Walkability and Pedestrian Facilities in Thrissur City Walkability and Pedestrian Facilities in Thrissur City

CONTENTS

ACKNOWLEDGEMENTS 5 LIST OF ACRONYMS 6 EXECUTIVE SUMMARY 7 1. INTRODUCTION 11 1.1 Why Survey Walkability in Thrissur city 11 1.2 Agencies responsible for transportation and urban planning in Thrissur 12 2. RESEARCH METHODOLOGY 14 2.1 Objectives 14 2.2 Personnel 14 2.3 Design 14 2.4 Study Area 14 2.5 Methodology 15 2.6 Field Walkability Survey 15 2.7 Pedestrian Perception Survey 15 2.8 Policy and Institutional Survey 15 2.9 Finance 15 2.10 Limitations of the Survey 15 3. RESEARCH RESULTS: QUALITY OF PEDESTRIAN ENVIRONMENT 16 3.1 Pedestrian and Traffic Volume 16 3.2 Land Use Diversity 16 3.3 Footpath Availability 17 3.4 Footpath Quality 18 3.5 Facilities for disabled 22 3.6 Safety 22 3.7 Availability of Amenities 23 3.8 Parking & Other issues 24 4. RESULTS: PERCEPTION SURVEY 27 4.1 Travelling mode and pedestrian preference 27 4.2 Pedestrian facilities and pedestrian perception 28 4.3 Safety and Pedestrian perception 29 5. IMPROVING WALKABILITY IN THRISSUR 31 5.1 Transport Policy, Kerala 31 5.2 Parking Policies 31 5.3 National Urban Transport Policy 32 5.4 Hawker Policies 33 6. CONCLUSIONS AND RECOMMENDATIONS 35 6.1 Specific recommendations in brief 35 7. REFERENCES 37 ANNEXURES Annex A Observation survey data 38 Annex B Perception survey data 39 Annex C Road, safety and pedestrians-A photographic presentation 40 Annex D Field survey form-Quality of pedestrian environments 43 Annex E Perception survey form 46 List of tables Table No 1 Overview of issues addressed, research findings and recommendations 7 Table No 2 Agencies responsible for transportation and urban planning in Thrissur 12 Table No 3 Pedestrian volume at selected points in the city 16 Table No 4 Footpath quality 18 Table No 5 Crossing aids for pedestrians 23 Table No 6 Parking in the segment 24 Table No 7 Hindrance due to parking 25 Table No 8 Problems of crossing roads by age of the respondents 29

List of Figures Figure 1 A major junction in Thrissur city without proper traffic control mechanism 12 Figure 2 Thrissur city map 14 Figure 3 Traffic volume of the road 16 Figure 4 A medium volume road which intersects with three high volume roads in the city 16 Figure 5 Land use 17 Figure 6 Footpath availability 17 Figure 7 Footpath availability in one of the important commercial areas of the city 18 Figure 8 Footpath completeness 19 Figure 9 Footpath quality in a narrow road in the city 19 Figure 10 Materials used for footpath 19 Figure 11 Footpath width 20 Figure 12 Obstructions 20 Figure 13 A lot of obstructions compel the pedestrian to leave the walkway 21 Figure 14 Physical disorders 21 Figure 15 Footpath cleanliness is still a challenge in some areas of the city 21 Figure 16 Facilities for disabled 22 Figure 17 Uneven footpaths pose difficulties for people with disabilities 22 Figure 18 Traffic police helping students to cross the roads 23 Figure 19 Amenities for pedestrians 24 Figure 20 Pedestrian amenities other than trees are virtually absent in the city 24 Figure 21 Parking and other hindrances 25 Figure 22 Parking on the walkway 26 Figure 23 Noise Pollution 26 Figure 24 Travelling mode and time spent 27 Figure 25 Motorized travel mode 27 Figure 26 Pedestrian preferences for improvement 27 Figure 27 Pedestrian facilities 28 Figure 28 Pedestrian preferences for crossing roads 28 Figure 29 Types of vehicle crossing havoc to pedestrians 29 Figure 30 Feeling of security when other people walk on the street 29 Figure 31 Afraid to walk during night time 30 Figure 32 Respondents by desired destination 30 Figure 33 Traffic lane 38 Figure 34 Type of segment intersections 38 Figure 35 Number of times footpath left due to obstructions 38 Figure 36 Scale of segment cleanliness 38 Figure 37 Visible curb cuts on the footpath 38 Figure 38 Barriers for pedestrian crossing 38 Figure 39 Traffic calming measures 38 Figure 40 Visible aggressive drivers 38 Figure 41 Availability of railing barriers 38 Figure 42 Availability of lighting 38 Figure 43 Pedestrian perception- Do drivers care for pedestrians? 39 Figure 44 Mode of transportation within 2kms radius 39 Figure 45 Abuse from motorist while crossing the road 39 Figure 46 Pedestrian perception- Fear to cross busy roads 39 Figure 47 Types of vehicle owned by respondents 39 Figure 48 Need for proper pedestrian facility 39

Walkabilty and Pedestrian Facilities 4 in Thrissur City ACKNOWLEDGEMENTS

This study was undertaken with support and co-operation from many people; their support is wholeheartedly appreciated. The project team, including Mr. Shino Davis, Program Officer and Mr. Jinu Varghese, Project Coordinator, is especially appreciated for meticulously undertaking the study despite all the difficulties. Mr. Sridharan Nair, Program Manager, provided overall guid- ance and oversaw the progress of the study. The efforts of Ms. Sandhya Suresh, Manager (R&D) are specifically acknowledged especially at the time of editing of the report. I would like to thank the students from St. Thomas College who conducted the surveys and all the people who participated in the study and gave their time and opinions. Above all, I would like to offer my sincere admiration and grati- tude to the HealthBridge team. Special thanks to Debra Efroym- son, Regional Director for editing the report, Ms. Kristie Daniel, Program Director and Ms. Phaeba Abraham, Program Manager for programme planning and research advice. I thank Mr. K. Paul Thomas, Founder & Executive Director, ESAF, for his support and mentoring to make the project and study a success.

Jacob Samuel Program Director, The Livable Cities Project - ESAF

Walkabilty and Pedestrian Facilities 5 in Thrissur City LIST OF ACCRONYMS

ESAF : Evangelical Social Action Forum KSUDP : Kerala Sustainable Urban Development Project NATPAC : National Transportation and Planning Research Center KSRTC : Kerala State Road Transport Corporation PWD : Public Works Department CBD : Central Business District KTDFC : Kerala Transport Development Finance Corporation Ltd. GWI : Global Walkability Index WBB : Work for a Better Bangladesh NUTP : National Urban Transport Policy NMT : Non-Motorized Transport JNNURM : Jawaharlal Nehru National Urban Renewal Mission M.G. Road : Mahatma Gandhi Road M.O. Road : Municipal Office Road A.R. Menon Road : Ambat Ramanunni Menon Road

Walkabilty and Pedestrian Facilities 6 in Thrissur City EXECUTIVE SUMMARY

The walkability study in Thrissur was undertaken as part of the Livable Cities Program implemented by ESAF with support from HealthBridge, Canada. The study involved a qualitative assessment of the pedes- trian facilities in the city of Thrissur including safety, security and convenience of pedestrians.

This study provides information on the current pedestrian infrastructure and includes the following, 1. Field Walkability Surveys in 381 road segments in Thrissur city. 2. Pedestrian Perception Interviews. 3. An assessment of current policies and institutions relating to the pedestrian and walking environment.

The observational study has revealed that the majority of the segments (63%) have no footpaths. Where there were footpaths, less than one-fifth were of sufficiently good quality. Pedestrians face significant challenges in crossing streets and very few service amenities exist for them. Almost all the roads are inhospitable for people living with disabilities.

The assessment of policies and institutions related to the pedestrian environment revealed that inspite of the recommendations made in favour of improvements in pedestrian facilities by different organiza- tions and Government bodies, there is lack of relevant policies and dearth of dedicated institutions that cater to the needs of pedestrians. The will to implement the existing policies, however insufficient, is also lacking.

Table 1 provides an overview of the specific issues addressed in the primary research, the research find- ings, and issue-specific recommendations based on the findings.

