Professional Documents
Culture Documents
29 Heddon Street
London W1B 4BL Assisting students
Tel. no.: 020 7478 8460
www.c-london.co.uk London School of Economics
For further information please contact The following students have participated
the Communications Team in collecting data for the public life survey:
Maja Erlund, stud.arch, Royal Danish Academy of Fine Arts Architecture School
The views expressed and the recommendations set out in the report are those of the consultants
and these do not necessarily reflect the views of the clients.
London is a great city with many fine streets and squares that are rightly celebrated by residents and visitors alike. Sadly there are other
public places that have seen better days, where the vibrancy and success of the city have resulted in simply too many people using
certain streets and spaces thus undermining the experience of being in these areas.
I believe that making better spaces makes a better city and a city that is easier and more pleasant to get around and be in: TfL is guided
by the Mayor’s Transport Strategy and London Plan that set out proposals to create better streets for people and improve our public
realm.
The Mayor has a vision for London to become one of the world’s most walking-friendly cities by 2015. This is a very challenging
aspiration but would reap enormous economic and social benefits if realised. To do this we need to encourage all Londoners to make
their contribution; those who live, work and do business here. We need to think afresh about our streets and public spaces; how we use
them and how we move between and within them.
I believe London is starting to make good progress to this end. Schemes such as Congestion Charging, Trafalgar Square, Kensington High
Street and the new Thames pedestrian bridges have shown how the quality and experience of public space can be improved greatly. The
key challenge now for TfL, the London local authorities, residents, businesses and other stakeholders is how to create a better balance
between traffic and other city users and promote our city streets and squares as places to stay and enjoy rather than pass through or
avoid.
But how can we be sure that the approach taken will deliver the best results? How can we guarantee that the most effective use will be
made of the resources available? We can learn from the examples of other cities, particularly those that have set the highest standards
in providing for people and how they move around and are now reaping the benefits. That is why I welcome the involvement of Gehl
Architects in looking at how we can improve Public Spaces and Public Life in London.
Jan Gehl played a key role in the process that saw the transformation of Copenhagen city centre into a lively and prosperous place where
people can move and meet in comfort and in safety. Working closely with TfL, Central London Partnership, the local authorities and other
partners his study and report suggest how London too could be transformed. The ideas and processes underpinning the success of
Copenhagen have been exported around the world with similar extraordinary results: now it is London’s turn.
I believe that ’Towards a Fine City for People’ gives us all the confidence to build on our city’s many outstanding and unique qualities to
create a network of better places to be admired and enjoyed by all. This will strengthen London’s position as a leading World Class City.
page 3
Introduction
This report sets out the findings, observations and recommendations of Gehl Architects’ Public Spaces and Public Life study for London
that was commissioned jointly by Transport for London (TfL) and Central London Partnership (CLP). The study sought ways to upgrade
public spaces and improve conditions for walking and public life in London based on detailed examination of conditions at specific
locations in central London. It has followed similar lines to previous studies conducted by Gehl Architects for other cities and therefore
benefits from the experience of best practice from around the world.
Whilst the observations and recommendations in the report are based on experiences of central London it should be recognised that
the general messages are considered applicable across the whole city.
The intention of the report is to act as a catalyst for change demonstrating to key decision makers and delivery agents how London’s
public space could be transformed. It is recognised that London is a magnificent city with many unique qualities and plenty of examples
of good urban design; opportunities to build on these good points should be taken to raise overall standards for public space.
The study was conducted in two stages during the spring and summer of 2003. The first stage analysed the quality of public spaces
including main pedestrian routes, pavements, crossing facilities, squares and parks. The second stage examined the way these spaces
are used and by whom. The results provided the basis for recommending improvements.
The direction of the study and report has been steered by discussions between Gehl Architects and TfL, CLP, central London local
authorities, other partnerships and agencies, the London School of Economics Cities Programme and the Greater London Authority
Architecture & Urbanism Unit.
Following discussions and on-site observation Gehl Architects selected a number of key areas for examination: Euston Road, Oxford
Street (& Circus), Charing Cross Road, Regent Street, Tottenham Court Road, New Oxford Street, Piccadilly Circus, Leicester Square,
Euston Square, Covent Garden, Trafalgar Square, Waterloo Station, Lower Marsh, Hungerford Footbridges and Victoria Embankment
Gardens. These streets, squares and parks were chosen as they reflect the problems experienced and potential offered across London.
