health and sustainability has caused many to shun cars
in favor of walking, cycling and public transit. 
• Planning efforts to reduce vehicular traffic in favor of more active modes of transport have already begun to show
positive results. In particular, an increased prevalence of walking has forced us to design public spaces and streetscapes
that are appealing at a human scale.
• Cities are realizing that in order to encourage walking, routes must be safe and entertaining, which has led to an increased
attention in the design of public plazas, green spaces and corridors. Shifting the design focus to walking, access and
mobility for people of every age group, income level and ability has also received renewed attention, connecting all parts
of the city.
• Crossings of pedestrian networks with other transport networks and natural barriers are often the biggest barriers to
overcome on foot. Footbridges are a simple option to maintain safe connections and bridge previously divided
communities.
• Small parks, called parklets, and other nodes of activity also encourage walking by activating streets and enhancing the
pedestrian experience. 
Factors Affecting Walkability
The Useful Walk
• Restrict and restrain the car
• Create mixed use neighbourhood
• Manage parking effectively
• Support public transport
The Safe Walk
• Look after the pedestrian
• Encourage cycling
The Comfortable Walk
• Provide a sense of enclosure
• Plant trees
The Interesting Walk
• Make the facades interesting
• Choose your projects wisely
CASESTUDIES
1.Stroget, Copenhagen
2.Bhopal, India
1.Pedestrian Only Streets: Case Study | Stroget, Copenhagen
Location: Central Copenhagen, Denmark
Population: 0.5 million
Metro: 1.9 million
Length: 1.15 km (0.7 mi)
Right-of-Way: 10–12 m
Context: Mixed-use (Residential/Commercial)
Maintenance: Several repavings since 1963
Funding: Public
Copenhagen still among world’s most live-able cities-
With its short working week, safe streets, good public transport, top work-life
balance and excellent bicycle infrastructure, it doesn’t matter so much that the
weather is crap and taxes are sky high. Copenhagen is simply a damn live-able
place.
"Strøget" - The Pedestrian Street
When the volume of traffic increased in the beginning of the 60s - in the inner part
of the old narrow streets - and the expanding shopping areas around central
Copenhagen - as well as the sidewalks streets became more and more crowded with
busy pedestrians - who was bumping into each other and blocking the way on the
narrow pavements - Copenhagen’s City Council decided in 1962 - to establish a car
free pedestrian zone from the westerly Town Hall Square to Kongens Nytorv (The
Kings New Square) in the eastern part of the town called “Strøget” - which also
includes a maze of small streets and historical squares - that altogether are fanning
out from “Strøget” - and the mediaeval part of Copenhagen - having a total length
of almost 3,2 km - and being the oldest and longest pedestrian street system in the
world.
 Location of the strip "Strøget"
The pedestrian strip "Strøget" begins at Frederiksberggade at the Town Hall Square and passes over Nytorv (New Square)
and Gammeltorv (Old Square) - then runs through Nygade (the shortest street in the city) to Vimmelskaftet - then flows out
of Amagertorv and Østergade - where it ends at Kongens Nytorv (The Kings Square). At Amagertorv the pedestrian street
continues by Købmagergade through Kultorvet (Coal Square) right up to Nørrevoldgade and Nørreport Station.

The pedestrian street has since its establishment in The pedestrian street starts at the Town Hall Square and ends at
1962 - been a great success. Kongens Nytorv - or visa versa.(Gågaden "Strøget")
50-years jubilee
The Pedestrian and Shopping Street “Strøget” was a great success from the very beginning - and have
since survived for 50 years - and at the same time been a admired model and source of inspiration to
hundreds of capitals and major cities around the world. The Pedestrian Street - "Strøget" - can celebrate
it's 50-year jubilee on 17 November - 2012.

The history and timeline of establishing the Pedestrian Street

Copenhagen City Council decided at a council meeting on October - 1962 - that a new long stretch The pedestrian street in central
from “Frederiksberggade” - which was the starting point near the Town Hall Square - and to the end Copenhagen is almost 3,2 km long -
location “Østergade” near “Kongens Nytorv” (The King’s Square) - should be tested in a period - as a with all squares and additional streets
new "Pedestrian Street" - “Strøget” from the 17 November - 1962. And after a successful 2-year trial included.
period - with much cleaner air - and no traffic - plus many happy pedestrians - the city council decided to
transform the tested zone into a permanent “Pedestrian Street” in February - 1964. The
new “Pedestrian Street” was the first - and since been the longest in the world - called “Strøget”.