Recom- Finding (per- Issue Finding (observation study) menda- ception survey) tion

Fear to cross busy High volume road (high traffic roads=66%. volume)=40% Create safe, Traffic Volume Drivers are care- Medium volume (medium traffic level crossings less about volume) road=40% pedestrians=70% Increased land use mix will make walking a viable mode Most segments are single use (47%) of transporta- or had little land use mix (46%) NA tion. Increased Land use mix and t
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Walkabilty and Pedestrian Facilities 7 in Thrissur City All high volume roads should have footpaths on both sides 84% of the respon- t
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Table No.:1 Overview of issues addressed, research findings and recommendations

Walkabilty and Pedestrian Facilities 10 in Thrissur City 1. INTRODUCTION

“Walking is the beginning, the starting point. Man was created to walk, and all of life’s events, large and small, develop when we walk among other people. Life in all its diversity unfolds before us when we are on foot. In lively, safe, sustainable and healthy cities, the prerequisite for city life is good walking opportunities.” --Jan Gehl 1

Walking is a significant mode of transportation. All human beings are pedestrians* at various times and as part of trips, even though motorization is increasing at a rapid pace. Walking has many health benefits. It helps to prevent many lifestyle-related diseases like diabetes, obesity, hypertension and cardiac prob- lems. It helps to reduce air pollution and waste of fuel. Walking is the best alternative for short distance trips, as pedestrians take less space for moving and none at all for parking, thus resulting in improved mobility for all. Walking is the most affordable form of transportation as it does not cost anything. Every- one benefits from walking, but it needs to be safe, convenient and easy. “Walkability can be linked to the quality of the built environment, the urban form and connectivity, safety and desirability to walk and accessibility of infrastructure. In simple terms walkability can be used to de- scribe and measure the connectivity and quality of walkways and sidewalks in cities.”—CAI-Asia Growth of motor vehicles and the pressure such vehicles place on the road network is a major problem in cities of India and elsewhere, resulting in congestion, pollution, road injuries and deaths. High volume of motorized vehicles also prevents others from walking and cycling safely and slows down public transit, thereby creating economic as well as health problems for all. Widening of roads in order to accommodate UIF
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many cities. Thus the urban-friendly mode of walking, which generates no pollution, is good for health, and requires very little investment by government and virtually none by individuals, is sacrificed to mo- torized transport with its high costs both in terms of money and other costs such as pollution and inju- ries. With support from HealthBridge, ESAF conducted a walkability survey in Thrissur to understand the cur- rent state of walkability in the city. The aim of the research is to identify areas for improving the infra- structure and to create awareness about the problems and potential solutions among the general public, planners and policy makers. This report presents the results of the research and also recommendations for the city to be developed as a pedestrian-friendly city. Results and recommendations of the study will be shared with Municipal Corporation officials and other stakeholders. In addition, advocacy will be carried out with the aim of contributing to a city that makes walking a pleasure and delight, with many nearby destinations, well-designed footpaths, safe crosswalks, and a network of attractive and usable green spaces.

1.1 Why Survey Walkability in Thrissur city According to the 2011 India census, Thrissur had a population of 315,596. Males constitute 48.6% and GFNBMFT
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 LN2. The total num- ber of households in the city is 66,827. The city has a slum population equivalent to 0.30% of the total city population and 0.37% of Kerala’s slum population. Thrissur is also facing problems of migration es- pecially from north and north-eastern states of India. There are an estimated 40,000 or so gold jewellery makers in Thrissur and a major portion of them are highly skilled workers from northern States (Frontline, Jan. 2011). Growing migration from rural to urban areas is putting pressure on infrastructure in the city. According to the Office of Regional Transport, the number of registered motor vehicles in Thrissur district in the year 2007 was 4,28,115 as compare to 2,66,665 in the year 2003. Road accidents too have been on the rise according to the road accident statistics of the Kerala Police. In 2011 there were 1,262 accidents

1. Multi-award-winning expert on urban planning who has written several books and advises mayors in cities around the world, including New York City and Melbourne. * By pedestrian we include those in wheelchairs or who use other devices to assist them in their movement. Walkabilty and Pedestrian Facilities 11 in Thrissur City Figure 1. A major junction in Thrissur city without proper traffic control mechanism

recorded in Thrissur City in which 141 people died and 1,343 people were injured. A previous study con- ducted by the KSUDP and NATPAC has recommended several measures in order to improve the pedes- trian environment in the city. The proposals include construction of subways and appropriate footpaths with railings, proper street lighting, roadside drains, etc. The NATPAC study has found that the number of vehicles flowing through many areas in the city is double the road capacity. The study also identified 29 accident-prone locations in Thrissur, most of which are located on the radial roads. Given the above issues of population, motorization, and accident rates in Thrissur, the question of how walkable is the city needs to be analyzed. Walkability Survey in Thrissur will review the walking condi- tions in the city and make recommendations to the local officials on needed improvements.

1.2 Agencies responsible for transportation and urban planning in Thrissur

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Organization Responsibilities

Municipal Corporation Responsible for development and maintenance of roads within Thrissur corporation limits

Design, implementation and maintenance of all public works Public Works Department, undertaken by Government, providing required road infrastruc- Kerala (PWD) ture and road safety

National Transportation Research and consultancy works in the fields of traffic engineer- and Planning Research ing and transportation planning, highway engineering, public Center (NATPAC) transport system

Roads and Bridges Devel- To construct, maintain, operate and manage highways, express- opment Corporation of ways, roads, bypasses, bridges, over-bridges etc., entrusted to Kerala (RBDCK) Ltd and vested with the Company by the Government of Kerala

Walkabilty and Pedestrian Facilities 12 in Thrissur City Preparation, processing, monitoring and review of Urban De- Department of Town and velopment Plans, advising the Government on issues relating to Country Planning urban and regional planning

Kerala Sustainable Urban Development Project Improve and expand urban infrastructure and services (solid (under Local Self Govern- waste management, roads and transport etc.) ment Department)

Influences public transport policy, planning and on-street en- Thrissur City Police forcement activities. Ensure smooth flow of traffic.

To provide services as per the Motor Vehicles Acts and Rules to Motor Vehicles Depart- all the citizens equally and to create an accident- and hassle-free ment transport mechanism.

Table No.:2 Agencies responsible for transportation and urban planning in Thrissur Apart from this there are other organizations like KSRTC, KTDFC and Railways which are also responsible for specific aspects of urban transport.

Walkabilty and Pedestrian Facilities 13 in Thrissur City 2. RESEARCH METHODOLOGY

2.1 Objectives 1. To provide a qualitative assessment of walking conditions in the city including safety, security and convenience of the pedestrian environment. 2. To evaluate the perception of pedestrians regarding the current pedestrian facilities and their preferences as regards potential facility improvements. 3. To create awareness and interest among the general public, planners and policymakers on pedestrian rights and issues and to facilitate policy changes.

2.2 Personnel HealthBridge provided technical and financial support for the study. Mr. Sridharan Nair, Project Manager, was directly responsible for the implementation and Mr. Shino Davis, Project Officer and Mr. Jinu Var- ghese, Project Coordinator at Thrissur, conducted the study with the help of students from St. Thomas College who were hired for performing the surveys.

2.3 Design Both primary and secondary data were collected for the study. Primary data collection was done through observation and interviews; secondary data was collected by analyzing earlier reports and policies per- taining to the pedestrian environment in Thrissur. An observation study was designed and implemented to generate a clearer picture of the actual problems faced by pedestrians in Thrissur city. In addition, to complement the observation study, a perception study was undertaken by the team, which included a survey of 300 people. The pedestrian volume at different points in the city was also analyzed.

2.4 Study Area Due to the heavy traffic volume and high mobility of people in the city centre, roads in Swaraj Round and the radial roads connecting to it were chosen for the study. Taking Swaraj Round as the centre, the roads to Kizhakkumpattukara in the East, to Ayyanthole in the West, to Peringavu Junction in the North, and to Koorkenchery in the South were designated as the study area. The segments are spread over both residential and non-residential areas.

The important roads studied include: 1. Swaraj Round 6. Shornur Road 2. Palakkad Road 7. Palace Road 3. High Road 8. Post Office Road 4. Kodungallur Road 9. A.R. Menon Road 5. M.G. Road 10. Kottappuram Road

Figure No.: 2 Thrissur city map

Walkabilty and Pedestrian Facilities 14 in Thrissur City 2.5 Methodology The methodology used in the study is based on the Global Walkability Index (GWI), which includes a field walkability survey and an institutional survey. The study also includes interviews with pedestrians regarding the walking environment in the city and analyzes the pedestrian volume at selected points. The field walkability survey and pedestrian perception survey were done by six students from St. Thomas College, Thrissur. They were given classroom as well as field training by the project team. The institutional survey was conducted by the project team itself.

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 was carried out in 381 road segments in Thris- sur in the month of June 2012. Segmentation of the roads was done by analyzing the intersections and junctions along each section of the road. For every segment a landmark was noted and a number was assigned. A questionnaire previously developed by HealthBridge and WBB Trust (Work for a Better Ban- gladesh) was modified for the survey. The key areas of analysis included: t
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2.7 Pedestrian Perception Survey A pedestrian perception survey was conducted in order to evaluate pedestrians’ perception of current walking facilities available in Thrissur. Their perceptions about future improvements were also studied. Three hundred pedestrians were randomly intercepted for the survey from thirty different segments in the city. These segments were selected randomly from a number table. The Pedestrian Perception survey form developed by HealthBridge and WBB Trust was used for the sur- vey after being adapted following the pilot study by the project team. Peak hour pedestrian volumes at different points in the city were also taken for comparison with previous studies. This was done by count- ing the pedestrians who walk past the surveyor at a particular point in one hour.