Translating the findings into practicable and effective schemes and initiatives will bring benefits to all who live, work, visit and do
business in London. Change is achievable and is dependent on further close partnership working between stakeholders who have
already contributed to the development of the study or have an interest in the public realm in London.
These partners will be supported by a report that is neither prescriptive planning guidance nor a transport engineering document.
Instead it is a practical tool that points the way to how incremental change to perception, culture and decision making can be effected.
It highlights a series of quick, medium and longer term ’wins’ that can be developed and implemented within the context of the Mayoral
objective to achieve a world-class walking city by 2015.
page 5
Contents
INTRODUCTION 8
Executive Summary 9
Background 14 A city of poor aesthetic coordination 58
London a city of many facets 15 Poor maintenance and unappealing street elements 59
Public Spaces and Public Life survey 16 The city by night 60
Study areas 18 Evening activities
Streets included in the study 20 Lighting 61
Squares included in the study 22 Metal shutters 62
The park included in the study 24 Security 63
Station areas included in the study 25 The Cycling environment 64
Summary of Part 1 66
PART 1. PUBLIC SPACES - Problems and potentials 26
PART 2. PUBLIC LIFE - Survey 68
Three types of pedestrian activities 28
Forming the pedestrian landscape 29 Method 70
The Traffic environment 30 Walking in the city 72
Where car is king 30 Pedestrian traffic on a summer weekday 72
A city dominated by traffic Pedestrian traffic - Summer and Winter 77
- Resulting in low priority for other city users 31 Pedestrian traffic on a summer Saturday 78
The Pedestrian environment 32 Crowding 82
Walking along 32 Street capacity at Oxford Circus 83
The footway as an obstacle course 33 Staying in the city 84
Narrow footways - crowded footways 34 Staying activities
Unacceptable congestion at Oxford Circus 35 Who spends time in the city 88
Frequent footway interruptions 36 Summary of Part 2 90
Getting across 38
Impressive creativity concerning the layout of pedestrian crossings 39 PART 3. RECOMMENDATIONS - Conclusions and Best practice 92
Missing pedestrian signals 40
Crossing at red lights 41 Introduction to Part 3 95
Detours and deviations vs. direct crossings 42 Key recommendations 96
Jaywalking - a dangerous habit 43 1. Capitalise on the unique qualities 96
Pedestrian subways 44 2. Create a better balance between traffic and other city users 98
Getting around 46 3. Improve conditions for walking in the city 102
Difficult access for people with special needs 4. Ensure access for all 104
Getting from here to there 47 5. Improve conditions for staying in the city 106
Sitting in the city 48 6. Improve the visual quality of the streetscape 110
A city without seats - Secondary seating 49 7. Improve conditions for cycling 113
Number and distribution of Public seats 50 Turning a city around 114
Comfort and appeal of Public seats 51 Process 118
Outdoor cafe seats 52 Reflections 119
Seats and sitting at lunchtime on summer weekdays 53
Hearing and talking in the city 54
Climate in the city 55
Looking at the city 56
Ground floor frontages
page 7
Executive Summary Introduction
Executive Summary
London is a city with many positive assets that include world-class historic and modern architecture, beautiful parks and squares and
grand streets. But against this backdrop many areas suffer from a domination of vehicular traffic whilst pedestrians and cyclists, as
important users of the city, are often given low priority and inadequate facilities. Public Spaces and Public Life - London 2004 sets out
to examine the state of selected traffic, pedestrian and cycling environments in more detail in order to find solutions to the current
situation through building on the existing good features.
The success of the whole process relies on changing fundamentally how we think about movement in London.
Introduction - page 9
Introduction Executive Summary
Optional and social activities are seen as indicators of a successful city environment and developing conditions to encourage
such activities is therefore considered essential. However, whilst there are concentrations of cafés and other amenities in
certain areas, in general there are relatively few facilities such as seating and public art to encourage social or optional
activities.
