Shared Space: Reconciling People, Places and Traffic
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SHARED SPACE: RECONCILING PEOPLE, PLACES AND TRAFFIC
Shared Space: Reconciling People,
Places and Traffic
BEN HAMILTON-BAILLIE
Under the label of ‘shared space’, a radically different approach to street design,
traffic flow and road safety is rapidly emerging. Combining a greater understanding
of behavioural psychology with a changing perception of risk and safety, shared
space offers a set of principles that suggest new radically different possibilities
for successfully combining movement with the other civic function of streets and
urban spaces. Shared space has evolved most rapidly in the Denmark, Germany,
Sweden and the northern part of Holland. However there is a growing range
of examples in France, Spain, the UK and other European countries. The paper
considers the potential for shared space principles to prompt a new approach to the
design, management and maintenance of streets and public spaces in cities, towns
and villages. Drawing on well-established examples from a variety of countries, the
author examines the outcomes of schemes that deliberately integrate traffic into the
social and cultural protocols that govern the rest of public life. The findings raise
important implications for governments and local authorities, for professionals, for
communities and for citizens.
Imagine if you had never seen a skating rink. beginners on the outside and faster skaters
Someone is explaining the concept to you for on the inside. Part of the pleasure derives
the first time, hoping for your support in from a surprising and enjoyable collective
setting one up. He explains that the floor consensus, and the ability of all participants
consists of smooth, slippery ice, surrounded to communicate, anticipate and react in ways
by a steel handrail. Customers pay to put that bring to mind the behaviour of shoals of
on boots with steel blades on the soles, and fish or flocks of birds. Regulating the activity
then glide at will around the limited space. through precise rules and controls would
There are no rules. What would be your destroy the dynamic interactions essential to
reaction? You would almost certainly have the process. Humans are obviously complex
concerns about safety and the risk to skaters. and adaptable creatures!
How would you prevent skaters colliding The analogy serves to illustrate the contrast
with each other? How would you separate between assumptions and predictions about
beginners from experts? How would you the outcomes of complex human interactions
control and regulate so many unpredictable and the findings from empirical observations
movements and prevent chaos? It would of real life. This has particular relevance for
sound a crazy and irresponsible idea! the shaping of public space, given that a
Yet skating rinks work with few rules high proportion of our streets and public
and no overseeing regulator. Informal social spaces, the public realm, is configured on
protocols serve to keep skaters moving assumptions about traffic behaviour and road
in a roughly consistent direction, with safety. This paper outlines a fresh approach to
BUILT ENVIRONMENT VOL 34 NO 2 161PEOPLE PLUS TECHNOLOGY: NEW APPROACHES TO SUSTAINABLE MOBILITY
the century old problem of how to reconcile the quality of streets and spaces in the UK.
the movement of people and traffic, drawing The author has contributed to the research
on case studies, observations and practical for a number of these case studies (CABE,
experience of numerous street design projects 2007a), and draws on other findings from
emerging across Europe. The approach, mainland Europe, especially Sweden and
increasingly referred to as ‘shared space’, The Netherlands.
builds on new findings from the fields of Both the methodology and central hypo-
behavioural and environmental psychology, thesis underpinning the paper can be
and in particular the development of risk summed up by the conclusions of Allan B.
compensation theory (Adams, 1995). By Jacobs, Professor of Urban Design at the
exploring the background to conventional University of California, Berkeley and former
responses to traffic in towns and the director of the City Planning Commission of
emergence of a contrasting set of principles San Francisco. The author of many classic
that underpin a number of recent urban works on cities such as Looking at Cities (1985),
projects, the paper suggests that significant Great Streets (1995), and The Boulevard Book
opportunities may be emerging that allow (2001), the Project for Public Spaces (PPS)
traffic to be integrated into the complex describes Jacobs as ‘the ultimate student of
informal social protocols of public space the street’ (PPS, 2007). His key perspectives,
without loss of safety, mobility or accessibility. summarized on the PPS ‘Placemakers’ profile,
Shared space may represent an important include:
step towards widening the opportunities for
communities and individuals to shape and ‘Utilizing the Power of Observation. Direct
influence the built environment in ways that observation forms the foundation of most
encourage diversity, distinctiveness, urban of Jacob’s work and accomplishments. He
quality and civility. explains how most modern street planning
is based on traffic assumptions, rather than
real research and observation of existing
Background and Methodology
places. He calls for planners and designers
The author is an architect and urban designer, to study what does and does not work in
specializing in the design and development existing streets, and to use these observations
of mixed-use streets and public spaces. to better design great public streets – to “copy
The lack of a formal theoretical framework the good examples”.
or a coherent body of research examining
alternative philosophies of traffic engineering Fostering Interaction between Pedestrians
limits the extent to which firm conclusions and Cars. Contrary to traditional planning
can be drawn. Nevertheless, extensive assumptions, Jacobs suggests that the seg-
observations in practice by the author and regation of cars and pedestrians decreases
many other practitioners, combined with safety and community vitality. Based on field
case studies and monitoring reports from research and observation, he demonstrates
innovative schemes, suggest that a number that intersections and streets that allow
of long-standing assumptions about the role every type of movement and interaction
of governments in regulating and controlling between pedestrians and drivers work best,
traffic movement might be beneficially serving as attractive, welcoming, and exciting
reconsidered in the light of such experience. places that help build the local community.