2.8 Policy and Institutional Survey The existing policies related to pedestrian issues in Thrissur were reviewed. Interviews were held with government officials and other stakeholders. The stakeholder survey form of Clean Air Initiative was used for the survey. Study reports and recommendations made by different organizations were also reviewed in the course of the study.

2.9 Finance Financial support for the study was provided by HealthBridge Foundation of Canada

2.10 Limitations of the Survey The surveyors were given classroom as well as field training before all the surveys and were monitored at regular intervals so as to avoid mistakes during the survey. Nevertheless, one of the limitations of the field walkability survey is the subjectivity of the responses, as they greatly depend on the individual as- sessment of the surveyors.

Walkabilty and Pedestrian Facilities 15 in Thrissur City 3. RESEARCH RESULTS: QUALITY OF PEDESTRIAN ENVIRONMENT

3.1 Pedestrian and Traffic Volume

Date Ob- Pedestrian Vol- S N Peak hour served ume 1 03-08-12 Palakkad Road 4 PM-5 PM 825 2 03-08-12 M.O. Road 4 PM-5 PM 623 3 18-08-12 High Road 4 PM-5 PM 378 4 07-08-12 M.G. Road 4 PM-5 PM 598 5 08-08-12 Vadakkestand Road 9AM-10AM 987 6 08-08-12 Palace Road 4PM-5PM 370 Table No.:3 Pedestrian volume at selected roads in the city

Low Volume Road 20% High Volume Road 40%

Medium Volume Road 40%

Figure 3. Traffic Volume of the road

Based on the number of motorized vehicles that passed by at the time of observation, the width of the road and the connectivity of the road to major centres, the roads were classified as high, medium and low volume. It was found that only 20% of the roads were low volume, while 40% each were medium and high volume.

Figure 4. A medium volume road which intersects with three high volume roads in the city

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Walkabilty and Pedestrian Facilities 16 in Thrissur City The ideal community should have a mix of different land uses where people have access to a variety of services without having to drive long distances. City planners should consider a mix of different land uses in each part of the city, which could further encourage walkable communities. The survey identified a lack of multi-purpose land use. Single-use areas of residences, official complexes and shops predominated, resulting in a lack of walkable destinations. With hardly 5% of the segments TIPXJOH
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Figure5. Land use

3.3 Footpath Availability A footpath or a pavement is a designated space for pedestrians and is usually a little higher than the road. It is intended only for use by the pedestrians and not by other forms of traffic. It can include paths within an urban area that offer more expedient or safer routes for pedestrians. It is important especially in cities to have footpaths to encourage and support pedestrian activity and to ensure pedestrian safety. Many pedestrian deaths occur not while the person is crossing the road, as one might expect, but rather while he or she is standing beside the road or walking alongside it because there are no footpaths or, where they do exist, they are in very poor condition or obstructed. The ideal pedestrian facility is to have footpaths on both sides of the street. By providing sidewalks on both sides of the street, people would not be forced to walk on the road (FHWA 2010).

Both sides, 31.9%

None, 62.5% Onnee side,sid si 5.5%%

Figure 6. Footpath Availability

Walkabilty and Pedestrian Facilities 17 in Thrissur City Figure 7. Footpath availability in the one of the important commercial areas of the city

As seen in the table below, in 93% of the low volume roads there are no footpaths. Given a choice, pedestrians would prefer to walk on low-volume roads as they provide a more congenial atmosphere to walk with less noise pollution caused by vehicle horns and a reduced fear of being hit by speeding vehicles. Unfortunately, the absence of footpaths on those roads can potentially put pedestrians at risk as they must then walk on the road with car traffic. Meanwhile 56% of the high volume roads possessed footpaths on both sides. Efforts should be made by the Municipal Corporation to provide footpaths on the remaining high volume roads which otherwise pose the risk of pedestrian fatalities.

3.4 Footpath Quality Walking demands space: pedestrians should be able to walk reasonably freely without being disturbed, without being pushed, and without having to manoeuver too much. At the same time, pedestrian traffic is quite sensitive to pavement and surface conditions. The quality of the footpath was measured by taking different parameters into consideration: 1. Footpath completeness 2. Type of material 3. Width of the footpath 4. Presence of obstructions and 5. Overall cleanliness of the footpath

Medium volume High volume Footpath Low volume road road road availability % % %

None 93 75 34

One side 0 4 10

Both sides 7 21 56

Table 4: Footpath quality A footpath is not complete if it has gaps within the segment. If the footpath is broken or ends, people have to walk through the carriageway. Two-thirds of the footpaths observed were complete on both sides and the rest of the footpaths were either not complete or complete on one side of the street. The Municipal Corporation should take steps to ensure that footpaths are complete on both sides of the roads in order to facilitate safe and pleasant walking.

Walkabilty and Pedestrian Facilities 18 in Thrissur City Not Complete 23%

Complete Complete one side Both side 15% 62%

Figure 8. Footpath completeness

Figure 9. Footpath quality in a narrow road in the city

As seen in the graph below, cement slabs are placed at stretches along half of footpaths. Most of them were found to be unevenly placed with gaps in between one slab and another, making it quite dangerous for the pedestrian to walk. Further, many slabs were found dislocated from their position and the pedestrian had to then step to the main road to access the other end of the slabbed footpath. Paved footpaths using interlocking bricks were found in 50% of footpaths and were quite satisfactorily maintained. In addition to the footpaths made of concrete, cement slabs or paving bricks were those composed of sand and dirt on which it is quite difficult to walk especially during the rainy season. Immediate attention needs to be drawn to such areas which should be properly paved.

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Walkabilty and Pedestrian Facilities 19 in Thrissur City Wider footpaths increase the ease of walking as they accommodate more people. The Indian Road Congress recommends footpaths on both sides of the road with a minimum width of 1.5 meters (5 feet). As can be seen in the graph below, the majority of the footpaths had a width of 4 feet to 6 feet and 29% of footpaths are less than 5 feet wide. Footpaths in the heart of the city near the Municipal Office were found to be more than 6 feet. The local administration can look into the widening of footpaths that are currently less than 5 feet.

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4 Ft to 6 Ft 46%

Figure 11. Footpath width

Only a footpath free of obstruction can ensure the comfort and safety of those on foot. Survey results reveal that electric feeder pillars, cables, garbage, construction rubbish and so on were found on more than half of the footpaths. Posters, signboards and flex boards were hung on the electricity feeders, all of which pedestrians had to dodge while walking. Cars and motorbikes parked on the footpaths constituted a further obstacle and pedestrians were left with no option than to step into the street. In 42% of the segments reviewed, the observer had to leave the footpaths at least once due to obstructions. Mere provision of footpaths will not serve the purpose for which they are constructed unless they are cleared of obstructions. It is important here to note that vendors should not be classified as obstructions in the same way as other objects. While vendors can block part of the footpath (and should not be allowed to constitute a genuine obstacle), they provide both safety, in terms of eyes on the street and attraction, in terms of things to look at and buy, for pedestrians. That is, while parked vehicles, sign posts and the like are genuine obstructions, the presence of vendors can actually enhance the walking experience.

80.0% 70.0% 60.0% 50.0% 40.0% 30.0% 20.0% 10.0% 0.0%

Figure 12. Obstructions

Walkabilty and Pedestrian Facilities 20 in Thrissur City Figure 13. A lot of obstructions compel the pedestrian to leave the walkway

The growing problem of waste disposal is threatening the very basic issue of ‘liveability.’ The survey team regularly found waste dumped on the footpaths. Cleanliness of a segment refers to the physical disorder visible in that segment. Over half (57%) of the segments with footpaths were rated fair in terms PG
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had garbage. On a positive note, one-third of the footpaths had no physical disorder. Thrissur Municipal Corporation should make necessary arrangements to remove garbage and help to create a clean and healthy city wherein pedestrians can walk and make optimal use of public space.

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Figure 14. Physical disorders

Figure 15. Footpath cleanliness is still a challenge in some areas of the city

Walkabilty and Pedestrian Facilities 21 in Thrissur City 3.5 Facilities for the disabled Special space is required for “Wheeled Walking”: baby carriages, wheelchairs, shopping carts and so forth. Most of the segments studied were inaccessible for people with disabilities. Infrastructure for the disabled was studied by observing the curvilinear curbs on the footpaths so that a person in a wheel chair could use the footpath. Not surprisingly, 90% of the footpaths do not have curvilinear curbs and only 10% of the footpaths are accessible for the disabled. Street development plans should consider developing infrastructure based on universal design of accessibility.

Yes 10%

No 90%

Figure 16. Facilities for disabled

Figure 17. Uneven footpaths pose difficulties for people with disabilities.