Overall London has not been designed with recreation in mind and it is noticeable that there are few children or elderly
using the streets and limited accessibility for those with mobility impairments. To support this, survey results from Regent
Street and Tottenham Court Road show that approximately 96% of all pedestrians are between the ages of 15 and 64.
Walking in London is currently identified as being essentially functional and is largely undertaken out of necessity. For
example, most locations studied showed that there was little seasonal or daily variance in pedestrian flows suggesting that
walking is predominantly on a ’need to’ basis and not - as found in many other cities - combined with extensive promenading
on good days.
Other survey results indicate that public space often fails to cater adequately for the needs of the pedestrian: for example there
is evidence to suggest that some of the busiest pavements are frequently overcrowded. Oxford Street west of Oxford Circus is
cited as being particularly crowded with 80% of the daily pedestrian traffic being beyond comfortable walking capacity.
However these and other such findings need to be viewed in the context of the historic built form of much of the city and in the
light of past planning policies.
Introduction - page 10
Executive Summary Introduction
Serious consideration needs to be given to developing a network of safer, quality routes to a consistent standard and format
alongside an education programme for all road users on how to be aware of, and respect, each others’ rights and needs.
City-wide issues
At the locations surveyed the issues that emerged regularly were:
o vehicular traffic dominating the streetscape, conflicting with other road users as well as contributing to high noise
levels
o pedestrians often crossing roads away from designated facilities, also when the lights were against them; there are
examples at Piccadilly Circus where three out of every four people crossing the road risked doing so when vehicular
traffic had priority
o poor conditions for cyclists and little awareness of cyclists’ needs by other users
These issues are compounded by the lack of data on pedestrian movement meaning that until now the pedestrian has been
largely invisible in the planning process.
Introduction - page 11
Introduction Executive Summary
Area-wide issues
The problems are varied and include:
o pavements that cannot adequately accommodate the volume of users
o interruptions to journeys on foot as a result of poorly designed crossings, staggered crossings and subways
o unwelcoming streets due to bad lighting or a lack of active, attractive ground floor frontages
Detailed issues
At the ’micro-level’ the problems that occur on the street include:
o guard railing that ’herds’ people on pavements
o clutter and obstruction from excessive and poorly sited street furniture
o lack of seating which restricts social interaction
o difficult access for the disabled, elderly, infirm or those with pushchairs
o generally a poor street environment
To achieve a quality public realm London needs to shift from being a city that people simply pass through as part of a functional journey.
It needs to become a series of more interactive spaces that offer opportunities for a wide range of activities to take place within each
area. The design of these quality spaces and places must reflect how people move rather than focusing primarily on vehicular traffic.
Introduction - page 12
Executive Summary Introduction
It needs also to be adaptable and responsive to change as well as being inclusive, involving not only the key decision makers and
delivery agents but also Londoners; encouraging them to enjoy and use their city. The importance of leadership, vision and commitment
to drive the whole process is the key to successful change and a successful city in the future that meets the demands of all who visit,
live or work in it.
London has the potential to be a truly great walking city but it will require dedication, collaboration and considerable human and
financial resources.
Introduction - page 13
Introduction Background
Primrose Hill
Background
This report draws on the special knowledge of GEHL Architects of city environments and Jan Gehl´s extensive
Edgware Rd
research on public life issues.
As such, the findings and recommendations shown are based on an attitude towards planning that stresses the
Linkages Com merce Institu tions importance of the human scale and design based on how people use spaces.
Euston Road
Euston
Paddington The report suggests a strategy by which incremental change to perception, culture and decision-making can be
Street
Kings X
effected. It is neither prescriptive planning guidance nor a transport engineering document. The report is meant
Court Rd
SHOPS + MARKETS to act as a catalyst for change, and therefore introduces a process of developments intended to demonstrate
Oxford Street how a city´s public space can be transformed.
Regent
Tottenham
Marble Arch
Park Lane
can be developed resulting in a city that is healthier in both environmental and economic terms, more vital and
RIVER THAMES liveable as it will invite people to spend time in the city, to visit the city and to live in the city. Long-term quality
South Bank South Bank
improvements of the public realm can invite more people to walk or cycle and thus take the pressure off the
CULTURE + ARTS public transport system.
