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7/26/2019 Shared Spac
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Shared space is an urban design approach which seeks to minimise demarcations
between vehicle traffic and pedestrians, often by removing features such as curbs, road surface
markings, traffic signs, and regulations. Typically used on narrower streets within the urban core and
as part of living streets within residential areas, the approach has also been applied to busier roads,
including Exhibition Roadin Kensington, London.
Schemes are often motivated by a desire to reduce the dominance of vehicles, vehicle speeds, and
road casualty rates. First proposed in 1991, the term is now strongly associated to the work of Hans
Monderman who suggested that by creating a greater sense of uncertainty and making it unclear
who had right of way, drivers reduce their speed, and everyone reduces their level of risk
compensation. The approach is frequently opposed by organisations representing the interests
of blind, partially sighted and deaf who often express a strong preference for the clear separation of
pedestrian and vehicular traffic.
Contents[hide]
History [edit]
Prior to the adoption of the term, street design projects carried out in Chambéry, France, by Michel
Deronzier from the 1980 used the term "pedestrian priority".
The term was used by Tim Pharoah to describe informal street layouts with no traffic demarcation
(for example "Traffic Calming Guidelines", Devon County Council, 1991).
It was more widely applied, especially by Ben Hamilton-Baillie, since the preparation of a Europeanco-operation project in 2003.[1] The European Shared Space project (part of the Interreg IIIB-North
Sea programme) developed new policies and methods for the design of public spaces with streets
between 2004 and 2008 under the leadership of Hans Monderman until his death in 2008.[2]
A review of the evolution of the shared space concepts (2014) is offered in Transport Reviews: A
Transnational Transdisciplinary Journal.[3]
Philosophy [edit]
New look of the Exhibition Road, Kensington, London
The goal of shared space is to improve the road safety and vitality of minor roads and junctions
within the street hierarchy, particularly ones with high levels of pedestrian traffic by encouraging
negotiation of shared areas between different road users. Shared space minimises demarcations
between vehicles and pedestrians[4] thereby, according to some authorities including the UK
Government, reduces the dominance of motor vehicles and enable all users to share the space.[5] In
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work done for the UK Department for Transport MVA (2010) explains that shared space is a "design
approach rather than a design type characterised by standard features".[6]
Hans Monderman suggests that an individuals' behaviour in traffic is more positively affected by
the built environment of the public space than by conventional traffic control
devices and regulations.[1][7][8]
A reason for the apparent paradox that reduced regulation leads to safer roads may be found by
studying the risk compensation effect.[8]
"Shared space is successful because the perception of risk may be a means or even a
prerequisite for increasing objective safety. Because when a situation feels unsafe, people are
more alert and there are fewer accidents."[citation needed ]
"We're losing our capacity for socially responsible behaviour...The greater the number of
prescriptions, the more people's sense of personal responsibility dwindles." (Der Spiegel quotes
Monderman)[9]
"When you don't exactly know who has right of way, you tend to seek eye contact with other
road users. You automatically reduce your speed, you have contact with other people and you
take greater care."[10]
"To understand how shared space works, it is important to move away from reliance on 'rights'
and laws, and to recognize the potential for conventions and protocols ... Such conventions and
protocols evolve rapidly and are very effective if the state does not intervene through regulation."
(Shared Space Expert Team)[11]
The introduction of such schemes have had positive effect on road safety, traffic volume, economicvitality, and community cohesion where a user's behaviour becomes influenced and controlled by
natural human interactions rather than by artificial regulation.[2]
This design method is however bitterly opposed by many organisations representing the blind,
partially sighted and deaf. Some organisations note that some of their members avoid shared space
areas entirely. See Criticism section below for more details.
By country [edit]
A shared space scheme in New Road, Brighton (England)
Auckland, New Zealand responded to disability groups' concerns by ensuring that a strip of "accessible zone" would
be retained in the design. This strip is made off limits to vehicles by strategically placed street furniture, while the
building edge and paving strips provide guidance to vision-impaired people.[12]
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Many streets in Tokyo are shared, though not as a matter of outright policy.
Numerous towns and cities around the world have implemented schemes with elements based on
the shared space principles.