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injuries and fatalities. Lack of traffic calming measures, inadequate or missing footpaths and crossing points and lack of enforcement of laws all create an environment that is unsafe for pedestrians. The study analyzed the barriers for crossing, crossing aids, traffic calming methods and enforcement strategies. Crossing busy streets is not easy, especially for children and the elderly. Two-thirds of the segments observed had no crossing aids, while in the rest of the segments crossing aids were present in the form of zebra crossings and police enforcement. In several cases, the pedestrian “safety” measures implemented were inappropriate and ultimately discouraged pedestrians. Measures such as underground walkways and pedestrian overpasses are difficult, if not impossible, for the elderly and the disabled to use, and people naturally fear and dislike entering a dark tunnel and are averse to climbing stairs. In fact such measures are meant to improve mobility for motorized vehicles and should be understood as barriers to smooth and convenient pedestrian movement.

Walkabilty and Pedestrian Facilities 22 in Thrissur City Five percent of the total segments had railings to prevent pedestrians from crossing the street in stretches without a zebra crossing. The surveyors observed aggressive drivers in one-third of the segments where motor vehicles were visible. Aggressive driving included speeding, overtaking in busy streets and not giving pedestrians enough space. Thus the study found that crossing aids are only present in very few segments and a portion of drivers behave aggressively. According to police sources, out of 1,262 accidents in the city, 1,235 were due to rash and careless driving. It is here important to note that while it is impossible to achieve a goal of no accidents, it is possible entirely to avoid serious injuries and fatal accidents, simply by reducing the maximum vehicle speed.

Answer Options Response Percent

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Figure 18. Traffic police helping students to cross the road.

3.7 Availability of Amenities The survey looked for amenities such as benches, shade, toilets, dust bins and vendors on the footpaths, all of which can promote walking. Street vendors help pedestrians to buy essentials like vegetables, fruits or other eatables, as well as providing safety through their presence. Benches and other seating help those on foot, especially the elderly, to take a short rest and also provide opportunities for socializing, which can “reward” those on foot. Trash cans and toilets help keep the footpaths clean. The results of the survey were not encouraging, as in more than 80% of footpaths, virtually none of these amenities was found. However, 40% of the segments surveyed had trees to provide shade. There should be a conscious FòPSU
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Walkabilty and Pedestrian Facilities 23 in Thrissur City 90.0%

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Figure 19. Amenities for pedestrians

Figure 20. Pedestrian amenities other than trees are virtually absent in the city

3.8 Parking & Other issues The study observed parking of vehicles, whether legally or illegally, in many streets. Legal parking refers to parking in specified areas and places which do not affect the mobility of pedestrians and other vehicles. Illegal parking refers to vehicles parked on footpaths, in specified no parking areas and on the TJEF
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parked illegally. The effect of parking is twofold. While it can act as a buffer between the pedestrians and traffic, it can also act as an obstruction, especially when it occurs on footpaths or in the street where no adjoining footpath exists.

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Walkabilty and Pedestrian Facilities 24 in Thrissur City Unless strict rules about parking are formulated and enforced, the rights of the pedestrians will continue to be violated.

Figure 21. Parking and other hindrances

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No Trucks parked 0 0 0 61 61 16.1%

Table No.:7. Hindrance due to parking

While parking (whether legal or illegal) restricts mobility, the study found that illegally parked cars block the pedestrian way to some extent in 87 segments and a lot in 66 of the segments. In some cases even legally parked vehicles block pedestrian mobility to some extent. It is strongly recommended that the Municipal Corporation implement parking policies to reduce hindrance from parking and to ensure equitable use of public spaces. It is not advisable to provide free parking. This is because free parking will simply encourage people to use private vehicles to make a trip, no matter how short. Similarly, if people can park for free, they will not pay to use municipal garages, especially since the use of a garage will entail travelling a greater distance to reach one’s destination. The only feasible solution to the parking problem is one based on reducing demand rather than increasing supply, through a range of measures that include charging by time and space occupied for all parking, and encouraging alternate modes of transport, including walking, that do not require terminal capacity (parking).

Walkabilty and Pedestrian Facilities 25 in Thrissur City Figure 22. Parking on the walkway

None 6%

A lot 25%

A little 34%

Some 35%

Figure 23. Noise pollution

Noise pollution in cities is mainly caused by honking of horns, the sound of engines and construction work. One-fourth of the segments had a lot of noise pollution, while two-thirds (69%) had some or a little noise pollution.

Walkabilty and Pedestrian Facilities 26 in Thrissur City 4. RESULTS: PERCEPTION SURVEY

4.1 Travelling mode and pedestrian preference

Walking is physically demanding and there are limits as to how far most people can or will walk. In a large number of surveys, the acceptable walking distance for most people in ordinary situations has been found to be around 400- 500 meters, which takes less than 20 minutes.

350

300 42 None 250 78 <=5 1212 6-10 200 113 39 235 11-15 150 16-30 102 31-60 100 65 60-90 50 41 8 40 27 90+ 28 17 16 Not Sure 0 403 06 08 Walk Bus/train Rickshaw

Figure 24. Travelling mode and time spent The respondents were asked about the origin and destination of their current trip along with the time spent and mode of travel used. The majority of them (74%) travelled on foot for their current trip for 15 minutes or less, while ten percent walked for 15-30 minutes. Two-thirds of the respondents indicated that they had travelled or would travel by bus or train during their current trip. As the travel mode of most of the commuters, for at least part of their trip, is walking, infrastructure that ensures safety and comfort for the walking community is fundamental to the road planning of the city.

Figure 25. Motorized travel mode

Pedestrians’ opinions about footpath quality were gathered through interviews. Nearly two-thirds of the respondents rated the pedestrian facilities in Thrissur as ‘Average’ and 26% found them ‘Bad’.

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p aths de rc i p road d p o n W emovin ore crossin a nf access for disabled

afer Crossin R y E S M foot ed as c E mproves Street Li I lean foot C Redu Figure 26. Pedestrian preferences for improvement

Walkabilty and Pedestrian Facilities 27 in Thrissur City The pedestrians were asked to choose five improvements out of a potential ten that support the pedestrian environment. Interestingly most of them preferred cleaner footpaths. Recall that in the earlier analysis we found that there were many obstructions on the footpaths. Three-fourths of the respondents suggested improvements in street lighting in the city. Poor lights on the footpaths especially at night time make it difficult for pedestrians to walk safely. Proper enforcement of laws, reduced and slower traffic and easy access for the disabled were other common suggestions. Interestingly, far fewer pedestrians were concerned about safe crossings. This is not to say that safe crossings are not necessary, but rather that only worrying about street crossings will not adequately address the various concerns that pedestrians express about the walking environment.

4.2 Pedestrian facilities and pedestrian perception

Good 6% Worsst 5%%

Bad 26%

Ok 63%

Figure 27. Pedestrian facilities

Not Sure, 15.0% Sign, 2.8% Zebra Crossing, 37.3% Underpass 9% Crossing Guard, 2.1%

Police enforcement, 23.3% Special lights, 1.7%

Figure 28. Pedestrian preference for crossing roads

Pedestrians were asked about their experience in crossing the road and the crossing aid they expect. Thirty-seven percent of pedestrians preferred to use zebra crossings and opined that there should be adequate zebra crossings wherever the walking population is high. One-fourth (23.3%) said that policemen should be deployed at places where there are many pedestrians crossing the roads.

Walkabilty and Pedestrian Facilities 28 in Thrissur City 4.3 Pedestrian perception of safety

Other 4%

Motorbikes 16%

Cars Auto 4% 45%

Trucks 20%

Bus 11%

Figure 29. Types of vehicle causing havoc to pedestrians

More than two-thirds of the respondents felt that drivers are careless about pedestrians and cyclists. The accident rate due to rash and careless driving combined with the pedestrians’ perception of drivers indicate the driving habits of the city dwellers. Pedestrians were asked what types of vehicle creates more havoc on streets. The most common response among 45% was auto rickshaw, while 31% mentioned IFBWZ
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Feel Safe, 51%

Not feeling safety 26%

Figure 30. Feeling of security when other people walk on the street

In most cities around the world, people indicate that they feel safer walking where other people are walking as opposed to being in places where they are alone. Interestingly, only half of the respondents indicated that they feel safer in the presence of others, while one-fourth of the respondents answered that they feel unsafe and 23% indicated they were not sure or sometimes it is safer and sometimes it is not safer. The project team will consider conducting focus groups in the future to determine the nature of the concerns. It would also be interesting to see whether there are strong gender differences and if the discomfort around others is due to verbal or other harassment (eve teasing).