Many of the case studies are drawn from the According to Jacobs’ findings, when cars
work of the Commission for Architecture are more fully aware of and integrated into
and the Built Environment (CABE), whose the pedestrian realm, both pedestrians and
work is increasingly focused on improving drivers are safer.’ (PPS, 2007)
162 BUILT ENVIRONMENT VOL 34 NO 2SHARED SPACE: RECONCILING PEOPLE, PLACES AND TRAFFIC
The Context for Shared Space Towns Forum (EHTF, 2007), and the Civic
Trust (Civic Trust, 2007).
Interest in the potential for integration of Concern about declining streetscapes tends
traffic into the public realm comes at a time to revolve around a number of interconnected
of growing local, national and international themes. These range from issues relating to
concern about the declining state of streets the environment (emissions, pollution etc),
and streetscapes. The European Union has those affecting economic activity (pedestrian
recognized the significance of the issue for flows, traffic congestion, rental values),
economic and social cohesion and equality to those related to health (such as obesity,
through its InterReg programme, which mental health, public safety etc) and those
is funding research into shared space concerned with the quality of civic life and
(Fryslân Province, 2005). In the USA, the community cohesion (inclusiveness, anti-
Congress for New Urbanism (CNU) and the social behaviour, civility etc.). It is worth
National ‘Main Streets’ conference have both touching on some of these in more detail.
focused attention on the critical relationship Firstly there is the issue of safety. Although
between urban regeneration and street there is growing awareness of the complexities
quality (CNU, 2007). In the United Kingdom of safety and the difficulties in adequately
the government’s advisor on design, the defining the term, most governments assume
Commission for Architecture and the Built at least partial responsibility for reducing the
Environment (CABE Space) has prioritized numbers of deaths and injuries. Although
streets and streetscape issues as a key area overall numbers of road casualties are falling,
for research, development and training and the UK compares well to other European
(CABE, 2007b). The publication of Save our countries in terms of road deaths and injuries,
Streets (English Heritage, 2005) revealed such reductions are not evenly distributed.
a surprisingly high level of widespread Pedestrian casualties remain high, especially
popular dissatisfaction with the state of amongst children (IPPR, 2002). Children in
urban, suburban and rural streetscapes in poorer neighbourhoods fare particularly
the UK, concerns echoed by research and badly. Road safety, and the desire to reduce
campaigns by the Campaign to Protect Rural casualties, remains an important motive for
England (CPRE, 2007), the English Historic improving street design.
Figure 1. Regulation and
segregation in the public realm
and the resulting clutter – the
junction of Kew Road and
Chiswick High Road. (Photo:
English Heritage)
BUILT ENVIRONMENT VOL 34 NO 2 163PEOPLE PLUS TECHNOLOGY: NEW APPROACHES TO SUSTAINABLE MOBILITY
Linked to perceptions of safety are concerns concern to almost all governments and
about the decline in walking and bicycling highway authorities, and the introduction
as modes of transport, and of growing car of traffic controls and other highway
dependency. The health implications parallel measures do not appear to have succeeded
the wider concern of the urgent need to in improving journey times or reducing
reduce CO2 emissions from transport. The congestion. Average speeds for cars across
UK has the lowest levels of pedestrian and London remain between 11 and 13 mph,
bicycle share in Europe; twice as many trips roughly the same as at the beginning of the
are made by car as by walking and cycling twentieth century (DETR, 1998).
combined. By contrast, in The Netherlands Most of the problems highlighted by con-
active modes account for almost exactly temporary studies relate to both the impact
the same proportion of trips as those by of motor vehicles on the built environment,
car. Between 1992 and 2004, the number of and the measures introduced to try and
walking trips and journeys by bicycle per cope with the presence of traffic. The
person per year declined in Great Britain by accumulation of ‘street clutter’ – the signs,
one-fifth. This reduction has been especially markings, signals, bollards and barriers asso-
notable amongst children, and recent research ciated with traffic engineering – is the most
links reductions in long-term health outlooks evident visual manifestation of measures
and obesity with the decline in active travel aimed to regulate and control movement, and
(Cavill, 2007). remains a source of growing concern about
Economic decline is also increasingly linked the decline in visual and spatial quality in the
to the quality and accessibility of streetscapes. public realm. But concern about clutter masks
Recent research by CABE (2007c) begins to a deeper concern about the effect that such
quantify a long-recognized link between measures have on the psychology of road
economic regeneration and the quality of users, and on the interrelationships between
streetscapes. The standardization associated people as drivers, cyclists, pedestrians or
with regulated traffic measures diminishes other participants in our streets and public
the particular qualities and identity of specific spaces. An increasing understanding of
places and settlements. It is exactly these behavioural and environmental psychology,
qualities of distinctiveness that appear to and the degree to which our environment in-
attract the attention of commercial investors fluences our actions and decisions is prompt-
(Florida, 2005). ing a re-evaluation of some of the key assump-
The drive towards ‘inclusive’ design tions that underpin conventional approaches
(measures that facilitate participation by the to safety and traffic engineering (Adams,
widest cross-section of people) also spurs 1988). Understanding this change requires
efforts to improve the configuration of our a brief review of the principles that have
streets and public spaces. Perceptions of governed traffic engineering since the 1920s.