Australia[edit]
See also: Shared zone
Bendigo, Victoria, plans (as of October 2007) to implement shared space in its city centre.[13]
Austria[edit]
Graz, introduced a shared space zone around a five-point intersection known as Sonnenfelsplatz
next to the University of Graz with the intention of easing congestion from 4 separate city bus lines
and auto, bike and pedestrian traffic as well as reducing the number of accidents, which opened in
October 2011. This was the first shared space concept for Austria.[14]
Germany[edit]
Bohmte introduced a shared space road system in September 2007. One of project's goals was to
improve road safety in the town.[15]
Netherlands[edit]
See also: Woonerf
Makkinga has no road markings and no signs giving an order or direction signs visible in the streets.
There is a traffic sign at the entrance to the town which reads Verkeersbordvrij , meaning "free of
traffic signs". Parking meters and stopping restrictions are also absent.[9]
Drachten is another pioneertown for such schemes. Accident figures at one junction where traffic lights were removed have
dropped from thirty-six in the four years prior to the introduction of the scheme to two in the two
years following it.[16] Only three of the original fifteen sets of traffic lights remain. Tailbacks (traffic
jams) are now almost unheard of at the town's main junction, which handles about 22,000 cars a
day.[17]
New Zealand[edit]
See also: Shared zone
Several of Auckland's streets have been turned into shared spaces.[18][19] These include Elliot and
Darby Streets,[20] Lorne street, the Fort street areas, all near Queen Street, Auckland and Federal
Street by the Skytower. However, Auckland's first shared space is Wairepo Swamp
Walk,[21] completed mid-2010. Wairepo Swamp Walk is one of a number of transport infrastructure
projects improving transport services around Eden Park as part of the 2011 Rugby World Cup. A
research study has been undertaken by Auckland Transport in conjunction with the University of
Auckland to evaluate city centre shared spaces in the Auckland CBD.[22][23][24][25]
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Sweden[edit]
Since the zebra crossings and traffic signs were replaced with a spacious fountain, benches, and
other street furniture, the Skvallertorget square in Norrköping has experienced no accidents, mean
traffic speeds have dropped from 21 to 16 km/h (13 to 10 mph) and livability has increased.[26]
United Kingdom[edit]
See also: Home zone
The Department for Transport issued national guidance on shared space in 2011.[5] This is described
as "evidence-based policy", drawing on research commissioned from MVA consultancy. This claim
has proved controversial, with one study questioning much of the evidence on which the guidance
was based.[4]
In Seven Dials, London, the road surface has been re-laid to remove the distinction between the
roadway and the footway and kerbs have been lowered to encourage people to wander across the
street.[27] A scheme implemented in London's Kensington High Street, dubbed naked streets in the
press – reflecting the removal of markings, signage and pedestrian barriers – has yielded significant
and sustained reductions in injuries to pedestrians. It is reported that, based on two years of 'before
and after' monitoring, casualties fell from 71 in the period before the street was remodelled to 40
afterwards – a drop of 43%.[28]
Gwynedd Council transformed Castle Square in Caernarfon by shared space to form a simple clean
foreground to Caernarfon Castle which is a World Heritage Site. The scheme uses Local slate and
granite surfacing and high-quality street furniture and a new fountain to redefine the character of the
space creating a change in the behaviour of drivers. The space has improved the image of
Caernarfon and how people feel about their town but there have been issues with the control of
parking.
Brighton City Council transformed the whole of New Road, adjacent to the Royal Pavilion, into a fully
shared space designed by Landscape Projects and Gehl Architects, with no delineation of the
carriageway except for subtle changes in materials. The route for vehicles along New Road is only
suggested through the location of street furniture, such as public seating and street lights. The re-
opening of the street has led to a 93% reduction in motor vehicle trips (12,000 fewer per day) and
lower speeds (to around 10 MPH), alongside an increase in cyclist and pedestrian usage (93% and
162%, respectively).[29][30]
In spring 2008, shared space was introduced in Ashford, Kent. The award-winning scheme,
delivered by lead designers Whitelaw Turkington Landscape Architects, replaced a section of
Ashford's former four-lane ring road with two-way streets on which drivers, cyclists, and pedestrians
have equal priority. Unnecessary street furniture, road markings and traffic lights have been
removed and the speed limit cut to 20 mph.[31] The scheme has vastly improved safety records since
it opened. Between November 2008 and January 2011, there have been four road casualties there,
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resulting from the six reported accidents.[32] Claims about the success of the Ashford scheme were
called into question during 2011 by a study conducted by the University of the West of England.[4]
Following the initial reports claiming a success for the Ashford scheme, other UK local councils
planned to use a similar approach; these include Southend-on-Sea, Staines, Newcastle-under-
Lyme, Hereford, and Edinburgh.[33]
Another scheme in London is the redevelopment of Exhibition Road, which is home to a number of
world-class institutions, into a shared space. Following a design competition in 2003, a court case,
and numerous community consultations, the scheme was completed in 2012.[34]
There have also been trials in Ipswich, with shared space being a key feature of the design of the
new Ravenswood community being built on the site of the former Ipswich Airport.[35]
A good example of the shared space concept can be seen at Princess Royal Square (formerly Pier
Square) in Weston-super-Mare, where the conventional road system has been replaced by a vibrant
seafront open area. This has been complemented by the restoration of the Coalbrookdale fountain in
its centre. After initial problems getting local residents to accept the new layout and its function, it
has survived its first seaside summer and is now a popular tourist attraction in itself with the re-built
pier adjoining it.