The Auto-free zone - Fresh Air & Noiseless environment

The auto-free zone in Copenhagen is a great tourist attraction - which includes the longest pedestrian
street in the world (Strøget) - and offers plentiful of restaurants - outdoor sidewalk cafes - fast food -
specialty shops - art galleries - gift stores - department stores - street entertainment - theatres -
museums and much more. Day and night there's always something to see and do on "Strøget" - and
visitors are always surrounded by fresh air - as well as noiseless environment all year round - but
There is a great extent of outdoor
constantly in a hectic shopping atmosphere - and just an oasis for genuine shopaholics. entertainment - and activities all day
long and during late evening hours too
at "Strøget".
• Copenhagen is internationally famous for its unique creation of lively pedestrian streets. Also, it is characterized by its laid back outdoor
cafes and its rich cosmopolitan culture. Copenhagen did not randomly sprout buildings, roads and streets in a rushed manner. However, as
an example, Stroget is a city located at the nucleus of Copenhagen. It consists of a linear collection of four medieval streets that reaches
3,500 feet long. Winding, relatively narrow streets with old, long streets define this area, producing a mysterious sensation from the
tightness and towering buildings. 1962 was a big year for Stroget, since its main shopping streets began to convert into a pedestrian
promenade. About 96,000 square meters were designated for pedestrian spaces, where cars were permitted to pass through, only at low
speeds.

• Many unique qualities allow Stroget to be a pedestrianized center. What makes the street unique to the human eye are the open, stopping
squares for formal and informal entertainments and restaurants or coffee shops, along with food stalls and attractions. Also, the street
physically provides comfort and protection since the natural anatomy and configuration of buildings act as wind barriers. One of the
best things about Stroget is that the street is made for everyone and is for all types of crowds. It brings people from diverse backgrounds,
cultures and ethnicities together on the same street.
• The presence of people and activity, along with its relaxing, carefree environment and the presence of various historical architecture, are
the factors that make people enjoy walking down Stroget.
• In addition, the amount of bicyclists is impressive. Half of all people, who work in central Copenhagen, arrive by bicycle in the summer
time. About 70% of those bicycling also bike to work during winter months, despite the raining and sometimes the icy weather.
Moreover, there is no apparent discrimination of bike riders, it varies from business executives and fashionable women to old people,
students and parents with toddlers (Ting, 2010).
 Copenhagen (Denmark) : A City for People

• Until 1962, all the streets and squares of central Copenhagen were used intensively for vehicle traffic and parking, and
were under pressure from the rapidly growing fleet of private vehicles.
• The pedestrianization of Copenhagen began with the city’s main street, Strøget, which was converted in 1962 as an
experiment. The conversion of the 1.15 km-long main street into a pedestrian street was seen as a pioneering effort, which
gave rise to much public debate before the street was converted.
• “Pedestrian streets will never work in Scandinavia” was one theory. “No cars means no customers and no customers
means no business,” said local business owners.
• Soon, Strøget proved to be a huge success, with businesses realizing that traffic-free environments provide increased
financial revenue. Magasin Torv, the square by Nikolaj Church, and Gråbrødre Torv were the first squares to be
renovated.
Key Elements
•Removal of all traffic from the street.
•Removal of curbs and sidewalks, addition of new paving.
•Consolidation of street furniture to facilitate pedestrian movement.
Keys to Success
The successful pedestrianization of streets in Copenhagen can be
attributed, in part, to the incremental nature of change, giving people the
time to change their patterns of driving and parking into patterns of
cycling and using collective transport to access key destinations in the
city—in addition to providing time to develop ways of using this newly
available public space.

Before Evaluation Goals

•Improve connectivity in the city center.
•Provide a high-quality and attractive environment.
•Create a space that supports businesses.
•Encourage a diverse range of people to live and spend time in
the city center.
•Revitalize the city’s forgotten alleyways by turning them into
vibrant laneways.

Lessons Learned
The pedestrianization of Strøget highlighted the potential for
outdoor public life in Denmark, as Danes never before had the
room and the opportunity to develop a public life in public
spaces. This pedestrianization created peaceful, yet lively,
public spaces. Strøget also proved that pedestrian streets can
After increase revenue for local retailers.
 Strøget has been renewed and upgraded several times during its 53 years
as a pedestrian street, by using progressively better-quality materials,
Project Timeline 
repurposing public spaces and plazas to increase pedestrian comfort, and
adding outdoor uses.

Amager Square was renovated in 1993 by local artist Bjørn Nørgård.

Today, it is the second most popular urban space in the city because of
the diverse range of activities offered there.
 2.Case Study | Bhopal, India

OVERVIEW OF THE STUDY

• Understand the importance of walkability and cyclability, as part of city planning.
• Identify the issues pertaining to walkability and cyclability in Bhopal and suggest suitable planning interventions and policies to
enhance walkability and cyclability in Bhopal.
• Identification and planning of an area in Bhopal, enhancing its walkability and cyclability and ensuring a more sustainable urban
environment which includes safety, proximity and access, and not simply mobility.
• Focus only on pedestrians and cyclists and not all forms of non-motorised means of transport.