Age Fear 15-30 30-50 50+ Response Totals Yes 55% 64.1% 93.0% 66.3% No 45% 35.9% 7.0% 33.7% 109 131 57 297 Table No.:8 Problems of crossing roads by age of the respondents

Walkabilty and Pedestrian Facilities 29 in Thrissur City Crossing busy roads is a concern for many people. When the respondents were asked about it, two- thirds answered that they were afraid to cross busy roads. When analyzing fear against the age of the respondents it is clear that older people have the greatest problems in crossing roads, with 93% of those above the age of 50 saying that they fear to cross busy roads.

No 36%

Yes 64%

Figure 31. Afraid to walk during night time In well-lit city streets that are full of people, there is little fear in moving about at night. When streets are not well lit or there are few others out, people are likely to feel more insecure. We found that two-thirds of the respondents feel unsafe walking in the city after dark.

0.9 0.8 0.7 0.6 0.5 0.4 0.3 0.2 0.1 0

Figure 32. Respondents by desired destination

The respondents were asked if there were any places they would wish to go by foot but currently cannot. This question is important in that it begins to identify if there needs to be a better land use mix or other improvements. The reasons for not being able to travel to those places were also asked. For the majority (83%) there were no such places. Sixteen percent said that there were places like schools, entertainment venues, parks, and relatives’ homes where they would like to go by foot. Of these, 38% of the respondents were not walking to such places because of fear of crime, followed by poor footpath quality (16%) and distance (16%).

Walkabilty and Pedestrian Facilities 30 in Thrissur City 5. IMPROVING WALKABILITY IN THRISSUR

5.1 Transport Policy, Kerala Kerala’s draft transport policy proposes a revamping of the public transportation system to increase its modal share from the existing 33 per cent to 80 per cent of trips. The policy proposes to reduce dependence on personal transport and increase the share of buses in intra-state and intra-city transport. Encouragement will also be given for investment in a metro rail or mono rail service and suburban rail system on main routes. As the policy states, ‘The Government will encourage introduction of new generation cleaner energy buses to reduce pollution level. The share of KSRTC buses in the total stage carriage services will be increased from the present 27 per cent to 50 per cent by 2025. Public transport will get preferential treatment in the tax structure compared to personalized transport’. The policy further suggests improvement in both design and capacity of city roads. It also proposes introduction of four-wheel auto-rickshaws, shared taxis and intermediate public transport services in the form of minibuses and other vehicles. These proposals have important implications for transportation in Kerala. In order to achieve an increase in transit users, the government must prioritize spending on public transit over private automobiles. But such a goal also has important implications for improving walking. All transit trips begin and end with a walking or cycling trip. Therefore, in addition to increasing spending on public transit, infrastructure investment must also focus on pedestrians and cyclists. After all, if people cannot travel comfortably, conveniently and safely by foot or bicycle to and from transit stops, then high ridership of transit will remain an unachievable goal.

5.2 Parking Policies The Kerala transport policy proposes open multi-storied parking facilities constructed by the government at important centres. The policy also proposes that local bodies issue building permits only after ensuring adequate in-house parking spaces for the expected number of inhabitants’ vehicles as well as building off-street parking facilities for existing buildings at suitable locations, with the cost to be recovered from building owners. The National Urban Transport Policy (NUTP) directs the state governments to amend CVJMEJOH
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users of such buildings. The policy recommends multi-level parking complexes to be made a mandatory requirement in city centres that have several high rise commercial complexes. Levying of high parking fees was also mooted by the NUTP. Private automobile travel is unique in the transportation sector in that most of the time vehicles are stationary (parked) and space (terminal capacity) is needed at both the journey location and at the destination. Private automobiles operate in stark contrast with public transit, which spends most of the time moving about the city and thus requires vastly less terminal capacity. Bicycles also require far less terminal capacity than do cars and pedestrians of course require none whatsoever. When parking is free or inexpensive it offers little disincentive to driving. This “free” parking comes at great social cost, however. Not only does free parking encourage vehicle travel, but also the significant amount of space required for car parking comes at the expense of parks, playgrounds, housing and the pedestrian realm. As such, “free” parking comes at the expense of everyone, not just automobile owners. This sharing of costs, by which even non-car users subsidize those in cars, represents a great inequity. The “bundling” of costs, in which everything one buys includes a subsidy for “free” car parking (aside from maintenance of streets and parking lots, there is an opportunity cost when valuable real estate is turned over to parking), also represents a great economic inefficiency, as people do not receive the financial cues they need to make economically rational decisions. That is, if it is cheaper to buy one’s goods in a shop or eat in a restaurant if one does not require a parking space, then consumers will get the signal that they should not arrive by car. When costs are bundled, they do not receive that signal and thus cannot make that choice in an economically sound way. Mandating parking for cars within cities is an inducement to drive and directly conflicts with Kerala’s stated policy of shifting modal share from private car to transit.

Walkabilty and Pedestrian Facilities 31 in Thrissur City Parking controls are used in many cities to help deal with parking problems. Parking controls include charging for parking and limiting the places and the times cars are able to park. For example, in several German cities, the number of parking lots in city centres has been reduced. Several cities have closed particular streets or areas to passenger cars and restricted certain parking areas for residents only. Bremen (Germany) has implemented a combination of measures: strict parking controls and highest parking fees in the places with the highest demand. The city makes sure that driving is more expensive than public transit. As a result, 50% of trips to the city centre are by public transit and 22% by bicycle. Public transport is used by 58% of shoppers in the central district. In Copenhagen, the main way of arriving at the city centre is by public transport (45%), while 19% arrive by bicycle and 14% on foot. Within the city centre, only 5% travel by bus and 4% by car or taxi, while 14% move about by bicycle and a full 80% on foot. If the government hopes to achieve its goal of 80% of all trips taken by public transit, they will need to introduce parking controls rather than mandate more parking spaces. Another mechanism to reduce the space required for car parking in cities is to set maximum parking requirements for new development (rather than setting minimum parking standards). Some cities in the United States (including San Francisco, Portland, Seattle, New York City and Boston) have successfully implemented such policies, in some instances combining them with high parking fees and good provision of other transport options (for example, buses within the Seattle central business district are free of charge). Bogotá (Colombia) uses pricing policies combined with strong measures to prevent car parking on footpaths. As former mayor Enrique Peñalosa has observed, “Parking is not your constitutional right.” In Copenhagen (Denmark), parking control policies have resulted in a livelier city centre, with parking spaces being reduced by about 2% a year over 20 years. As Gehl and Gemzøe (2004) explain, “The number of parking places has been reduced, and it is harder to come into the city center by car. In contrast, there is now more reason to come, as the city center has been made much more attractive.” Meanwhile, only 4% of visitors to the Copenhagen central business district say that “lack of parking spaces” is a problem. Copenhagen also transformed its squares and public plazas from parking lots to attractive public places, thereby increasing amenities in the city without worsening its traffic. In terms of meeting existing demand for parking, it is also important to note that one can greatly expand available parking simply by limiting the amount of time for which any individual car is parked. That is, rather than build parking lots, one can ensure higher turnover of existing parking spaces. If one car is parked in a space for eight hours, that space serves only one car. If, however, people only park for one hour or less, then the space can serve at least eight vehicles during the day. That is the only efficient approach to addressing parking supply and is made possible by charging sufficiently high fees per time that vehicles are parked. As per the town planning department, apart from two or three existing pay-and-park services by the Municipal Corporation, there are no new proposals for multi-storied parking facilities in the city, although rules exists for provision of parking facilities for newly constructed shopping malls and flats. The walkability study has revealed that vehicles are often parked even at non-designated areas, which severely affects the mobility of the public by consuming a large portion of road space. Traffic and parking rules in Thrissur city are frequently altered especially in the CBD to accommodate growing numbers of vehicles. Even in Swaraj Round in the heart of Thrissur city, cars and motorbikes are parked free of charge. Imposing hefty charges for violators and charging high fees for parking, by the amount of time parked, are the only way out of parking problems. In some cities including London and Singapore, a fee is charged for cars entering the city (CBD) and car users also have to pay parking charges, which helps motivate people to switch to public transport.

5.3 National Urban Transport Policy The National Urban Transport Policy recommends equitable allocation of road space with a focus on people, not vehicles. To achieve this, reserving lanes and corridors exclusively for public transport and non-motorized modes of travel were suggested. Under the heading “Priority to the use of public transport and NMT”, the policy states that ”The central government would promote investments in public transport

Walkabilty and Pedestrian Facilities 32 in Thrissur City as well as measures that make its use more attractive than in the past. Towards this end, the central government would encourage all State capitals as well as other cities with a population of more than one million to start planning for high capacity public transport systems.” Jawaharlal Nehru National Urban Renewal Mission (JNNURM) is an incentive to cities and states across the country to implement modern bus systems, in particular Bus Rapid Transit. The main aim behind this scheme is to encourage the Public Transportation System in cities and thus to reduce the use of private vehicles within city limits. At present such buses are introduced in Cochin and Trivandrum under +//63.
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some of the low floor city buses to Thrissur and other intercity routes. The National Urban Transport Policy, under the heading “Priority for Non Motorized transport”, further states that “‘The Central Government would give priority to the construction of cycle tracks and pedestrian paths in all cities, under the National Urban Renewal Mission (NURM), to enhance safety and thereby enhance use of non-motorized modes.” Review of city budget expenditure reveals that there is grossly insufficient funding for non-motorized transportation. Not surprisingly, there are no budget lines for improving Non-Motorized Transportation. The income and expenditure statement of 2010-11 shows that an amount of Rs. 79, 43,638 was used for SFQBJST
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reports reviewed has mentioned about cycling tracks in Thrissur city, which shows how neglected cyclists are in the city and how much priority there is for NMT.