Also in Poynton, Cheshire.
United States[edit]
See also: Complete streets
In West Palm Beach, Florida, removal of traffic signals and road markings brought pedestrians into
much closer contact with cars. The result has been slower traffic, fewer accidents, and shorter trip
times.[36]
In Savannah, Georgia, the famous Oglethorpe Plan has been adapted to accommodate pedestrian
and vehicular traffic throughout a network of wards, each with a central square. The size and
configuration of the squares restrains vehicular traffic to speeds under 20 miles per hour, a threshold
speed beyond which shared space tends to break down.[37]
Criticisms[edit]
There are certain reservations about the practicality of the shared space philosophy. In a 2006 reportfrom the Associated Press, it was commented that traditionalists in town planning departments say
the schemes rob the motorists of vital information, and reported that a spokesman for Royal National
Institute of Blind People criticised the removal of familiar features such as railings, curbs, and
barriers.[38]
Shared surfaces, which are generally used in shared space schemes, can cause concern for the
blind and partially sighted who cannot visually negotiate their way with other road users, as the lack
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of separation implicit in these features has also removed their safe space.[39] The UK's Guide Dogs
for the Blind Associations "Say No to Shared Streets" campaign has the support of more than thirty
other disability organisations.[40] There have been similar concerns raised by other groups
representing some of the more vulnerable members of society, including Leonard Cheshire
Disability, the Royal National Institute for Deaf People, and Mencap, who have noted problems whennegotiating a route with motor vehicle users, leading them to challenge its fundamental premise.[41]
In New Zealand, concerns about such limitations of the shared space concept have led, in
cooperation with disability organisations, to the introduction of vehicle- and obstruction-free corridors
("accessible zones") along the building lines (i.e., in the areas where footpaths would normally be
located), to provide a safe route in the shared spaces being introduced.[12] Monderman has stated
that these objections are more a matter of communication than design, stressing the importance of
consulting such people during the design stage.[42] The November 2007 issue of the
Dutch Fietsersbond (Cyclists' Union) newsletter criticised shared space schemes as encouraging the
bullying of cyclists by motorists, giving examples of people who feel less safe as a result.[citation
needed ] The DutchFietsberaad (Centre of Expertise on Bicycle Policy) has also demonstrated some
ambivalence over shared space schemes, describing some benefits but also some drawbacks for
the less assertive cyclist.[43] Fietsberaad has noted that shared space has decreased car speeds but
that "some cyclists do not dare take priority. Instead, they dismount and wait for priority to be clearly
given, then walk or ride across the intersection. A problem may be that they are met halfway by cars
from the other direction and must rely on the drivers to give way of their own volition. Owing to low
speeds and the cyclists' defensive behaviour this crossing strategy need not be unsafe in itself, but it
most certainly is not convenient."
More recently, David Hembrow has stated that Shared Space was an experiment that has been
eclipsed by better ideas in Holland, where the real desire is to reduce but not entirely eliminate traffic
in town centres. The term applied is "autoluwe", or "nearly car-free streets". Nearly car-free streets,
he says, "is a concept which pre-dates the hype about "Shared Space", which remains popular, and
which works precisely because the streets are not shared on an equal basis with cars."[44]
Reviewing the research which underpinned national policy in the UK,[5] Moody and Melia
(2011).[4] found that some of the claims made for shared space schemes were not justified by the
evidence—particularly the claims that pedestrians are able to follow desire lines, and that shared
space reduces traffic speeds. Their primary research in Ashford, Kent, suggested that in streets with
high volumes of traffic, pedestrians are more likely to give way to vehicles than vice versa. Most
people, but particularly women and older people, found the shared space intimidating and preferred
the previous layout with conventional crossings.
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Living street From Wikipedia, the free encyclopedia
For other uses, see Living Streets.