danger and the inclusion of physical barriers
such as high kerbs, bollards and pedestrian
The Segregation Principle
guardrails are increasingly linked to diffi-
culties encountered by those who do not Attempts to rationalize traffic movement in
drive; in particular children, older people and cities pre-date the arrival of the automobile.
those with mental or physical disabilities. The first signal-controlled pedestrian crossing
Finally, the need to improve the quality of was installed in London in 1868 at the
streets in their ability to cope with movement intersection of George and Bridge Streets near
presents a challenge to engineers and urban the Houses of Parliament (it exploded and
designers. Congestion and unreliable journey killed a policeman before being dismantled in
times in towns and cities remain sources of 1872). In 1905 Eugène Hénard published his
164 BUILT ENVIRONMENT VOL 34 NO 2SHARED SPACE: RECONCILING PEOPLE, PLACES AND TRAFFIC Figure 2. Hénard’s sketch for rationalizing and segregating traffic. (Source: Hénard 1905) proposals for organizing circulation around principal purposes associated with streets the Place de l’Opera in Paris, introducing the and public spaces, those of movement and concept of the roundabout with underpasses of social interaction, would need to be strictly and grade separation between pedestrians segregated as traffic volumes increased. The and (still) horse-drawn traffic. Ministry of Transport adopted the principle In 1933, the Charter of Athens recom- with enthusiasm. ‘Traffic segregation should mended strict separation of traffic from civic be the keynote of modern road design’ was spaces, a theme taken up with enthusiasm a concluding recommendation of its publica- by Le Corbusier and other members of the tion Roads in Urban Areas of 1966. The Congrès Internationaux d’Architecture Moderne principle led to the familiar urban landscape (CIAM).1 The principle of segregation was of underpasses and overbridges, barriers and most clearly and forcefully supported by the signals that are such a familiar component of committee chaired by Colin Buchanan, whose modern towns. seminal report Traffic in Towns was published Segregation of traffic from other aspects in 1963. Buchanan argued that the two of urban life matched the zeitgeist of 1960s Figure 3. Segregation of traffic from civic spaces. (Source: Buchanan et al., 1963) BUILT ENVIRONMENT VOL 34 NO 2 165
PEOPLE PLUS TECHNOLOGY: NEW APPROACHES TO SUSTAINABLE MOBILITY planning. The separation of land uses from Experiments in Integration: each other and the clear zoning of land for The Development of Shared Space specific purposes (employment, residential, commercial, industrial) seemed a rational The concept of shared space, that of all response to the potential friction of mixed street users moving and interacting in their use. Even children’s play areas should be use of space on the basis of informal social defined and planned for. The notion of the protocols and negotiation, is nothing new. It state as controller and regulator of activities, can be argued that such ad hoc arrangements taking responsibility for order and safety, were the status quo ante of the introduction chimed with the social welfare aspirations of segregation associated with conventional of both left and right spectrums of poli- highway design. Raised pavements and kerbs tical thought. Potential conflict and fric- have existed for many years, but principally tion between different activities could be as a means to keep pedestrians clear of the designed-out through planning and regula- mud and dirt of the ‘carriageway’, rather tion. It is a theme that continues to underpin than as a method of regulating the use of the guidance offered by the Department space. Visit any Mediterranean hill town for Transport through traffic manuals, and or market square, and one can observe the is evident in the interpretation of safety in informal sharing of street space by vehicles education and in design checks such as the and other users, and such arrangements safety audit process. remain commonplace throughout the world. A fascinating parallel to the development In the UK, there are numerous village of segregation in street design has been squares, mews courts, car parks, camp sites, researched and described by Joe Moran (2006) rural lanes and other spaces where shared in his paper ‘Crossing the road in Britain, space conditions prevail. But until recently, 1931–1976’. The political and cultural history we have had no terminology or analytical of this mundane, everyday activity offers us categories to describe such arrangements, an example of the assumptions, values and and little research data to understand how beliefs behind the attempts by governments the necessary informal protocols develop to formalize and regulate the relationship and operate. between drivers and pedestrians. In contrast The conscious application of shared space to North America and Western Europe, and the deliberate integration of traffic into where red lights for pedestrians are legally social space date back to experiments carried binding and there are fines for jay walking, out by pioneers such as Joost Vàhl and others the