This is not to say that no improvements have occurred, though far more attention has been given to motorized vehicles than to pedestrians and none at all to cyclists. As part of KSDUP project, Swaraj Round, the entry roads to the city M.O. Road, Shoranur Road, Kuruppam Road, M.G. Road, roads in the Sakthan Nagar, Ikkanda Warrier Road, Koorkanchery Road and Chiyyaram Road were modernized at par with the national level using macadam tarring. Footpaths and drainage systems were also refurbished. Two kilometres of tiles were laid in the footpaths around the city. Dense bitumen macadam and bitumen concrete were used in the 1883 metre Swaraj Round. Road signs, name boards, traffic signals and modern street lights were installed as part of the project. The total project cost is Rs 28.27 cr. (KSDUP).

5.4 Hawker Policies A street vendor is broadly defined as a person who offers goods or services for sale to the public without having a permanent built up structure but with a temporary static structure or mobile stall (or head load). 4USFFU
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may be mobile in the sense that they move from place to place carrying their wares on push carts or in cycles or baskets on their heads or may sell their wares in moving buses etc. The Supreme Court ruling on street vendors states that, “If properly regulated according to the exigency of the circumstances, the small traders on the sidewalks can considerably add to the comfort and convenience of the general public, by making available ordinary articles of everyday use for a comparatively lesser price. An ordinary person, not very affluent, while hurrying towards his home after a day’s work can pick up these articles without going out of his way to find a regular market. The right to carry on trade or business mentioned in Article 19(1)g of the Constitution, on street pavements, if properly regulated cannot be denied on the ground that the streets are meant exclusively for passing or re-passing and no other use.” The National Policy for Street Vendors suggests demarcation of vending zones. According to the policy, UIF
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Walkabilty and Pedestrian Facilities 33 in Thrissur City the hawking activity. Street vendors are most vulnerable to forced eviction and denial of basic right to livelihood. The policy restricts the ability of authorities to carry out forceful eviction of street vendors and they should be served a notice of 30 days if the eviction is urgent.

In Thrissur, there are no definite policies for hawker management and there is no formal committee for the welfare of street vendors. According to the Municipal Corporation, hawkers are managed by police generally. Speaking to some street vendors revealed that although they are happy to serve the community and faced few problems, during the time of street improvement works, they are often neglected and fear forceful eviction. We recommend, therefore, that policies and infrastructure interventions be developed at the Municipal Corporation level for proper hawker management in order to continue to support shopkeepers and vendors in the pedestrian environment, while at the same time protecting pedestrian space. This can be as simple a measure as designating some portion of the footpath to vendors, such that pedestrians gain access to goods and services while still being able to move in an unimpeded fashion.

An analysis of the above policies makes clear that both the State and the Central Government have policies relating to transportation planning, land use allocation, parking, NMT and public transport. For instance, the NUTP gives priority for the construction of cycle tracks, pedestrian paths and encourages public transport, while the Kerala Transport Policy suggests the improvement of design and capacity of city roads, introduction of new generation buses and encouragement of public transport.

Walkabilty and Pedestrian Facilities 34 in Thrissur City 6. CONCLUSIONS AND RECOMMENDATIONS

The walkability survey provided important insights into many aspects of the pedestrian experience in Thrissur, including on the availability and quality of footpaths and on the preferences of pedestrians for walkability improvements. Although efforts are being made by the local administration to create infrastructure that ensures safe walking for the pedestrians, nevertheless the majority of the pedestrians term rate current walking conditions only as ‘average’ with only 6% liking the present arrangement. Walking is essential part of daily life. Over 74% of local residents walk at least 15 minutes each day through the busy streets of the city on their way to work or elsewhere. They are concerned about the lack of adequate arrangements to ensure their comfort and safety. They find speeding vehicles to be the most frightening aspect of travel by foot. Vehicles wrongly parked on the footpaths force pedestrians to step onto the busy road, which creates the risk of being hit by a vehicle. Meanwhile, there are still long stretches of road with no footpaths on either side. All high volume roads should have footpaths on both sides, while medium volume roads should have GPPUQBUIT
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upgraded to concrete or paving bricks. The study has revealed that there is a considerable amount of physical disorder in the pedestrian environment, which makes walking unpleasant. The government should bring policies to introduce trash cans to the footpaths and ensure the proper maintenance of the streets. Motor vehicles, construction rubbish and car entry and exit cuts cause significant obstructions and make walking difficult or impossible. Policies should be developed and enforced to prevent these obstructions. Safety is a big concern in the city. City development work should consider the improvement of infrastructure for the disabled as a majority of the streets studied are not accessible for people living with disabilities. This not only creates an unsafe environment for the disabled, it limits their ability to fully participate in public life. The majority of the roads have no crossing aids and traffic calming devices, which puts pedestrians at risk. Aggressive drivers were observed in one third of the roads studied. Taking into consideration the traffic volume of theoads, r measures such as zebra crossings, traffic calming devices, and pedestrian lighting should be introduced in more places. Policies should be developed to give pedestrians the right of way, supported by police enforcement and driver education. Pedestrian amenities such as seating, trees, public toilets, trash cans and vendors all contribute to a comfortable and enjoyable walking experience. Most of the segments studied had very few or no amenities. A street policy should be developed by the government which includes provision and regular maintenance of services such as seating and public toilets. The authorities should consider planting new trees when developing the street policy, while taking care not to block pedestrian movement. Paid parking facilities exist in very few places in the study areas. All vehicles should be charged a parking fee according to the time the vehicle is parked. The income generated from the parking fee should be used for improvement in pedestrian facilities, as the study reveals that parking affects pedestrians’ movement and better pedestrian facilities will themselves serve as further inducement to people to make more trips without using an automobile.

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Walkabilty and Pedestrian Facilities 36 in Thrissur City 7. REFERENCES

Ananthakrishnan, G, (2012), Footpath maketh a city, The Hindu (online) http://www.thehindu.com/news/cities/chennai/article3759284.ece?homepage=true (accessed on 12/10/2012)

Census of India (2011), Summary of Provisional population kerala, http://www.censusindia.gov.in/2011-prov-results/data_files/kerala/ppt_at_a_glance_kerala.pdf (accessed on 10/09/2012)

Clean Air Initiative (CAI). Walkability Survey Tool. http://cleanairinitiative.org/portal/sites/default/files/documents/18_Walkability_Survey_Tool_2011.pdf [accessed on 28-10-12]

Corporation of Thrissur. About Thrissur. http://www.corporationofthrissur.net/node/117 [accessed 2/8/2012 2012]

Dan Burden and Glatting Jackson Kercher (2008), Walkability http://www.sault-sainte-marie.mi.us/docs/walkabilityaudit.pdf [accessed on 3/09/2012]

ESAF India, Pedestrianisation of Commercial Street, 2012.

Efroymson D, Dhaka’s BRT Walkability Strategy. 2011.

Government of Kerala, Public Relation Department, Traffic, http://prd.kerala.gov.in/trans_main.htm[accessed on 01/11/2012]

Government of Kerala, History of Thrissur District http://www.tsr.kerala.gov.in/index.php?option=com_content&view=article&id=73&Itemid=18 [accessed on 17/10/ 2012]

Governement of Kerala, Kerala Public Works Department. About Us. http://www.keralapwd.gov.in/getPage.php?page=About%20Us&pageId=256&link=About%20PWD [accessed on 15/10/ 2012]

Government of India, Ministry of urban development and poverty alleviation, National Policy for Urban Street vendors 2004 http://mhupa.gov.in/w_new/StreetPolicy09.pdf

Government of India, Ministry of Urban Development, Jawaharlal Nehru Urban Renewal Missison, http://jnnurm.nic.in/wp-content/uploads/2011/01/UIGOverview.pdf [accessed on 22-10-2012]

Government of India, 2006, National Urban Transport Policy http://www.urbanindia.nic.in/policies/Transportpolicy.pdf [accessed on 22/10/2012]

Kerala Sustainable Urban Development Project. KSUDP project status of PIU Thrissur http://www.corporationofthrissur.net/sites/default/files/KSUDP_ProjectStatus_PIU_20100408_1_0.pdf [accessed on 18/10/2012]

Kerala Sustainable Urban Development Project, KSUDP project status of PIU Thrissur http://www.corporationofthrissur.net/sites/default/files/KSUDP_ProjectStatus_PIU_20100131_0.pdf[accessed on 18/10/2012]

Kerala Sustainable Urban Development Project (PPTA 4106 – IND), 2005, Final Report Volume-2- City Report Thrissur.