Cultures and climates are different all over the world, but people are, in essence, alike. People will make use
of, walk and position themselves in public spaces the same way, as the qualities of a space affect our human
senses. The new culture that can develop in London should be based on these qualities and invite people to use
Elephant & Castle
the city in all aspects of life.
Diagram of the special structure of London,
developed through centuries.
Acknowledgement: Terry Farrell & Partners
Introduction - page 14
London - a city of many facets Introduction
Detailed level
But seen with the eyes of thousands of pedestrians, the city has great problems and the London
identity is lost. Getting around in the city is not a quality experience, resulting in few recreational
activities and little time spent in public spaces. People are constantly moving, rushing from place to
Public Space level place. Speed and a high level of activity in terms of numbers of people is the sign of a vibrant large city.
Photo credits: London Development Agency Great activity in terms of time spent in the public spaces is the sign of a city of high urban quality.
» It is a strong belief throughout this report that London can build on its
potentials and become one of the most people-friendly and lively cities in
Europe once people are given space and respect «
Detailed level
Photo: St. Giles Circus
Introduction - page 15
Introduction Public Spaces and Public Life survey
Reconquered cities 1 (Source: New City Spaces by Gehl & Gemzøe 2001)
Introduction - page 16
Public Spaces and Public Life survey Introduction
Reconquered cities 2 (Source: New City Spaces by Gehl & Gemzøe 2001)
Introduction
Presentation of study area, selected streets, squares and station areas.
General characteristics of the selected areas.
Introduction - page 17
Introduction Study Areas
Euston Road
British Library
Euston Square
Oxford St
Charing Cross Road
Squares:
Covent Garden (included in the Public Life study only):
London city centre - about 22,500 m2
Congestion charging zone: 24,700,000 m2 Euston Square: about 4,200 m2
Leicester Square: about 10,000 m2
Selected study areas inside the 400 800 1200 m
Piccadilly Circus: about 4,500 m2
Congestion Zone 1 : 40,000
Trafalgar Square: about 20,000 m2
Many city centres cover an area of about 1,000,000 m2, defining a distance of about 1 km from one end to another, which is Parks:
what people normally accept to walk when they are in the city for shopping and outdoor activities. As such, the main shopping Euston Park : about 6,800 m2
street in Copenhagen, Strøget, is 1 km. The previous Public Spaces and Public Life surveys have study areas of approximately Victoria Embankment Gardens: about 47,000 m2
this size, except Melbourne, Edinburgh and Riga which are somewhat larger. (PSPL surveys have been carried out in Adelaide, (north of Embankment Station)
Copenhagen, Edinburgh, Melbourne, Oslo, Perth, Riga and Stockholm).
Given that central London covers an extremely large area (24,700,000 m2), specific streets and squares have been chosen for Station areas:
this study. All areas comprise common problems and individual problems. Together, the study areas provide a broad aspect of Euston Station
central London and the problems and potential which are contained here. The study focuses on the human dimension in cities - Waterloo Station
the various quality aspects regarding public realm and the relationship between motor traffic and pedestrians.
Introduction - page 18
Study areas Introduction
Reconquered cities 3 (Source: New City Spaces by Gehl & Gemzøe 2001)
All sections are drawn at counting positions for the public life survey. Drawings are shown in scale 1:500
4m 7m 1m 7m 5m 6m 7m 8m 5m 11 m 5m
24 m 21 m 21 m
All sections are drawn at counting positions for the public life survey. Drawings are shown in scale 1:500
4m 10 m 4.5 m 2m 4m 10 m 3.5 m
7m 12 m 13 m 11 m
18.5 m 17.5 m
45 m
Four squares have been selected for the study. Each square represents different problems and potentials. Together, the squares create a catalogue of themes to be
considered when addressing problems in the pedestrian landscape. Piccadilly Circus is dominated by vehicles leaving only minor parts for recreational use. Leicester
Square is one of the very few car-free squares, today over-utilised. Trafalgar Square is a large gathering point, but is still dominated by traffic even after renovation. Euston
Square and Euston Park are entry points to the major public transport node of Euston Station and Euston bus terminal.
