Effects of pedestrianisation on the commercial and ... - Eco-Logica

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Local Transport Plan for Oxfordshire 2006- 2011(Draft 11/04/05). Oxford, Oxfordshire County Council. Page, D. (2000). Communities in the balance: the reality <strong>of</strong> social exclusion on housing estates. York, Joseph Rowntree Foundation. Rajé, F. (2004). "Engineering Social Exclusion? Poor transport links and severance." Municipal Engineer 157(ME4): 267-273. Address for correspondence: fraje@ouce.ox.ac.uk World Transport Policy & Practice________________________________________________________ Volume 13.1 September 2006 36
<strong>Effects</strong> <strong>of</strong> <strong>pedestrianisation</strong> on the commercial and retail areas: Study in Khao San Road, Bangkok Santosh Kumar & William Ross Introduction Cities are becoming increasingly car dependent and are rapidly being redesigned to make car travel easier. Developing countries are framing policies that will encourage motorised travel with a consequent reduction <strong>of</strong> non-motorised modes. These policies seldom consider the urban poor and the more vulnerable transport users such as pedestrians and cyclists. Outside <strong>of</strong> newly built, gated residential and commercial areas, improved car access has generally resulted in poorer access for walkers (Ravetz, 1980). The amount <strong>of</strong> space devoted to the car in terms <strong>of</strong> road and car parking has grown throughout the twentieth century, although it is not commensurate with the increase in road traffic. The increase in the car dependant nature <strong>of</strong> neighbourhoods has reduced the business <strong>of</strong> small shops within the neighbourhoods as the large department stores are easily accessible by car and also provide sufficient, usually free, parking. This car friendly change in neighbourhood design encourages people to drive more for a trip that could <strong>of</strong>ten be fulfilled by a walk within the neighbourhood. Higher road traffic levels also had major impacts on the levels <strong>of</strong> social interaction and community connectedness at the neighbourhood levels (Ross, 1999). From a study in San Francisco, it was found that the community interactions were more in areas with less traffic and people had more chance to meet and had good social activities in these areas (Whitelegg, 1993; Appleyard, 1981). In order to obtain the positive effects for the community, several car restraining measures have to be implemented. These measures include economic instruments and physical Plate 4: Khao San Raod during the night bustling with visitors changes through traffic calming. Pedestrianisation and traffic calming have proven to be effective measures <strong>of</strong> improving lifestyle and safety to the residents. A study <strong>of</strong> traffic calming areas in the UK showed that there was a 29% reduction in accidents to cyclists <strong>of</strong> all age groups and especially for children where the figures fell by 48%. The study also found an overall accident reduction <strong>of</strong> 60% after implementing traffic calming (Weber and Mackie, 1996 cited by Galway Cycling Campaign, 1999). Similarly results <strong>of</strong> large scale traffic calming project in the Dutch cities, Eindhoven and Rijswijk, found that the accident rates were reduced by 80% (Schlabbach, 1997). Pedestrianisation measures are best undertaken at a local level. The down side <strong>of</strong> implementing is the frequent objections during implementation. The objections are sometimes justified since no design method is without problems (Roberts, 1981). Local businesses frequently object as they feel that <strong>pedestrianisation</strong> removes the business from passing traffic. This perception has been proven wrong by various studies (Hass-Klau, 1993; Drennen, 2003; Kumar, 2006). World Transport Policy & Practice________________________________________________________ Volume 13.1 September 2006 37
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