A living street (or Gångfartsområde - Walking speed area) in Malmö,Sweden.
A living street is a street designed primarily with the interests of pedestrians and cyclists in mind and as
a social space where people can meet and where children may also be able to play legally and safely. Theseroads are still available for use by motor vehicles, however their design aims to reduce both the speed and
dominance of motorised transport. This is often achieved using the shared space approach, with greatly
reduced demarcations between vehicle traffic and pedestrians. Vehicle parking may also be restricted to
designated bays. It became popular during the 1970´s in the Netherlands, which is why the Dutch word for alivingstreet (woonerf ) is often used as a synonym.
Country-specific living street implementations include: complete streets (USA), home zone (United Kingdom),
residential zone (ru:Жилая зона,Russia) shared zone (Australia/New Zealand), woonerf (Netherlands and
Flanders) and zone résidentielle (France).
Contents
[hide]
1 History
2 Design
3 Around the world
4 Gallery
5 See also
6 References
7 External links
History [edit]
Legislation was introduced in the United Kingdom with the Highway Act 1835 which banned the playing offootball and games on the highway.[1] In 1859 a total of 44 children were sent to prison for failure to pay fines
for playing in the street in London/Middlesex,[2]r ising to 2,000 young people under the age of seventeen by
1935.[3]
As the level of fast motorised traffic increased during the 20th century it became apparent that the social and
recreational functions of the street were being severely impaired by the volume, speed and dominance of
vehicular traffic.
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The woonerf movement originated in the Netherlands in the seventies as a way of re-balancing the relationship
between people and the movement of vehicles.
Design[edit]
These streets are often built at the same grade as sidewalks, without curbs. Cars are limited to a speed that does
not disrupt other uses of the streets (usually defined to be pedestrian speed). To make this lower speed natural,the street is normally set up so that a car cannot drive in a straight line for significant distances, for example by
placing planters at the edge of the street, alternating the side of the street the parking is on, or curving the street
itself. Other traffic calming measures are also used. However, early methods of traffic calming such as speed
humps are now avoided in favor of methods which make slower speeds more natural to drivers, rather than an
imposition.
Around the world[edit]
Country Name Details Notes
Australia Shared zone
Austria Wohnstraße Similar legislation as in Germany
Belgium
Woonerf (Dutch)
Zone résidentielle
(French).
Low speed of 20 km/h, usually
same grade, parking is only
allowed in marked places.
Canada Woonerf
Woonerfs are planned
for Toronto,[4] where they have been
approved for the West Don
Landscommunity and are being
discussed for Queen's Quay along
the waterfront, and
for Montreal,[5]where one will
replace an alley covering the former
course of the St-Pierre river in Saint-
Henri.
France Zone de rencontre
Low speed of 20 km/h, usually
same grade, parking restrictions
not specified
The first living street was introduced
in 2008.
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Country Name Details Notes
Germany
Verkehrsberuhigter
Bereich (litt. "traffic
calming area")
Vehicles should not travel faster
than a pedestrian speed (6 km/h).If not same grade then street
usable by pedestrians. Parking is
only allowed in marked places.
Pedestrians, including children,
may use the entire street and
children are permitted to play in
the street
Under German traffic law motorists
in a Verkehrsberuhigter Bereich are
restricted to a maximum speed of
7 km/h, .[6]
Netherlands Woonerf (15 km/h). Usually same grade
New
ZealandSee Australia
Norway Gatetun Max speed 15 km/h.
Poland Strefa zamieszkania
Pedestrians (including playing
children, even without parental
supervision) can use entire street
and have absolute precedence
over vehicles. Max speed —
20 km/h. Parking is only allowed
in marked places. Speed calming
devices don't have to be marked
using road signs. The sign that
marks an end of a living street
also obligates a driver to give way
to other participants in road
traffic[7]
Russia Жилая зона
Max speed — 20 km/h. No
through traffic or parking with
engine running.
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Country Name Details Notes
Spain Calle residencial
SwedenGångfartsområde
(Walking speed area)
Max speed 7 km/h. Applies to
both motorized vehicles and
bikes. Pedestrians have absolute
right of way. No parking, except in
marked places.
SwitzerlandZone de rencontre,
Begegnungszone
Low speed of 20 km/h. Usually
same grade. Parking is only
allowed in marked places.
Introduced by the legislation change
in September 2001.
Link: Zones de rencontre
United
Kingdom
Home zone
Living StreetLink: Signing[dead link ]
United
States
Complete streets
Woonerf