t
ee
Str
Lei
urn
ces
o
nb
ter
Cra
Pla
ce
nu e
Ave
Glas
sho
y
use
Lei
bur
Stre
et
ftes
ces
Sha
ter
Str
ee
t
et
Coventry Stre
et
Stre
Reg
ent
et
tre
yS
ventr
Co
Re
ge
illy
nt
cad
Pic
Str
ee
t
Irving S
treet
t
n Stree
Panto
1 : 2000 1 : 2000
Character: A traffic junction connecting various Character: Leicester Square has a high concentration
central locations with great intensity and many neon of cinemas, cafes and restaurants and thus a rich
signs. outdoor life, especially during the evenings.
The pedestrian area is situated at the southern end The park in the middle of the square is framed by
around the Eros Fountain. trees and is a secluded, quiet spot for a break.
Introduction - page 22
Squares included in the study Introduction
n
tio
n Sta
sto
Eu
oad
all
Cross R
M
Pall
re
ua
n Sq
to
Charing
s
Eu
ark
nP
sto
Eu
n d
ra
St
d
oa
Cocksp nR
ur Street Eu
sto
North
u mberl
an d A
venu
e
1 : 2000 1 : 2000
Character: Trafalgar Square is London´s historic, Character: Euston Square is secluded from Euston
monumental square, just recently renovated. The Park and Euston Road by buildings. People use the
National Portrait Gallery and Trafalgar Square are now area mostly in connection to bus and train rides.
connected and a staircase between the museum and Euston Park is quite poorly maintained and
the square provides secondary seating. designed and, further more, suffers from noise and
fumes from Euston Road.
Introduction - page 23
Introduction The park included in the study
ce
y Pla
vo
Sa
nt
me
nk
ba
Em
ria
to
Vic
alk
eW
gat
Introduction - page 24
Station areas included in the study Introduction
ad
Ro
rk
Yo
Waterloo Station Square
W
ate
r
loo
Ro
ad
sh 3m 8m 3m
ar
we
rM 14 m
Lo
Lower Marsh
Total length: 330 m
Width: 11 - 17 m
Pedestrian traffic, weekday 08 - 22: 12,000
1 : 5000 Character: Waterloo Station is a gateway to London and for many visitors is their
first impression of the city. The station has poor pedestrian access.
Lower Marsh is a market street just behind Waterloo Station with an interesting mix
of shops and a diverse public life.
Lower Marsh
Introduction - page 25
PART 1 - Public spaces
Problems and Potentials
Contents of Part 1
Traffic environment
Pedestrian environment
Cycling environment
Social activities
These activities occur whenever people move about in the
same spaces. Watching, listening, interacting with other
people, passive and active participation.
Urban Quality is the overall key term for the understanding how the relationship between cities and people works.
P
When urban quality is low, the number of pleasure visits and activities are low. The activity is limited to the most
R Traffic Security necessary visits and walks, which people do because they are compelled to carry them out.
O - Protection against traffic accidents - Lived in / used
T - Pollution, fumes, noise - Streetlife Together a number of issues form the public spaces and the way we act when in the city. These issues are presented
- Visibility - Streetwatchers
E - Overlapping functions in in a key word list for Urban quality:
C space & time
T Traffic
I A very dominant factor. If there is too much traffic, the environment deteriorates due to noise and fumes, the space
O for pedestrians is limited,, more accidents happen and there is increased fear for pedestrians.
N
Security
Lack of city centre residents and 24 hour activities create a deserted city at night, where people avoid coming. This
Walking Staying creates a downward spiral.
- Room for walking comfortably - Staying zones
- Interesting layout of streets - Good possibilities for sitting, Walking
- Interesting facades view, sun, people to watch
- Good surfaces - Good seats Poor walking conditions prevent pleasure walks and make the city difficult to get around, especially for pedestrians
- No obstacles - Good local climate with special needs (e.g. children, the elderly). A lack of visibility, signage, many under- and overpasses and an
- Good accessibility to key points - Soft edges, inviting facades for
- Few footway interruptions resting inconsistent street layout adds to discomfort, disorientation and general confusion.
- Convenient crossings - Benches for resting
C - Access for everybody, ramps, - Points of support for leaning
O elevators etc.
