Literature review

The term Pedestrian is used to recognize the fact that the approach
to pedestrian pathway development must be as scientific systematic as the
techniques which are applied to highway design development. Present
approach for planning and designing pedestrian traffic is not user friendly.
Funds allocated for pedestrian facilities is insignificant as compared to total
cost of the project due to inadequate facilities provided for the pedestrian
movement, there exist a constant conflict between pedestrian and motor
vehicles in sharing the limited space of road, resulting in pedestrian being
involved or the cause of the road accidents. Need for innovative approach to
ensure safe and secure movement of pedestrian traffic in along/across the
gates of the university.

Saint Louis University from now has rapidly increasing its population
and has taken its toll on pedestrian safety levels, often the traffic officials in
order to provide better transportation facilities on the roadside or
compromise the safety of pedestrians. So the need of the hour is provide a
safe environment for pedestrians without any conflicts with other modes of
transportation. Today, pedestrians walkways through the roads are suffering
from the problems like decreasing.

Traffic accidents involving pedestrians have become a major safety

problem all over the world, particularly in universities, due to high population
density, rapid urbanization, and lack of adherence to traffic by both drivers
and pedestrians. Lack of adherence to traffic regulations at pedestrian
crossing particularly by drivers create a paradigm in which pedestrians may
become bold and force approaching vehicles in the traffic stream to brake in
order to gain priority to pedestrian crossing. On the other hand, pedestrian
crossing with heavy pedestrian flow is likely to cause unacceptable vehicular
delay. Pedestrians are observed to be a majority component of the total
urban traffic accidents.

In Pedestrian Planning and Design, Fruin (1971) recommends that the

pedestrian planning process should rely on goals and objectives for the
planning, study design, inventory and data collection, analysis and data
collection, analysis and forecast, alternative plans and plan selection, and
design phase. He then proceeds to discuss general criteria and design
standards for pedestrian systems, outlining the following goals and
objectives for an improvement program dedicated to pedestrians:
 Safety: Fruin defines safety primarily as the reduction of the
pedestrian-vehicle conflict (Fruin 1971, 115), and points at two
ways of attaining it: space separation (either horizontal or
vertical), or time separation.
Security: Fruin pleads for considering surveillance as a necessity
for the pedestrian design: buildings and streets should enhance
clear observation by police and other pedestrians, as well as
provide for television surveillance.
Convenience: Pedestrian convenience is referred at in terms of
clearing pedestrian ways of obstructive elements and favouring
the pedestrian flow as opposed to the vehicular flow at crossings,
as well as special needs facilities.
Continuity: The necessity of integrating new pedestrian systems
into the existing network.
Coherence: A pedestrian system should lay out clear itineraries
and address the perception by providing immediate sense of
orientation and direction.
Attractiveness: Fruin attaches the concept of excitement to
that of aesthetic deign, supported by variety, elements of
surprise and events.

Fruin underlines that the last three objectives are essential to the
grade-
Separated pedestrian networks.

Kent Robertson (1994) conducted a comparative case study on the

skywalks of five Midwestern cities: Cincinnati, Des Moines, Duluth,
Minneapolis, and St Paul. The initial phase of his study consisted of several
days of observation dedicated to each system, with particular focus on
design, usage, signage, obstacles, activities, and unique characteristics.
Next, Robertson 35 made an inventory of the land uses in each of the blocks
connected by the skywalk systems. The final phase involved surveying about
100 skywalk users in each city to assert their usage patterns as well as their
perception of the system. The research made use of interviews, surveys, field
observation, and inventory studies. Robertsons conclusions were that while
planners believe that skywalks do play a crucial role in the downtown
redevelopment process, the actual success of the skywalks may be based on
inevitable popularity since they are harbingers of the increasingly indoor-
oriented and privatized space of the 21st century. Thus, skywalks could only
be successful since they were tailored for the contemporary society (which,
on the other hand, caused and feeds the decay of downtowns), but they may
not necessarily be instruments of redevelopment. However, Roberson was
convinced that skywalks could cause shifts in where and how people walk,
shop, commute and do business. He stressed that skywalks increase
pedestrian access to business, provide shelter from harsh weather, improve
traffic flows, and provide accessibility to new spaces, allowing for more retail
and business uses. On the other hand, he noticed that skywalks constitute
yet another way for people to isolate themselves according to class and
consequently, to race. Skywalk users had indicated in his study that they feel
safer on skywalks than they do on sidewalks, so, given a choice, they choose
the skywalk.

