Design of a sustainable and accessible environment in

Design of a sustainable and accessible environment in central areas

S. Basbas1, G. Mintsis1, K. Oikonomou2 & C. Taxiltaris1 1Aristotle University of Thessaloniki, School of Technology, Faculty of Rural & Surveying Engineering, Department of Transportation & Hydraulic Engineering, Greece 2Aristotle University of Thessaloniki, School of Technology, Faculty of Architecture, Greece

Abstract

In the framework of this paper an integrated scheme for a sustainable and accessible environment in central areas is presented. The scheme refers to the city of Ioannina, which is an important trade, transport and cultural center of North-Western Greece. The city has a population of 100,000 inhabitants. The basic objective of the integrated scheme is to improve conditions for the pedestrians in the central area of the city by actually removing vehicular traffic to a great extent, and at the same time providing an extensive network of pedestrian streets and squares. Since there is a large number of historic buildings in the central area, which attract visitors from all over the country, special attention is given to the problem of accessibility and parking. Keywords: sustainability, accessibility, environment, pedestrianization, traffic.

1 Introduction

Transport is a dynamic area of study and research. Transport systems sprawl spatially and determine the degree of accessibility or the easiness to reach markets and services. The spatial development and the transport system are interrelated and interconnected, as the existence of the first presupposes the existence of the second and vice-versa. Traffic and environmental associated problems mainly appear in central areas of many cities around the world and in many cases an integrated policy (transport-environment-new technologies) is needed in order to overcome these problems [1]. As far as the transport system is

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concerned, it is well known that the reasons for these problems include the increase of car ownership, the increase of mobility (number of trips daily made in these cities by all transport modes), the insufficient Public Transport system and the lack of public or private funds for transport infrastructure projects. As far as the land use system is concerned, most central areas are more or less characterized by high-density built-up areas with absence of free space for any kind of interventions. In addition, the integration of land use - transport plans cannot be provided in many cases and this fact actually leads to the enlargement of the problems. In the framework of this paper an integrated scheme for a sustainable and accessible environment in central areas is presented and discussed, taking into account the above-mentioned considerations. The scheme refers to the city of Ioannina, Prefecture of Epirus, which is an important trade, transport and cultural center of North-Western Greece. The city has a population of 100,000 inhabitants, of which 15,000 are university students. It must be mentioned at this point that the scheme was designed in the framework of a pan Hellenic architecture contest that was initiated by the Municipality of Ioannina [2]. The basic objective of the integrated scheme is to improve the conditions for the pedestrians in the central area of the city by actually removing vehicular traffic to a great extent, and at the same time providing an extensive network of pedestrian streets and squares. Since the central area has a large number of historic buildings, which attract visitors from all over the country, special attention is given to the problem of accessibility and parking in their impact area. Walking is promoted in a safe environment together with the use of alternative transport modes (cycling). The methodology followed for the scheme can be actually used as a reference for medium size cities facing relevant problems. It must be mentioned at this point that similar schemes aimed at the removal or reduction of vehicular traffic in central areas have been evaluated through modeling techniques in other Greek cities facing similar problems. The evaluation of a scheme including the introduction of an extensive and exclusive central road network for buses together with the introduction of High Occupancy Vehicle (HOV) lanes in the city center of Komotini, Northern Greece, with a population of about 50,000 inhabitants, showed that the environmental conditions in the city road network have been significantly improved after the implementation of the examined scheme [3]. There was a significant reduction in the values of all pollutants, with more clear impacts in the near area of the scheme as it was expected. The same result also applies in the case of fuel consumption due to the most effective use of the capacity of the road network. The comparative analysis of the performance indicators that were calculated through the use of the simulation model SATURN, show that the road network of the city is able to function at a rather acceptable level also after the implementation of a pedestrianization scheme [4]. Usually the cost of the integrated traffic management scheme to support the new land use system is not very high, unless parking stations are part of the scheme. In any case sustainable


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mobility implies a cost, but when it is compared to the expected benefits for the people and the environment, then the decision is self-evident [5].