relatively informal law and etiquette of in The Netherlands in the late 1960s and early crossing roads in the UK is, as Moran argues 1970s (Van den Boonen, 2002). Searching for ‘a product of the complex history and fraught ways to reduce the impact of traffic on the politics of motor transport, road safety and qualities of social space and, in particular, to urban design’ (Ibid., p. 478). The development prevent the decline in freedom of movement of formal crossings, with their tradition available to children, Vàhl and his colleagues of zoological names from ‘zebras’ though began to strip out standardized road signing, ‘puffins’, ‘pandas’, to ‘pelicans’ and ‘toucans’2 marking, kerbs and barriers. Playful, creative have become such an established part of the and quixotic, Vàhl created a new vocabulary urban environment that they are now largely of street design rich in local references, taken for granted. Yet there remains little surprise and intrigue. The popularity of research into their effect on pedestrian safety, the resulting rich urban landscapes caused accessibility and behaviour, due perhaps to significant interest across other mainland continued widespread popular faith in their European countries, especially Denmark effectiveness (Ibid., p. 496). and France, giving rise to wide variations 166 BUILT ENVIRONMENT VOL 34 NO 2
SHARED SPACE: RECONCILING PEOPLE, PLACES AND TRAFFIC
Figure 4. Integrated streets
– early woonerf, Rijswijk, The
Netherlands.
in the concept (Vahl and Giskes, 1990). In series of pilot projects and the publication of
1976 the Dutch government recognized guidance on ‘Home Zones’ (IHIE, 2002).
and formalized the approach, defining the
concept of the woonerf (roughly translated as
Hans Monderman’s Experiments
‘yard for living’) as a means to design low
in Friesland
speed residential roads.
Ironically, the formal definition and regu- Just as interest in the woonerf began to fade
lation of the woonerf signalled its demise. As in The Netherlands, the rural provinces in
soon as there were standards established for the north of the country began to adapt the
the woonerf, with guidance on the number concept of integration and the use of social
and spacing of ‘traffic calming devices’, protocols for the streets and public spaces of
and a formal sign to identify such spaces, small towns and villages. Hans Monderman,
enthusiasm for the concept began to fade. At a traffic engineer from Friesland, was appoint-
the core of Vahl’s concepts was a shift away ed Head of Road Safety for the region in
from the regulatory world of government 1978 following growing national concern
definitions towards the unstated rules of about rising child pedestrian casualties.
behaviour which govern everyday social be- Unconvinced by the conventional vocabulary
haviour. As soon as the woonerf was merely of measures such as traffic calming and other
just another category in the standard road artificial interventions in the road environ-
hierarchy, its use and popularity began ment, Monderman began to experiment with
to fade. Joost Vahl went on to explore his simple design and landscaping measures
unofficial principles for street planning and that emphasized the distinctive history
design in the small town of Culemborg, and context of each settlement, deliberately
south of Utrecht, but the woonerf did not removing or downgrading highway measures
develop further in The Netherlands. Interest such as road markings, signs, chicanes and
and enthusiasm in other countries followed road humps. The village of Oudehaske was
a similar trajectory. In the late 1990s, UK the first experiment with ‘making a village
government belatedly experimented with a more like a village’ (Engwicht, 2006), and
BUILT ENVIRONMENT VOL 34 NO 2 167PEOPLE PLUS TECHNOLOGY: NEW APPROACHES TO SUSTAINABLE MOBILITY
Figure 5. Makkinga, Friesland.
All traffic signs, signals and
markings removed. (Photo:
Andrew Burmann)
to his own astonishment, Monderman of a well-loved ancient copper beech tree.
recorded reductions in traffic speeds of over The lack of priority signs and markings at
40 per cent (conventional traffic calming was junctions seemed to make no difference to
achieving reductions closer to 10 per cent). the safe movement of traffic, cyclists and
Further successful village schemes followed, pedestrians.
recording dramatic reductions in speeds and Monderman’s pioneering schemes gave
the severity of accidents.3 In 1992 the village increasing confidence to the idea that road
of Makkinga became the first small town to signs and markings, signals and barriers
remove every standard road sign, signal and were not essential requirements for safe
road marking. In their place, the new street and efficient traffic movement. Indeed the
designs paid close attention to the particular reductions in speeds and concurrent decline
landmarks and preferred pedestrian routes in the severity of accidents seemed to point
(‘desire lines’4) of the community, emphasiz- to a closer relationship between safe traffic
ing links between school, shop, church and movement and the distinctive spatial quality
village green, and even reflecting the canopy of streets and spaces. Subsequent schemes
Figure 6. Wolvega, Friesland.