Earlier studies provide significant facts about pedestrian demographic

characteristics (such as age, gender) and how these characteristics influence
road crossing behaviour. Such studies have focused on detailed experiments
to find out the effect of age on road crossing decisions with effect of vehicle
distance or speed of vehicle (Oxley et al., 1997; Lobjois and Cavallo, 2007).
Most of these studies have been carried out in a virtual environment. Road
crossing behaviour with respect to gender and baggage held has also been
observed in various studies. Males have a tendency to show more hazardous
road crossing behaviour than females due to less waiting time (Khan et al.,
1999; Tiwari et al., 2007).

Some studies have also addressed pedestrian road crossing behavior

by considering the effectiveness of educational training programs (Dommes
et al., 2012). Studies had identified the importance of the environmental
characteristics, such as type of crossing facility, traffic volume and roadway
geometry on road crossing behavior (Kadali and Vedagiri, 2013). Some
studies have also explored the pedestrian road crossing behavior before and
after re-construction of traffic facility (Gupta et al., 2010).
 Pedestrian crossings is where a complete segregation of pedestrian
from vehicular traffic. Being the most vulnerable road users, pedestrian
should increasingly given the place and time to legally claim the right to
cross the road. Pedestrian crossing could be broadly classified as at grade
crossing and grade separated crossing. At grade crossing are those where
the pedestrian cross the carriageway at the same level as that of vehicular
movement which can be uncontrolled or controlled. Uncontrolled crossing are
those where the pedestrian cross-walk is marked by studs or paint line but
not controlled by any system of signals or a zebra form of crossing.
Controlled crossing is achieved normally through provision of zebra crossing
with signalized intersection by the use of stop lights or traffic lights. s. Grade
separated crossing are those where the pedestrians are required to cross the
carriageway at a level different from that of vehicular movement. Thus, the
latter may be in the form of a pedestrian subway or a foot over bridge across
the road or a skywalk. (IRC:103-2012)

In the consideration of safety of the pedestrian skywalks fits all the

needs of pedestrians. Not only by their safety but also with their easy access
to building by building movement accessibility. This is proved in Hong Kong
in 1970 where the first skywalk is made in their central business district. The
skywalk system link up their offices, hotels, shopping malls, and also
extensively used in residential areas. The effect of skywalk to the CBD is
successful because it grown extensively since then the first skywalk system
which agreed by the developer to open up the ground floor as a public space
in exchange to the skywalk as the layer of pedestrian space as a response to
high density living. But to maintain its success they made a regulation of
skywalk system. Providing the detailed standards and guidelines for the
layout. The guidelines state that grade separation is a means to overcome
conflicting demands between vehicles and pedestrians. (Lye, Savage, Chou,
Yu and Kua 2014)

Campus renewal project (2016) says that skywalks are designed as a

connector to blend in with its surroundings. Withstand high pedestrian traffic
and outside environmental factors such as wind and weather and provide a
comfortable, safe environment for its travellers. For security reasons as well
as aesthetics, lights are installed and also an emergency exist, as well as
emergency security intercoms at all garage and building points along its
route.
 In Design Guidelines of Toronto (2012), it stated that the goal of
skywalk is to provide safe, pleasant, convenient and comfortable pedestrian
walkway networks. Having criteria with first is to provide a continuous and
rational system that includes clear and straight routes, minimal dead end
corridors, or bends and jogs in walkway. Walkway should use to connect key
destinations, facilities and focal points. Second, is proving a direct and
convenient access to the street, public transit, public places, washrooms,
mechanical movement systems, stairs and underground parking facilities.
Third is to provide views to key elements and facilities, exits, daylight, the
street below, the public transit system and mechanical movement system.
Offer choices at frequent intervals, either to continue in the system or exit to
the street. And lastly the skywalk should be design designed to have a good
proportion and should accommodate anticipated pedestrian volumes.

