4. CASE STUDIES
After studying the various aspects of pedestrianisation. A few commercial areas in Delhi are studied. The studies were conducted to understand the various problems that exist in these commercial areas and what are the prospects of pedestrianisation in these areas.
1. Ajmal Khan Market, New Delhi
2. Lajpat Nagar Central Market, New Delhi
3. Janpath, Connaught place, New Delhi
4.1 SURVEYS AND STUDIES UNDERTAKEN
The following surveys and studies were conducted to find out the magnitude of problems in the study areas, and the prospects of pedestrianisation. a. LOCATION AND NETWORK PATTERN:
To convert an area into most of pedestrian zone, a very important factor required is the presence of alternative routes for diversion
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Essential shops: the essential shops consist of the commodities which are part of our daily needs. The shoppers have definite goals in this type of shopping. The movement is brisk, unidirectional and straight. These types of shops may require vehicular access; therefore, they are not very suitable for pedestrianisation.
Further these shops are categorised into the following types:
Type I: Medical stores, clinics, groceries, stationery, etc.
Type II: Day to day needs shops- fruits, vegetables, ilk, etc.
Type III: Includes tailors, hair dressers, photo studios, drycleaners, etc.
Essential shopping is mainly done by the residents of the area around the commercial area. iii. Bulky shops: bulky shops consist of the shops which need vehicular access, as they require heavy goods handling. Areas having bulky shops are not suitable for pedestrianisation.
Further these shops are classified into two types:
Type I: includes crockery, utensils, electrical appliances, etc.
Type II: furniture, tent houses, cycles, automobile shops, electronics, etc. iv. Food shops: these includes shops like hotels, restaurants, dhabas, halwais, tea stall, juice, ice cream, cold drinks,
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It has been described as a sub-central business district in the master plan. It is quite famous for its cloth, readymade garments, jewellery, shoes and crockery shop.
This area was initially by and large entirely residential. A steady growth commercial activity in the post-independence period has made Ajmal khan road one of the major commercial centres of Delhi. This uncontrolled growth of the area has created major problems leading to the deterioration of the environment.
4.2.2 LOCATION
The market is on a straight road, which is about 1km long and 17m wide. It is bounded by two major roads i.e. Pusa road (ROW 45m ) on the south side and Desh Bandhu Gupta Marg (ROW 30m) on the north side.
It is based on a grid pattern with Saraswati Marg and Gurudwara road parallel to it and other roads like Padam Singh road, Arya Samaj road, Hardhyan Singh road and Bank Street intersecting it at right angles.
The major through traffic is taken by Pusa road, Arya Samaj road and Desh Bandhu Gupta marg. FIG 4.2 ENTRANCE OF THE MARKET
FIG 4.3 ON STREET PARKING ON AJMAL KHAN
Norton, Anne. "The Signs of Shopping." The Signs of ShoppinG in the U.S.A. Sixth ed. Boston: Bedford/St. Martins, 2009. 101-06. Print.
...inment industry, as well they must, to have such an enormous variety of successful departments areas of concern, the customers would have to walk into the shops unless they are all drive-thru buildings. Therefore, the must be some type of pedestrian activity.
4.1 Town Centres/High Street – Much has been said in regards to the current state of town centres and high streets in the UK. It has been stated that there has been a year on year decline of 10% in terms of shoppers frequenting the high streets. (Wilmot, S. 2013) Though it may be true that a decline in the high street exists, in terms of location, town centres and high street still hold positive attributes including:
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3. Cervero, Robert. Rail Transit and Joint Development: Land Market Impacts in Washington, D.C. and Atlanta. APA Journal 60 (Winter 1994): 83-94.
Economic benefits for local and national economy as well as some less tangible benefits play a major role when investments are made on bicycle, pedestrian, and open space facilities. Some of the economic benefits from such infrastructures come from increased retail sales, conservation and creation of jobs, reduced health care costs, and real estate appreciation. The facilities discussed also ease road traffic and lead to a better preservation of roads. Investing in these facilities also improves the air quality, preserves carbon-based energy, and aids in creating more active communities. I will review five articles that will quantify each benefit and translate them into economic value.
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