Remodelled intersection of
High Street and main road.
168 BUILT ENVIRONMENT VOL 34 NO 2SHARED SPACE: RECONCILING PEOPLE, PLACES AND TRAFFIC by Monderman and his colleagues began rink. It is not unusual to see conversations to address more complex intersections in taking place in the middle of the intersection busier towns. The market town of Wolvega in as lorries and cars weave through the Friesland is based around a crossroads where apparent chaos of the unregulated space. a former national ‘A’ road bisects the main Yet in its nine years of operation, speeds shopping street. In 1997 traffic signals were and serious accidents have reduced, traffic removed, and the junction was remodelled flows remain unaffected despite significant as an informal town square with no formal increases in numbers of vehicles, and the crossings, priority markings or controls. In space has been transformed into a lively their place, a striking piece of public art focal point with rejuvenated cafés and shops serving as a lighting support as well as a around its perimeter. psychological bridge reconnects the two sides The few professionals and journalists from of the high street. outside the region who noticed these smaller In 1998 a five-way intersection in the nearby schemes during the 1990s tended to assume town of Oosterwolde was redesigned. All the that such informal traffic arrangements could former standardized priority markings and only function in small, homogeneous villages highway kerbs were removed, to be replaced and market towns. Many also assumed that by a simple paved square on a slightly raised foreigners, not familiar with local protocols, platform, recalling its history as the focal might not respond as locals do. But more point at the head of an ancient canal system. recent schemes have begun to indicate that Cars, bicycles, trucks, pedestrians, wheel- shared space principles, the integration of chair users negotiate their way across the traffic into the social and cultural fabric of space employing an intricate and unspoken the built environment, might be suitable for set of protocols reminiscent of the ice-skating busier town centre intersections and high Figure 7. De Brink, Oosterwolde, The Netherlands. BUILT ENVIRONMENT VOL 34 NO 2 169
PEOPLE PLUS TECHNOLOGY: NEW APPROACHES TO SUSTAINABLE MOBILITY Figure 8. Rijksstraatweg, Haren, near Gronigen, The Netherlands. streets. In 2002 the main shopping street in space might offer opportunities to rethink the the suburban town of Haren, near Groningen, space set aside for major traffic intersections. was redesigned along shared space principles. For many years a busy junction on the edge The 800 metre-long Rijksstraatweg carries of the town centre, close to the regional bus between 8,500 and 12,000 vehicles per day station and the forecourt for the local theatre, through the main shopping and civic area. was configured as a standard traffic-signal The former centre-line road markings, traffic controlled intersection, with formal pedestrian signals, separate bicycle lanes and high kerbs crossings, separate left-turning, bus and were all removed. In their place, a simple 6 bicycle lanes and the usual assortment of metre-wide carriageway links two major signs and road markings. The resulting space, civic spaces where the former carriageway known as the Laweiplein, was unattractive becomes an integral part of the surrounding to pedestrians and bicyclists, and tended public spaces. The position of trees blurs the to cause long traffic delays and congestion. distinction between road and public realm, The accident history was poor, especially and simple drainage details and low kerbs for bicyclists. In 2002, after many years’ suggest subtle demarcations. Despite traffic discussion of alternative designs, the junction speeds falling by around 5 km/h, the local bus was remodelled. The resulting arrangement company reports more reliable journey times. has been carefully monitored by the local Pedestrians criss-cross the street amongst authority (Smallingerland Municipality, 2007). the passing traffic as the social life of the The improvements in capacity of the busy adjacent cafés and shops merges seamlessly junction, the reductions in delays and in with the street. serious accidents, and the remarkable changes The late Hans Monderman’s last scheme in the interaction between all road users in in the city of Drachten, just south of Leeu- what has now become a lively public space warden in Friesland, suggests that shared would suggest that shared space principles 170 BUILT ENVIRONMENT VOL 34 NO 2
SHARED SPACE: RECONCILING PEOPLE, PLACES AND TRAFFIC may be of value in rethinking some of our reconstruction (Smallingerland Municipality, busier streetscapes. 2007, p. 26). The volume of traffic at around 22,000 The Laweiplein example challenges many vehicles a day meant that a small roundabout long-standing assumptions concerning the was essential to organize the flows. However ability of people, whether drivers, bicyclists at the Laweiplein the roundabout is not an or pedestrians, to resolve potential conflict alien piece of traffic engineering, but forms through informal protocols and human an integral part of the overall design for the interaction prompted by clues from the built space. The emphasis is firmly placed on the environment. Freed from the conventional creation of a coherent public square. Vertical regulatory framework of traffic-signals and water jets surround the junction, animating rights-of-way, all the various participants the space and attracting human activity. Signs in the constantly moving dynamic of the and markings are reduced to their absolute space appear to adopt a remarkable range of minimum, and the widths of carriageways anticipatory and communication skills. The never exceed 6 metres. With a consistent smooth flow of traffic and its interaction with colour palette for the asphalt and paving, cyclists and pedestrians prompts comparison subtle kerb designs and careful lighting with the ice-skating rink. It is a dynamic that that places emphasis on the overall space, appears difficult to predict or model, and the solution has sometimes been described indeed all the formal capacity engineering as a ‘squareabout’. Pedestrians and cyclists models5 for the Laweiplein proved wildly cross at simple ‘courtesy crossings’ close to inaccurate. No evidence could be found the narrow entrances to the roundabout, from video analysis and observations, or negotiating movement with the slow-moving from questionnaires, that non-local drivers traffic through unstated protocols. It is very were unable to respond to the spatial clues. rare to see a pedestrian or cyclist have to There are, to date, few indications that the pause for long at the kerb, and yet even at civility, patience and courtesy engendered the busiest times the complex movements do by the new arrangements diminish with not appear to disrupt traffic flows. Average time. The number of visits to the junction annual injury rates at the intersection have by professionals and journalists from around fallen from 8.3 to 1 in the three years since the world suggest that the outcomes of Figure 9. Laweiplein intersection, Drachten – before. BUILT ENVIRONMENT VOL 34 NO 2 171
PEOPLE PLUS TECHNOLOGY: NEW APPROACHES TO SUSTAINABLE MOBILITY
Figure 10. Laweiplein
intersection concept plan.