Kerala police department, Details of road accidents in Kerala. http://www.keralapolice.org/newsite/pdfs/Road/2011/no_accidents_upto_2011.pdf [accessed 2/8/12)

Krisnakumar,R, (Jan 2012), Invisible people, Frontline[internet], volume 28, Issue No.01

National Transportation Planning and Research Center(2010), Mobility Newsletter, http://natpac.kerala.gov.in/images/pdf/mobility2010.pdf [accessed on 12/07/2012]

National Transportation Planning and research centre, Draft Transport Policy for Kerala http://www.kerala.gov.in/docs/policies/draft_transportpolicy.pdf [accessed on 28-10-2012]

Shoup, D, The High Cost of Free Parking. Chicago: American Planning Association, 2005.

The Hindu, 2011, Draft Policy moots revamp of public transport system, The Hindu (internet) Available at http://www.thehindu.com/news/states/kerala/article1500859.ece [accessed 12/07/2012]

Thrissur Municipal Corporation, Road improvement works for corporation of Thrissur http://www.corporationofthrissur.net/sites/default/files/roadImprovement.pdf

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Walkabilty and Pedestrian Facilities 37 in Thrissur City Annex A OBSERVATION SURVEY DATA

Four or more No Lane, 0.3% lanes, 10.8% 100.0% One Three Lanes, 2.9% 90.0% Lane, 12.7% 80.0% 70.0% 60.0% 50.0% 40.0% 30.0% 20.0% Two Lanes, 73.4% 10.0% 0.0% 3 way intersection 4 way intersection Other intersection Segments ends

Figure No.33 Traffic lane Figure No.34 Type of segment intersection

Could not walk on path, 5.6% Good (very few physical), 11.3% 4 +, 15.5% Poor ( a lot of physical), 31.7%

1 - 3 Never, 57.7% Times, 21.1% Fair (some Physical), 57.0%

Figure No.35 No. of times footpaths left due to obstructions. Figure No.36 Scale of segment cleanliness.

60.0%

50.0% Some intersections, 9.2% 40.0%

30.0%

20.0%

10.0%

None, 90.8% 0.0% High medians Barbed wire Trees / More than 2 Mixed traffic None plantings in lanes traffic medians

Figure No.37 Visible curb cuts on the footpaths. Figure No.38 Barriers for pedestrian crossing.

60.0%

50.0% Yes, 31.1% 40.0%

30.0%

20.0%

10.0% No, 68.9%

0.0% Roundabout Lane width Speed humps Signs ( Other) None restriction

Figure No.39 Traffic calming measures Figure No.40 Visible aggressive drivers found

120.0%

Yes, 5.3% 100.0%

80.0%

60.0%

40.0%

20.0% No, 94.7% 0.0% Road - oriented Pedestrian - scale Other lighting No Lighting lighting lighting

Figure No.41 Availability of railing barriers Figure No.42 Availability of lighting

Walkabilty and Pedestrian Facilities 38 in Thrissur City Annex B PERCEPTION SURVEY DATA

Don't Know 50.0% 4% 45.0%

40.0%

35.0% No 27% 30.0%

25.0%

20.0%

15.0%

10.0% yes 69% 5.0%

0.0% Walk Cycle Auto Bus/Public Transport Car Motorbike

Figure No.43 Pedestrian Perception-Do drivers care for pedestrians? Figure No.44 Mode of transportation within 2kms.

Often 21% No Never 34% 38%

Yes Rarely 66% 30% Many Times 11%

Figure No.45 Abuse from motorists while crossing the road. Figure No.46 Pedestrian perception: Fear to cross busy roads.

Not Sure/Refused 0.6 13%

0.5 No 0.4 16%

0.3

0.2

0.1 Yes 71% 0 Bicycle Car Motorbike Rickshaw None

Figure No.47 Type of vehicles owned by respondents Figure No.48 Need for proper pedestrian facilities.

Walkabilty and Pedestrian Facilities 39 in Thrissur City Annex C ROAD, SAFETY AND PEDESTRIANS - A PHOTOGRAPHIC PRESENTATION

Vegetable vendors on one side of the footpath -An amenity for Crossing the road is an herculean task. the pedestrians.

When and how to cross? – Pedestrians too need a lesson ! A pillar on the footpath ‘welcomes’ the panicky pedestrians crossing the zebra line !

No Footpath ? Pedestrian are forced to walk on the road. Understanding the policies – Discussion with PWD Executive Engineer- Thrissur.

Walkabilty and Pedestrian Facilities 40 in Thrissur City Pedestrian count in progress. “Do you find any obstruction while walking ?” - Pedestrian Perception Survey in progress

A speedy bus violates the rights of the pedestrians on the zebra Ready, steady and Go ! - Pedestrians crossing the road on a lines. busy street.

Trees on the footpath ! – An obstruction or an amenity? Subways are least preferred by the pedestrians.

Walkabilty and Pedestrian Facilities 41 in Thrissur City Railing barrier on a street across the Municipal Corporation Reclaiming Pedestrian Rights – Safe Walking for all Office.

Can we dream for a safe bicycle lane? Can these slabs support safe walking?

Better footpaths can promote walking among students Encroaching zebra lines for parking – a common sight in the city

Walkabilty and Pedestrian Facilities 42 in Thrissur City Annex D

FIELD SURVEY FORM - QUALITY OF PEDESTRIAN ENVIRONMENTS

Volunteer Name: Date: Section ID: Segment ID: Start Time: End Time:

1. Is road construction underway? 7. Are residential and non-residential land-uses mixed in Yes No this segment? 1 2 No mix Little mix Some mix A lot of mix If yes, skip all questions and begin next segment on a 1 2 3 4 new sheet. If no, continue to Question 1. 8. What uses do you see in this segment? (check all) Houses Office Public/ Schools 2. Number of Lanes: Government 1 2 3 4 3 4 or more lanes 3 lanes 2 lanes Shops Restaurant/ Entertainment Park/ 1 2 3 Cafe Playground 5 6 7 8 1 Lane No Lanes 4 5 6 Footpath Availability 9. Presence of a footpath or walkway in segment? 3. Two way traffic None One side Both sides Yes No 1 2 3 1 2 ** if no footpath or walkway skip to question 22 1. Vehicle Speed 10. Is the footpath/walkway complete in this segment? Not complete Complete one side Complete both Not Posted 15 mph 20 mph sides 1 2 3 1 2 3 25 mph 30 mph 35 mph 4 4 5 6 Footpath Quality 40 mph 45 mph 45+ mph 11. Is there a buffer between the road and path? 7 8 9 No buffer Buffer less Buffer 2 feet Buffer is more than 2 ft to 6 feet than 6ft 2. Segment Type: 1 2 3 4

Low Volume Medium High Volume Path/No 12. What materials are used for Road Volume Road Road footpath/walkway? (check all that apply) Road Paving Brick Concrete Bitumim 1 2 3 4 ** if no road, skip the "Safety" section 1 2 3 Slab Tiles Dirt/Sand 3. Segment Intersections (check all that apply): 4 5 6 Other 3 way 4 way Other intersection intersection intersection 7 1 2 3 Segment ends Segment has no Segment ends but path intersections continues 13. What is the width of the footpath/walkway? 4 5 6 Less than 2 2ft to 4ft 4ftto6ft More than 6 ft ft Land Use Diversity 1 2 3 4

Walkabilty and Pedestrian Facilities 43 in Thrissur City 14. What is the condition of the footpath/walkway? Poor (many Fair (some Good (very few Safety heaves, broken heaves, broken heaves, broken sections) sections) sections) 22. Are there barriers that make it difficult or prevent pedestrians from crossing the street? 1 2 3 High medians Barbed wire . Trees/ plantings in medians 15. Are there obstructions blocking the footpath/ walkway? 1 2 3 (check all that apply) Cars/ Construction Car Exit/ More than 2 Mixed Traffic None Trash cans Motorbike rubbish entry cuts lanes traffic 1 2 3 4 4 5 6 Shop pillers and Trees Vendors goods cables 5 6 7 8 23. Are there crossing aids for pedestrians to cross the Trucks None street safely? (Check all that apply) 9 10 Zebra Special Police Crossing Crossing Lights Enforcement Guard 16. What is the quantity of obstructions blocking the 1 2 3 4 footpath/walkway? None A little Some A lot Raised Signs Underground/ Cars obey walkway Foot over bridge laws/ yield l 2 3 4 5 6 7 8 17. Did you need to leave the footpath/walkway because of the obstructions? None Never 1-3 times 4+ Could not 9 walk on path 1 2 3 4

