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1. Topic
		Pedestrianised areas

2. Introduction

For decades the design of public space was mostly considered in terms of car traffic. As a consequence public space lost its quality as living space and was directed towards car traffic only, unfriendly to all other road users. Cities of today, aiming for a sustainable urban mobility, are gradually restoring the quality, cohesion and ‘readability’ of public space to attain a more balanced distribution in favour of pedestrians, cyclists and public transport users.

More and more European cities implement sustainable mobility policies that tend to discourage the use of the private car in the city centre. The concept of traffic calming, comprising pedestrianisation as well as calming and reducing traffic on residential roads by physical measures, has been implemented by all member states now, although the degree to which this has been done differs greatly. Northern countries tend to be more advanced in this respect. Initially, traffic calming was mainly implemented through pedestrianisation of (historic) town centres, shopping streets or recreational areas. Today, also residential areas are taken into account for pedestrianisation.

3. Discussion

Pedestrianisation involves restrictions to all motorised modes of transport, and sometimes bicycles as well. Pedestrian areas or zones are often introduced in urban centres to discourage traffic to enter the city on the one hand and to provide a more pleasant environment for shopping and leisure on the other hand.

Pedestrianised areas have been introduced all over Europe and bigger cities sometimes even have more than one pedestrianised area. Originally pedestrianised areas occurred mainly in city centres, but nowadays the concept has been extended to shopping streets, recreational areas and to some extent even residential areas. Other areas with potential are zones with hospitals and other health facilities.

Many pedestrian areas were developed during the seventies. Today, the focus is more on the extension of already existing schemes. Today’s approach also aims to be more integrated by catering for different needs within one pedestrian zone.

Initially, traders and retailers were quite negative towards pedestrian schemes. In the meantime experiences have shown however that trade can improve considerably in pedestrianised areas. This is illustrated by the fact that rents are much higher in pedestrianised areas than they are outside the area.

Current traffic calming schemes and pedestrianised areas are still lacking when it comes to actually improving the situation for pedestrians. In order to have profound improvements, not only the creation of pedestrian zones, but also the creation of integrated street networks for pedestrians, similar to road networks of motor traffic, is necessary.

4. Recommendation / Conclusion

Measures to give priority to pedestrians in general should be seriously considered due to their clear benefits (very limited capital costs and impact on the environment) and the enormous potential of demand (around 25% of urban trips are under 3 km in Germany and the United Kingdom, 50% of urban trip in the EU are under 5 km) to be shifted to walking.

Pedestrianised areas too often remain isolated zones that are not connected with a network of attractive walking routes. This influences the accident rates in transition zones between pedestrian friendly and car friendly areas. Therefore traffic-calming measures are being introduced more and more at the borders of pedestrian precincts. The comfort and safety of pedestrians can only really improve when integrated walking networks, including both pedestrianised and non pedestrianised areas, are developed with more and better traffic signage, traffic lights, lighting specifically targeted at pedestrians (and cyclists) and of course qualitative crossing facilities.

It is clear that the increasing trend to make more parts of urban (historic) centres car free and to give priority to pedestrians not only increases the safety of the vulnerable road user, but also contributes considerably to improving the quality of life –including air quality- for citizens. Every citizen is at one point also a pedestrian, and only by taking into account the needs and comfort of pedestrians, the share of people choosing for walking as a travel mode for short distances will increase. Many both technical and non-technical measures are at hand to allow space for pedestrians in city planning.

The walking network outside of the pedestrian areas is obviously extremely accessible and direct access to any destination may be further facilitated by connecting paths, shortcuts, passages through buildings and underpasses or bridges to overcome obstacles such as rivers, railway lines or motorways.

Also the waiting time at the traffic signals should be minimised with dedicated frequent short dedicated phases.

The development of “greenways” based on foot paths, cycle ways, and waterways is also a way of enhancing the environmental quality and the pleasure of walking.