Figure 11. Laweiplein,
Drachten. Traffic as integral
part of a public square – after.
this counter-intuitive scheme may have streets designed to influence driver behaviour
profound implications for wider urban traffic through reference to their local context. In
engineering and the design of public space Germany, the small town of Kevalear near
across other parts of the world.6 the Dutch border has remodelled its town
centre to allow traffic to move through an
open square with few concessions to high-
Shared Space Projects Elsewhere
way engineering. Further north, the town
in Mainland Europe
of Bohmte, near Osnabruck, is in the pro-
Innovation in the design of streets and cess of re-modelling its high street, the
intersections along shared space principles Bremerstrasse, along shared space principles.
is not confined to Northern Holland. There In France, the Villes plus sures (Safer Towns)
are examples to be found in most European programme applied similar integrated prin-
countries. Bilbao, Barcelona, Madrid and San ciples to the redesign of scores of small towns
Sebastian in Spain have seen examples of and villages. Denmark and Sweden have
172 BUILT ENVIRONMENT VOL 34 NO 2SHARED SPACE: RECONCILING PEOPLE, PLACES AND TRAFFIC developed the practice further than most guidance for people with physical or visual countries, and shared space is now a widely disabilities. Subtle changes in paving details accepted urban design principle in much of alert drivers to the most likely places where Scandinavia. Two examples are particularly pedestrians cross (the desire lines), and these noteworthy. are almost always diagonal. Pedestrians, In the Copenhagen suburb of Lyngby, the as Professor John Adams observes, are the main shopping street was remodelled in 2003 world’s greatest ‘Pythagorians’ – always along designs prepared by Bjarne Winterberg preferring the hypotenuse! (Adams, 2007, of the engineering firm Ramboll Nyvig. The p. 1). street, like so many other suburban high In the Swedish university town of Norr- streets, combines a variety of shops and köping, south-west of Stockholm, a major cafés with a fairly high volume of bus, car intersection near the town centre known as and bicycle traffic (around 14,000 vehicles Skvallertorget (Gossip Square) provides a per day). Careful selection of materials and striking demonstration of the opportunities precisely controlled dimensions succeed in presented by shared space design principles. creating a distinctive space with low-speed Formerly a traffic-signal controlled inter- continuous flows of traffic interacting with section in a bleak and under-valued urban busy cross-flows of pedestrians. Particular setting, the space was remodelled in 2004 care has been taken to detail paving, street in response to the relocation of a university furniture and materials to provide a clear faculty close to the square. To help reconnect and consistent design language for the the space with the city centre and to cope whole street and to provide tactile clues and with the increasing volume of student cyclists Figure 12. Gran Via, Bilbao. BUILT ENVIRONMENT VOL 34 NO 2 173
PEOPLE PLUS TECHNOLOGY: NEW APPROACHES TO SUSTAINABLE MOBILITY
Figure 13. Skvallertorget,
Norrköping, Sweden before
and after remodelling of the
intersection.
and pedestrians, the whole intersection has following three years of operation (Jaredson,
been treated as a single, coherent plaza where 2002). Around 13,000 vehicles, including
all suggestion of priorities or linear emphasis bendy-buses, traverse the square each day.
has been removed. The signals are gone. In Pedestrian volumes have, as expected, greatly
their place, a distinctive paving pattern increased, as has economic activity around the
reinforces the spatial qualities; lighting square. Most pedestrians take a direct route
columns are placed, unprotected by kerbs, across the middle of the space, negotiating
wherever needed. A clear boundary around movement with the cyclists and vehicles.