18. Is there physical disorder visible in the segment (on 24. Are there traffic-calming and controlling footpath or road)?( check all that apply) devices to reduce volume or speed? (check all that apply) Cans/bottles Cigarette/ bidi Urine Smell Roundabout Lane width Traffic signals restriction 1 b 2 3 1 2 3 Garbage Broken glass Graffiti 4 5 6 Speed humps Signs (other) None None 4 5 6 7 25. What is the posted speed limit? (if there is no 19. What is the overall cleanliness of the segment? posted limit, enter 999) ______r Poor (a lot of Fair (some Good (very few physical disorder) physical disorder) physical 26. Do you see cars being driven in segment? disorder) Yes No 1 2 3 1 2 *if no, skip to question 24 Facilities for the Disabled 20. Are there curvilinear or curb cuts on the footpath/ 27. Are there aggressive drivers (i.e. speeding, not giving walkways of this segment? pedestrians the right of way)? None Some All intersections Yes No intersections 1 2 1 2 3 28. What are the major sign/sign boards seen in a segmen check all ? 21. Would a person in a wheelchair be able to travel along the footpath/walkway in this segment? Speed limit Pedestrian School Ahead Yes No crossing 1 2 1 2 3

Walkabilty and Pedestrian Facilities 44 in Thrissur City Horns Trohibited Other None Alot No Hindrance 3 4 4 5 6

29. Is there any Railing barriers to prevent the pedestrian 36. How much noise pollution is audible in this segment crossing the roads in stretches without zebra crossing? (e.g. traffic, construction, factories)? None A little Some A lot Yes No Not Applicable 1 2 3 4 1 2 3

Availability of Amenities 37. How many people do you see in this segment? 30. What types of service amenities exist in this segment? None 1-6 7-14 15+ (check all that apply) 1 2 3 4 Seating Toilet Trash bins 1 2 3 38. Are there children playing in this segment? Vendors Other None Yes No 4 5 6 1 2

31. Are there trees shading the walking area? 39. Are there people stopping to talk or greet one another? None/very few Some Many/very dense Yes No 1 2 3 1 2

32. Are there lights? (check all that apply) 40. What was the weather condition? Road- Pedestrian- Other No lighting Hot Summer Raining oriented scale lighting lighting 1 2 lighting 1 2 3 4 Safety in the School Premises 41. Are there crossing aids for school children to cross the Other street safety? (Check all that apply) 33. Are there vehicles parked on the road in this segment? (Check all that apply) Zebra Special Lights Police Crossing Crossing Enforcement Guard Yes- Yes -cars/ No cars/ N/A - no car/motorbike motorbike motorbike road 1 2 3 4 legal parking not legal parked Raised Signs Underground/ Cars obey 1 2 3 4 walkway Foot over bridge laws/ yield Yes- trucks Yes -trucks No trucks 5 6 7 8 Legal not legal parked

5 6 7 8 Restriction for None some vehicle in school time 34. If yes, Is there any charge for parking ? No charge Yes 9 10 1 2 Less than 20 per Above 20 per hr/day hr/day 42. Are there enough walking space for children to walk 3 4 comfortably across the road on peak times? Yes No 35. Does the parking hinder the mobility of pedestrians / 1 2 cyclist ?

A little To some extent 43. Are there tracks for cycling in the school premises? Yes No 1 2 1 2

Walkabilty and Pedestrian Facilities 45 in Thrissur City Annex E

PERCEPTION SURVEY FORM - ESAF LIVABLE CITY PROJECT

Name: Segment ID:

Instructions: Complete the survey for every person you talk to. If they say they will not participate, check off “no” for questions 1 and then start a new survey for the next person.

1. We are conducting a survey of pedestrians to understand what would make the streets better for you. Do you have a few moments to answer a survey? Yes (1) No (2)

If yes, proceed to question 2. If no, “Thank you for your time.” End of survey. Start new form.

2. Where are you living? (Instruction: Write address as precisely as possible )

3. Where did you start your journey today? (Instructions: do not prompt unless confused, select one answer)

Work School Home Relatives Friend Shopping Mosque/ Entertain- Don’t know Other Temple ment 12345678910

Other (specify):

4. Where are you going on this journey? (Instructions: do not prompt unless confused, select one answer. If person says they are going to multiple places select their next destination)

Work School Home Relatives Friend Shopping Mosque/ Entertain- Don’t know Other Temple ment 12345678910

Other (specify):

5. What is the address of your next destination? Write address as precisely as possible.

6. Do you fear to cross busy roads? Yes No

7. Do you think that most of the times drivers give less care for pedestrians and cyclists? Yes No Don’t know

8. What mode of transportation would you choose to travel to places that are below 2kms in distance? Walk Cycle Auto

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Walkabilty and Pedestrian Facilities 46 in Thrissur City 9. Do you feel safe to walk during night time? Yes No

10. Do you experience abuse from motorists while crossing the roads or in similar circumstances? Often Rarely Many times Never

11. According to you which type of vehicles cause more havoc to pedestrians? Auto Bus Trucks Cars and Motorbikes Other

12. Think about the trip that you are currently on. How much time will you spend travelling one way using the following modes: (Instructions: read out the first mode, let the person answer with no prompt, select the appropriate answer, then read the next mode, select the appropriate answer. Continue until the end). Mode None <= 5 min 6‐10 11‐15 16‐30 31‐60 60‐90 90+ Not sure a. Walk 1 23 45 6789 b. Cycle 1 23 45 6789 c. Bus/Train 1 23 45 6789 d. Rickshaw 1 23 45 6789 e. CNG/taxi 1 23 45 6789 f. Car/Personal Vehicle 1 23 45 6789 g. Motorbike 1 23 45 6789

13. What type of vehicle (s) does your family own? (do not prompt, check all that apply) Bicycle Car Motorbike Rickshaw CNG None Not sure 1 23 45 6 7

14. Is there any place that you would like to walk (such as to work or to a relatives house) but you currently are unable? (Instructions: Check all that apply) Work School Park Small Big Store Vendor Relatives/ Mosque/ Entertain- Does not Not sure Store Friends temple ment 1 23 45 6 7 8 9 10 11

Other (specify):

15. Why can’t you walk to this place (places)? (Instructions: Do not prompt unless confused. Check all that apply) Too far No footpath Footpath quality Difficult to cross Afraid of crime Other street 1 23 45 6

Other (specify):

16. How would you rate the pedestrian facilities in Thrissur? (Instructions: list the options, check one answer) Worst Bad OK Good Best 1 23 45

Walkabilty and Pedestrian Facilities 47 in Thrissur City 17. If given the opportunity, what improvements would you like to have in pedestrian facilities? The following are important possible improvements. Please pick the 5 that you think are most important. (Instructions: you may need to show the person the list. Only choose the top 5. If refuse, cross out) Improvement Check if chosen Easy access for disabled people Improved street lighting Enforcement of laws 8JEFS
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disorders, rubbish, syringes, graffiti) Reduced and slow traffic on road Removing obstacles e.g. parking from footpath More crossing points Safer crossing points Other (specify):

18. If you have to cross the road, what do you prefer? (Instructions: Do not prompt, unless confused. Check one answer. If person has many, ask which one they would like the most) Zebra Crossing Special Police En- Crossing Raised Foot over Underpass Sign Not sure Lights forcement Guard Walkway Bridge 123 456789

19. In one week, how often do you feeling fear while walking because of the following? (Instructions: read out the first , let the person answer with no prompt, select the appropriate answer, then read the next mode, select the appropriate answer. Continue until the end.)

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Walkabilty and Pedestrian Facilities 48 in Thrissur City 21. Have you seen or personally experienced the following crimes while walking in the last 3 months? (Instruction: read out the first, let person answer, select appropriate answer then continue) Crime Yes No Not sure Teasing 1 2 3 Hijackers 1 2 3 Political Conflict 12 3 Group Conflict 1 2 3 "EEJDUFE
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22. Do you feel safer when there are other people walking on the street? Yes No Not sure/ refused 123

Socio‐Economic Profile

23. Would you like proper management for hawkers? Yes No Not sure/ refused 123 24. Sex: Male Female 12 25. Age: 15‐30 30‐50 >50 123 25. Occupation



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Walkabilty and Pedestrian Facilities 49 in Thrissur City Walkability Study Area-Thrisssur

Walkabilty and Pedestrian Facilities 50 in Thrissur City Courtesy : Google Maps

Walkabilty and Pedestrian Facilities 51 in Thrissur City ESAF Viswas Bhavan, Kundukulam Road Mannuthy P.O, Thrissur. 680651 Ph: 0487-2373813, 9388882754, A Statue of Rama Varma Kunhjipilla Thampuran (1751–1805), E-mail: [email protected] the founder of Thrissur city www.livablecitythrissur.wordpress.com