As pedestrian walkways like skywalk networks continue to expand,

effective orientation and way finding are now more critical than ever to
ensure people reach their destination in a timely and comfortable manner.
Pedestrian walkway networks should have a clear, visual identity so that the
function, location and purpose of the various places and routes within the
network are legible. Walkways with long sightlines should link major spaces
with strong connections to grade, and should not result in isolated segments.
The walkways should be well linked and recognizable as part of a coherent
and continuous network with a distinct public presence. Only after the
primary need for comfort and orientation is satisfied, can the pedestrian
appreciate the variety of amenity available. (Design Guidelines of Toronto
2012).

Guidelines of reinforce the pedestrian walkways as distinct

thoroughfares that form a continuous network. Orient and size the layout
according to the level of activity, and where appropriate, the rectilinear
pattern of the street system at above grade. Where appropriate, use
transparent materials for doors, outside walls, stairway balustrades etc. to
minimize obstructions and maximize sightlines. Ensure that these materials
are clearly identified to avoid an additional hazard. Maximize the use of
daylight and visual connections to above grade and the outdoors. At all
points of entry, provide signage, the hours of operation and accessibility
information. And pedestrian bridge connections between buildings, provide
transparent glazing on both sides of corridors, where possible and
appropriate. (Design Guidelines of Toronto 2012).
 According to Mander, Brebbia and Tiezzi (2006) high density,
connectivity, and quality of life are three primary elements in maintaining a
sustainable elevated walkway system (p.302). With respect to high density,
they suggested that by creating connections through buildings and nodes,
multiple points can be established that draw various uses together into a
sustainable network. They consider the formation of connections as being
fundamental to the process as skywalks become places to eat, stop and
breathe but only when design interventions emphasize the development of
strong pedestrian environments. Quality of life remains a core ingredient for
a sustainable skywalk system and for Mander, Brebbia and Tiezzi, this
includes creating them as places with multiple functions and good design
elements that attract people into a well-conceived network of connected
places.

Robertson (1993) reviewed and assessed the pedestrianization of

downtown with a focus on exploring both skywalks and the more traditional
pedestrian mall. Robertson noted that a critical pathway for development
agencies has been on bringing people and activities back downtown. He
notes that the early literature on skywalks has been limited and mostly
focused on description with little regard for a critical analysis on design
elements and economic impact. Moreover, he cites that skyways have been
characterized as contributing to the dulcification of downtowns and that
they face an inherently tough battle for widespread acceptance as drivers of
positive change.

A key reflection by Robertson is on the historical development of

skywalks and he traces the first such effort to Minneapolis in 1962. While
early skywalks promoted protection from the elements, they have since been
viewed through a development potential lens. Through this perspective
skywalks can be viewed for their ability to attract development while also
providing for pedestrian movement. Robertson offers several points for
consideration: Skywalk systems are ever changing and cities that have them
are constantly adding to the system as demand warrants; While most
skywalk systems are publicly funded and operated, there is a perception
among users that they are private as most pass through buildings, Skywalks
have been attributed to declining street level property values with main floor
leasing presenting challenges; Skywalks offer a safer way for pedestrians to
navigate through downtown; Skywalks promote convenience, comfort and
climate control; With a focus on elevated movement of people, the
perception from the street; can be that of lack of activity or vitality,
regardless of the high volume of internal movement; and Skywalks must be
planned in a comprehensive and coordinated manner that brings together
parking, transit and development together.

The aesthetic criteria used in the evaluations of skywalks stress the

principle of visual and experiential coherence, with an addition of
excitement (Fruin 1971). Forusz also insists on visual cohesiveness: any
portion of the walkway should be considered as part of an integrated skywalk
system with similar characteristics and image, rather than isolated individual
elements. (Forusz 1980). This adds to Robertsons request for harmonious
design (Robertson 1994), entailed in the relationship of the skywalk bridges
not with the rest of the system but with the adjacent buildings. Robertson
also discusses the impact of skywalks on street image and vistas.