the square of contrasting material helps Traffic speeds have reduced significantly,
define the space and offers some tactile and and delays and congestion have also fallen.
visual guidance. Surveys of drivers, cyclists and pedestrians
The intersection has been monitored indicated that satisfaction and confidence
by the Swedish engineering firm Tyrens with the new arrangements is increasing,
174 BUILT ENVIRONMENT VOL 34 NO 2SHARED SPACE: RECONCILING PEOPLE, PLACES AND TRAFFIC
although there remains unease and concern characteristics such as level kerbs and shared
amongst some older citizens and amongst surfaces, there are few that clearly establish
the blind and partially-sighted. Whatever its a transformation in the relationship between
shortcomings, as an example of shared space traffic and other activities in the public realm.
Skvallertorget in Norrköping demonstrates Nevertheless there are a number of notable
that traffic signals, road markings, kerbs, examples that point towards new directions
crossings and barriers are not essential in street design and which demonstrate the
elements that have to be tolerated as an potential for the new approach to the built
unfortunate necessity for the maintenance environment.
of safety and efficiency of movement. A Poundbury, the extension to Dorchester
distinctive, coherent and integrated piece of promoted by the Prince of Wales’ Trust
public space can successfully serve the needs and the Duchy of Cornwall, continues to
of passing traffic without such disruptive, demonstrate the potential for simplified
expensive and disfiguring components. streets and public spaces that are not
dominated by signs, markings and wide
sight lines. Few other new residential
Shared Space in the UK
developments have achieved such integration,
As with the introduction of the woonerf or although there are notable examples in
‘home zone’, shared space principles and nearby Charlton Down, and in the extension
practice have taken hold later in the UK to Harlow New Town at Newhall (CABE,
than in much of mainland Europe. However 2007a). Shared space forms the underlying
there are signs that the concept is now design philosophy for major schemes in
developing faster in the UK than in other development at Ashford in Kent, Sherford
countries.7 The widespread and growing in Devon, Waterlooville in Hampshire,
recognition of the importance of the public Craigmillar in Edinburgh and Calderwood
realm to the social wellbeing and economic in West Lothian.
vitality of communities, combined with in- Several English county councils have
creasing popular dissatisfaction with the started to incorporate shared space prin-
state of British streets (English Heritage, ciples into policy manuals for towns and
2006), appears to have prompted strong village streetscapes. Devon, Dorset, East
interest from local authorities, developers Sussex, Essex, Hampshire and Kent County
and community groups. The Commission Councils have started to develop and adopt
for Architecture and the Built Environment, the principles, and Suffolk County Council
CABE Space, has played an important role in serves as the UK partner in the current
researching and promoting interest in shared European Union ‘InterReg’ shared space
space in England. The Scottish Executive research project. Wiltshire County Council
published its Planning Advice Note No. 76 has explored the removal of road markings
Residential Streets in December 2005, based in a number of rural villages (TRL, 2003),
on many of the key principles, and the and there are isolated examples of pilot rural
publication of the Manual for Streets by the schemes in Eynsham in Oxfordshire, Clifton
Department for Transport in March 2007 in Cumbria and Wellow near Bath.
provides formal recognition to the principle But it is, perhaps inevitably, in city centres
of streets as places as well as corridors for where the most significant progress has been
movement. made to rethink conventional engineering
Completed projects that test the principles solutions and to readjust the relationship
of shared space are still thin on the ground between traffic and other activities. There are
in the UK. Whilst there are many fringes of notable examples of the application of shared
pedestrianized town centres that adopt some space design principles in the regeneration of
BUILT ENVIRONMENT VOL 34 NO 2 175PEOPLE PLUS TECHNOLOGY: NEW APPROACHES TO SUSTAINABLE MOBILITY Ancoats Urban Village and New Islington in 2007a). Whilst retaining the conventional Manchester, in the redesign of Hope Street, format of footways and formal crossing Liverpool, and in the city centre of Sheffield. points, Kensington High Street demonstrated The forecourt of Bristol Temple Meads what can be achieved through the removal Railway Station is an early example from of pedestrian barriers, signs and other street 1993 of shared space design successfully clutter. Despite carrying over 40,000 vehicles exploited to resolve the complexity of vehicle per day, this busy arterial route into West and passenger activity in the historic context London succeeds through creating a dynamic of Brunel’s Great Western Railway terminus between all the multitudinous users and (CABE, 2007a). In Blackett Street, Newcastle, activities of the street. The use of the central and in Newbury town centre, shared space medium strip for bicycle parking encourages design principles have successfully resolved informal cross-flows of pedestrians, and the the relationship between busy bus corridors careful integration of street design with the and pedestrian spaces, and similar principles surrounding context, combined with the are in preparation for Westgate, Oxford and simplicity and clarity of the detailing, create Brighton Marina. a coherent piece of public space that appears In London, the Royal Borough of Kensing- to promote informal interaction and mutual ton and Chelsea (RBKC) has spearheaded consideration amongst all the players in this the introduction of shared space, building on busy section of London streetscape. the widely recognized success of its recon- The success of Kensington High Street has figuration of Kensington High Street (CABE, prompted the Royal Borough to produce Figure 14. Blackett Street, Newcastle. 176 BUILT ENVIRONMENT VOL 34 NO 2