Source: [6]

Map 1: Study area and its near area.

Map 2: Buildings and squares in the study area.



2 Description of the existing situation in the case study

The study area and its near area are presented in Map 1 while the main buildings and squares within the study area are presented in Map 2. The existing situation in the study area is characterized by lack of appropriate infrastructure for the pedestrians and insufficient accessibility level of buildings and areas of public interest. The dominant role of private car in the study area is underlined and this fact produces a lot of traffic and environment associated problems. A view of the central square (Pyrros Square) and its near area is presented in Figure 1 while a view of the central area is presented in Figure 2. As shown in these figures, the road network actually separates squares and buildings and thus the severance effect appears in most of the cases. The areas of public interest are “isolated” to a great extent, as far as walking is concerned, and the need for their unification is imperative.

Figure 1: Panoramic view of Pyrros Square with the traditional clock on the left.

Figure 2: Panoramic view of the central area.



3 Design of the sustainable and accessible environment

The main problem as identified by the research team was that the road network divides the main areas of public interest. Thus the pedestrians (residents, visitors and employees) are forced to cross the road network and to actually experience a number of problems like safety problems, air quality and traffic noise problems, the severance effect etc. In order to overcome these problems it was decided in the framework of this study to connect all the divided areas through the implementation of pedestrianization schemes and the construction of crosswalks, where possible. The alternative approach was to try to widen the sidewalks and also to replace the existing materials used for the construction of the sidewalks with new ones. This approach was finally considered as insufficient to serve the overall target, which is that the pedestrians can walk in these areas from one side to the other, without worrying about cars and at the same time to be able to easily access buildings and areas of interest. In order to design the appropriate measures the study area is divided in six smaller areas as follows: • The near area of the building of the Prefecture and the area of the Pyrros

Square (Area A in Map 3) • The near area around the traditional Clock and the Heroes' Square (Area B

in Map 3) • The 25th March Square together with the classic buildings in the near area

(Area C in Map 3) • The Litharitsi area (Area D in Map 3) • The Cathedral (Area E in Map 3) • The area of the Castle (Area F in Map 3) The unification of the six areas is achieved through the design of the following measures per area and thus a “footbridge” is created to connect area A with area F through areas B, C, D and E (see Map 3): Area A: The section of the road axis, which passes between the building of the Prefecture and Pyrros Square in the existing situation, is proposed to be part of Pyrros Square. This was not an easy decision since traffic flow will be interrupted at this point of the road axis, which plays an important role in the transport system of the study area. However the decision made took into account the need for upgrading the level of service for the pedestrians' movements between Pyrros Square and the building of the Prefecture and also to spotlight the advantages of this building. In order to support this important decision changes in the direction of the road network in the near area are also proposed. Since part of the road axis is proposed to change from two-way to one-way road, parking on-site can be increased. It must be mentioned at this point that the construction of a parking station under Pyrros Square is foreseen at the present situation.



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Area B: The same principles characterize the interventions proposed in area B. The various sub-areas become one area and the road which divides these sub-areas in the existing situation is interrupted. A playground is proposed to be constructed in the place of the road. Areas A and B will be connected through an elevated pedestrian bridge made by wood and iron. The bridge will not only improve the level of safety for the pedestrians but it will also give them the chance to obtain a better view of the whole area. Area C: A ground parking station is proposed to be constructed in this area together with a number of sport facilities (e.g., basketball, volleyball, mini football). The aim of these facilities is to keep the area “alive” throughout the day. An amphitheater is also proposed for this area in order to host cultural activities. The road between the building of the Division and the traditional Clock is turned to a pedestrian street and as a result a further improvement of the pedestrian accessibility is secured. Area D: A small car park is proposed for this area together with the construction of a municipal cinema and a mini football facility just for children. In the present situation there are not many visitors in this area although the view of the city from there is impressive. With the measures proposed it is believed that visitors will be attracted throughout the day in this area and a safe and improved environment for the pedestrians will be provided. Area E: A number of roads in this area are pedestrianized in order to improve the access of the pedestrians to the Cathedral and also to provide a better environment. The Cathedral is a building of the year 1856 and has a significant historical and architectural value. Thus the removal of vehicular traffic is considered as a necessary step in order to spotlight the advantages of this building. A small car park is also proposed for this area (26 parking lots). It must be mentioned at this point that a total number of 375 parking lots are proposed in areas A, B, C, D and E together with the provision of parking area for the motorcycles and bicycles.