Pedestrianization benefited of the wide acclaim of planners at the time

(McMorrough 2001). Lewis Mumford, Jane Jacobs, Bernard Rudovsky, William
W Whyte and Jacquelin Robertson are among the many well known public
figures that argued for the environmental soundness of the pedestrian mall,
in a well known collection of essays For Pedestrians Only: Planning, Design,
and Management of Traffic-Free Zones (1977)

Brambilla and Longo (1977) highlight the benefits of the pedestrian-

only environment into four categories: traffic management (a balanced
transportation system), economic revitalization (pedestrians are consumers),
environmental improvements (less air, noise and visual pollution), and social
benefits (social interaction and safety).

Skywalks were considered to help downtowns compete with suburban

developments by promoting density, creating a new layer of commercial
activity, and ensuring a safe, weather protected shortcut between retail
locations and other activities (Fruin 1971; Robertson 1994). First, they
facilitate pedestrian mobility, allowing most trips to be made in less time and
in more comfort, especially in bad weather. Second, since pedestrians are
separated from vehicular traffic, improved pedestrian safety is
accommodated. And finally, [] whatever the reasons for their
implementation, skywalks have been proven to be immensely popular with
the public, who use them heavily regardless of weather conditions
(Robertson 1994, 88).
REFERENCES:

Fruin, John J. 1971. Pedestrian Planning and Design. New York, NY:
Metropolitan

Association of Urban designers and Environmental Planners.

Dommes, A.; Cavallo, V.; Vienne, F.; Aillerie, I. 2012. Age-Related Differences
in

Street-Crossing Safety Before and After Training of Older Pedestrians,

Accident Analysis & Prevention. DOI: http://dx.doi.org/10.1016/j.

aap.2010.12.012, 44(1): 42-47.

Kadali, B.R.; Vedagiri, P. 2013. Modelling Pedestrian Road Crossing Behaviour

Under Mixed Traffic Condition, European Transport, 55(3): 1-17.

Gupta, U.; Tiwari, G.; Chatterjee, N.; Fazio, J. 2010. Case Study of Pedestrian
Risk

Behaviour and Survival Analysis, Journal of the Eastern Asia Society for

Transportation Studies, Vol. 8: 1-17.

Lye L.H, Savage V.R, Chou L.M, Yu L.E and Kua H.W (2014) Sustainable
matters:

Asias green challenges. Retrieved from http://books.google.com.ph

BJC Healthcare [BJCvideo]. (2016, September 9). BJC Campus Renewal

Project

Update - Building the Link [Video File]. Retrieved from

https://www.youtube.com/watch?v=eHlmsJUFvq4

Design Guidelines for Path and Other Climate-Controlled pedestrian Networks

(2012) Retrieved from https://www1.toronto.ca/city_of toronto/

city_planning/transportation_planning/files/pdf/path_designguideline

16feb12.pdf
Robertson, Kent A. (1994). Pedestrianization malls and skywalks. Traffic

Separation strategies in American downtowns. Brookfield, VT: Avebury

McMorrough, John. (2001). Suburban Model. In Harvard Design School Guide

to

Shopping, ed. Chuihua J. Chung and others: 720-727. Koln; New York:
Taschen.

Brambilla, Roberto, and Gianni Longo, ed. 1977. Banning the Car Downtown,

Selected American Cities. New York - Washington: Institute for

Environmental Action.

Robertson, Kent A. (1993). Pedestrians and the American downtown. Town

Planning Review 64, no. 3 (July): 273-286.

Rotmeyer, J. (2006). Can elevated pedestrian walkways be sustainable? In:

U.

Mander, C. Brebbia & E. Tiezzi (eds.) the sustainable city IV: urban

regeneration and sustainability. Southampton, UK: WIT Press.