NEED FOR WALKABILITY AND CYCLABILITY

PROVIDE MOBILITY AND ACCCESSIBILITY
• Mobility defines access: to education, culture, housing, food and clothing, work, leisure.
• Barriers to mobility and access are barriers to social equity.
• Equality essential to democracy, safety, security, quality of life, the environment.
PROVIDE SAFETY AND COMFORT
• Safe, clean and walkable streets for all
BE ECOLOGICALLY SENSITIVE
Reduce impact on the natural environment, create climate sensitive design
 POTENTIAL AND WEAKNESSES OF INDIAN CITIES IN TERMS OF WALKABILITY AND CYCALBLITY
• HINDERED MOBILITY-160.7 million persons (or 42.6% of the urban population) live in 53 Million Plus UAs/Cities
which lack good public transport.
• UNAFFORDABLE PUBLIC TRANSPORT - a quarter of India's population earns less than government specified
poverty threshold of $0.40/day.
• SHORT TRAVEL DISTANCES - potential walkable and cyclable areas.
• CONDUCIVE WEATHER CONDITIONS -320 days available for walking and cycling

BHOPAL - THE CITY OF LAKES

• First stage of analysis was to understand the interaction of urban form (density, size, topography, and road layouts) and
socio-economic and cultural variables (household types, income levels, attitudes to travel behavior) in Bhopal. There is a
need to move away from planning based on simplistic relationships between form and travel behavior, to a more complex
approach reflecting the increasingly diverse nature of society.
• Second stage was identification of potential areas in Bhopal (nodes and work centers etc.) for walkability and cyclability.
Third stage of analysis was to bring out the issues and potentials of the area identified for walking and cycling and give
appropriate strategies and proposals for it.
JUSTIFICATION OF SELECTION OF BHOPAL AS CASE STUDY
STRENGTH
• Well planned with avg. distance between neighborhoods 1-2 km and city centers ranging from 3-4km.
• Average per capita travel in Bhopal is around 3 km/day.
• Many re-densification schemes coming up, new areas being planned.
WEAKNESS
• City lacks public transportation facilities. They are still expensive and inaccessible.
• Government has taken steps to beautify boulevards, with facilities for people to walk but they are still beyond reach due
to infrastructural loopholes.
OPPURTUNITY
• The city has wide roads, comparatively less traffic congestion, yet government has not popularized the city as a
pedestrian and cycle friendly city.
THREATS
• With the coming of BRTS, the focus has been on widening of roads, with no attempts made to enhance walkability and
cyclability too.
WORK CENTERS & RESIDENTIAL AREA RELATIONSHIP
 TRAVEL CHARACTERISTICS & MODAL SHARE IN BHOPAL

1. The avg. trip length for walking - 1 km in 11 min

2. 3.5 lakhs passengers are carried by various sub systems of public/ para transport in Bhopal.
3. City generates vehicular trips at the rate of about 1.0 trip per person (2006, Final Report CTTS, Bhopal)
equal to 1.84 million person trips.
STUDY AREA DELINEATION WITHIN T.T.NAGAR ZONE

1. Road widths available to plan for

walkability and cyclability in this zone.
2. Many green areas which can be linked
pedestrian walkways and cycle tracks
can be achieved.
3. Low density, high literacy rate,
population amenable to change and
abundance of Government land
available.
 ISSUES HINDERING WALKBAILITY
AND CYLABILITY IN STUDY AREA

1. Too many traffic junctions hinder smooth flow of traffic.

2. Junctions are staggered in nature making the area accident-
prone.
3. Sufficient road widths but encroached, which hinder the
flow of pedestrians and cyclists.
4. Increase in density due to the upcoming developments
putting immense pressure on traffic.
5. Informal markets hinder pedestrian and cyclist movement
and also motorized traffic is clogged.
6. Non availability of organized green areas and recreational
zones makes the residents to take to recreational areas which
are far from the city centre.
GOOD SIDEWALKS MADE BY GOVERNMENT DISCONTINUOUS SIDEWALKS ENCROACHMENTS ON SIDEWALKS

HOUSING APRROACH INACCESSIBLE NO INCENTIVES FOR CYCLISTS OR PEDESTRIANS VIEW OF INTERNAL ROADS IN STUDY
AREA NEAR DUSSHERA MAIDAN
 As per the cyclist and pedestrian opinion survey 80
% people wanted to shift to motorised transport
since they had no infrastructural facilities

UNUTILIZED AVENUES IN STUDY PEDESTRIAN AND CYCLISTS

AREA FOR WALKING AND CYCLING MOST SUCCEPTIBLE TO
ACCIDENTS