Figure 3: View of the route from the small amphitheater to the oasis area.

Area F: Areas A, B, C, D and E form together a unify area due to the measures proposed. Area F connects the previously mentioned five areas with the area of the Castle. Through a number of pedestrian streets the visitor can reach the Ethnikis Antistasis Road, which in the present situation separates the Castle from the rest of the city. In order to improve the accessibility level of the



Castle for the pedestrians (connect area F and the Castle) a semi-underground pedestrian crossing is proposed to be constructed. At the area of the pedestrian crossing the road is elevated at a gradient of 3% (from both sides). Figures 3-8 present some of the proposed interventions.

Figure 4: View of the route from the playground to the traditional clock.

Figure 5: View of the semi-underground pedestrian crossing.

Figure 6: Proposed semi-underground pedestrian crossing (Area F).



Figure 7: Proposed amphitheater (Area C).

Figure 8: Proposed amphitheater and its near area (Area C).

4 Conclusions

Environmental sustainable conditions and satisfactory accessibility level for the pedestrians in central areas, especially in the case where there are historical buildings, cannot be easily provided unless vehicular traffic is removed to a great extent. This can be achieved through pedestrianization schemes and also through the construction of pedestrian crossings in cases where road must remain uninterrupted. Parking must be provided close to the perimeter of these areas so that drivers are not attracted to enter these areas. Activities like sport and cultural activities must be facilitated within these areas in order to attract visitors



throughout the day and provide a safe environment. Infrastructure for the pedestrians must be designed in such a way so to serve bicycles and other environment friendly transport mode at the same time. Such interventions are expected to result to a significant improvement of the environmental conditions (aesthetics, emissions, noise, energy consumption).

References

[1] Kyrou, G., Nikolaou, K., Toskas, G. & Tsilikas N., An integrated plan including transportation planning, environmental policy and telematics applications for the metropolitan area of Thessaloniki-Greece, Proc. of the World Automotive Congress FISITA, pp.1-17, 1998.

[2] Panhellenic Architecture Contest for the unification and rehabilitation of the communal areas in the center of the city of Ioannina, Municipality of Ioannina, Prefecture of Epirus, Greece, 2004.

[3] Taxiltaris, C., Basbas, S., Nikolaou, K. & Tzevelekis I., Τhe impact of transport demand management measures to urban environment and energy, Proc. of the 1st Int. Conf. on Sustainable Energy, Planning & Technology in Relationship to the Environment, eds: C. A. Brebbia & I.Sakellaris, WIT Press, pp.285-294, 2003.

[4] Taxiltaris, C., Basbas, S., Nikolaou, K. & Tzevelekis I., Environmental impact assessment of major pedestrianization schemes through the use of modelling techniques. Fresenius Environmental Bulletin, 11(10a), pp.800 805, 2002.

[5] Basbas, S., Mintsis, G., Oikonomou, K. & Taxiltaris C., Land-use changes and sustainability in traffic congested urban areas, Proc. of the 1st Int. Conf. on Sustainable Planning and Development, eds: E. Beriatos, C. A. Brebbia, H. Coccossis & A. Kungolos, WIT Press, pp.691-700, 2003.

[6] Iliopoulos & Associates Ltd., Evaluation of impacts from the implementation of traffic regulation measures, Ioannina, 2000.



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Design of a sustainable and accessible environment in