SHARED SPACE: RECONCILING PEOPLE, PLACES AND TRAFFIC Figure 15. Kensington High Street, West London (Photo: RBKC). a comprehensive streetscape design guide test of time, can be found in the heart of (RBKC, 2005) which codifies many of the London’s Covent Garden. As a result of the key principles of shared space under the tireless efforts of the Seven Dials Monument heading ‘Barrier-free Design’. More ambitious Trust, the restoration of Seven Dials in the proposals are in preparation for Exhibition early 1990s not only restored a distinctive Road in Kensington, intended to permit historic monument to one of London’s traffic to continue to move through a linear most memorable spaces, but created a public space that responds to the richly perfect demonstration of the potential for varied cultural context of this much-visited a busy junction to operate without formal street. controls, signage or regulation. The base Perhaps the best example of shared of the restored sundial serves to attract space, and one that has withstood the much human activity at the focal point of Figure 16. Proposals for Exhibition Road. (Illustration: RBKC) BUILT ENVIRONMENT VOL 34 NO 2 177
PEOPLE PLUS TECHNOLOGY: NEW APPROACHES TO SUSTAINABLE MOBILITY
the converging seven streets, humanizing by the examples from Britain and main-
and animating what would otherwise be land Europe demand a fundamental recon-
a mere roundabout. Traffic moves slowly sideration of many long-standing assumptions
and steadily around the monument, which about traffic in towns, and represent a sea-
has none of the conventional roundabout change in our approach to street design,
direction signs. Congestion is rare, and there traffic planning and the opportunities for
have been no serious injuries recorded during a public realm. It is an approach that is
the 16 years of operation of the current still in its infancy, and there remain many
arrangements.8 Although not the busiest or barriers to overcome, observations to be
most typical of London street intersections, made, evaluations to be conducted and
Seven Dials nevertheless merits careful experience to be gained. Questions remain as
observation and analysis for anyone keen to what extent shared space can help resolve
to explore the potential for environmental busier streets and intersections. Creativity
design and human psychology to reconcile and development is required to improve
the complex relationship between people, perceptions of safety and navigational aids
places and traffic. for the visually impaired. The relationship
between visual clues (such as apparent road
widths, signs, kerbs and road markings) and
The Future of Shared Space
driver behaviour remains little understood.
The ideas, concepts and practice illustrated Nevertheless shared space opens up a whole
Figure 17. Seven Dials, Covent Garden. Perfect integration of traffic with the public realm.
178 BUILT ENVIRONMENT VOL 34 NO 2SHARED SPACE: RECONCILING PEOPLE, PLACES AND TRAFFIC
new vocabulary and design framework for 1968, and then by ‘puffins’. ‘Toucans’ refer to
the built environment, bringing together a combined pedestrian and bicycle crossings (‘two
can cross’).
number of strands of current thinking.
The end to separation of traffic movement 3. A brief history and summary of research
from the public realm and the move towards findings on these and other schemes can be found
at http://www.shared-space.org/ – ‘Projects’
shared space has important implications for
page.
the training and professional development
of all the disparate disciplines involved. In- 4. ‘desire line: The shortest, most direct route
between facilities or places’, from Cowan (2005).
tegration of engineering with urban design
implies a broadening of awareness and knowl- 5. The Laweiplein was modelled using, amongst
edge amongst professionals and technicians other software packages, ‘Omni-X’ system
to calculate theoretical capacity and delays
who, until recently, have shared only a
(Smallingerland Municipality, 2007, p. 16)
sketchy understanding of each other’s roles.
It is encouraging to see the Public Realm 6. A selection of international press reports can
be found on the European Shared-Space research
Information Advice Network (PRIAN), sup-
project website; http://shared-space.org.
ported by the Institute of Highway Engineers
and English Heritage, amongst others, 7. Shared Space newsletter, June 2007, available
at http://www.shared-space.org/files/18445/
extending and developing training in the
5LRnieuwsbriefSS.07_7.pdf.
comprehensive design and management of
the public realm.9 8. Based on records of Seven Dials Trust, and
enquiries with Camden Borough Council (July
Shared space raises the potential for a
2007).
radically different vision for the streets
of towns and cities for the future. With 9. PRIAN. Design and Management of the Public
Realm. www.publicrealm.info.
sufficient professional support and political
determination, it could hold the key to
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