Staying
M City life is more than walking. When possibilities for resting at conveniently-located and inviting sitting areas are
F not present, the public realm turns into a transit zone where only walking take place. The city environment is poorer,
O people with special needs stay away and possibilities for enjoying the city are greatly reduced. It is important for
Seeing, talking, hearing Activities & Interaction the ambience that people are invited to spend time in the city.
R
T - Reasonable seeing distances - Invitation to physical activities,
- Free vistas play and entertainment - day & Seeing, talking, hearing
- Interesting views night and summer & winter Seeing, hearing and talking are part of social interaction. When talking and hearing is made impossible by a noisy
- Good lighting (evening / night)
- Low noise level environment, people will give up even trying to communicate, thus eliminating another aspect of the joy of life.
- Bench arrangements Enjoying nice views and vistas when staying and walking in the city is part of the city experience and reduces the
- »talkscapes«
perception of time used for the journey.
Neglect of pedestrians
The overall aim and concern over the years has been to get cars moving and to loosen up
traffic congestion in the city. Pedestrians have had a very low priority in this process where the
concern about traffic is steadily deteriorating walking conditions. This is the case in London
where conditions offered for pedestrians are extremely poor. The general walking environment is
dominated by guard railings, poor crossings with insufficient markings or no pedestrian lights,
footways interrupted by delivery lanes or side streets, insufficient or poor lighting, noise, fumes
etc.
No one has intended it to become like this - it has slowly happened over the years.
The majority of all difficulties related to walking are caused by the high priority placed on vehicular
traffic. Car has been king for a very long time and there is no end to pedestrian hardships. Below
are displayed some general problems facing pedestrians and cyclists in London. All represent daily
moments of irritation and danger.
Obstacle course on the footway Narrow footways Unneccessary footway interuptions Difficult crossings
Poor access Lack of room - lack of seats Cluttered streetscape Poor conditions for cyclists
Walking is a healthy and environmentally friendly mode of traffic, but it is much more.
Walking is about experiencing the city at an appropriate pace, looking at shop windows, beautiful
buildings, fine details, other people, traffic moving etc. Taking rests on carefully placed benches
with nice views can be a valuable part of the walking experience.
People are careful with their use of personal energy. As such we do not enjoy walking detours when
the destination can be seen straight ahead. We do not enjoy walking up and down stairs if it can
be avoided, and we enjoy being able to walk at our own pace, whether it´s a leisurely stroll or a
more energetic pace.
In London, walking along straight lines with few diversions is a rare experience. Footways have
gradually been turned into obstacle courses with relevant and non-relevant street furniture, many
changes in levels, minor side streets interrupting, detours and long waiting periods at crossings,
crowded and narrow footways and many more hardships to be faced everyday.
All in all, the various obstructions of normal walking pace create a stressed atmosphere, where
pedestrians are annoyed and constantly try to find their natural walking pace and rhythm.
This is why pedestrians jump guard railings, walk on the road, and run across roads on red lights
- all dangerous situations both for pedestrians and drivers. Pedestrians constantly seek the most
natural way to move - in a straight line, at the same level, at their own pace.
The following pages will describe the problems pedestrians face every day.
What pedestrians want - no obstacles - wide footways - no changes in level
Rue de la Republique, Lyon
What pedestrians get - slalom course on the footway - narrow footways - frequent, unnecessary footway interruptions
Public Spaces - page 32
The footway as an obstacle course Walking along
25,850
narrowed substantially by commercial activities, stairs to the
tube, goods from shops etc.
110,620 132,210
Street
Oxford
Oxford Street
59,01
Counting position
Regen
Available footpath width: 3.5 metre
t Strre
0
t
Recording:
Regent Street 5.30 pm 9372 pedestrians /hour
156 pedestrians /minute
Number of pedestrians a summer Saturday 10 am to 6 pm Elements at Oxford Circus Recommended pedestrian capacity:
going to, from and through Oxford Circus. The present layout of Oxford Circus includes far too many 13 person/minute/metre footway width
Oxford Circus is one of the most busy areas in London. The objects and badly-placed elements. These elements are part x 3.5 metre available footway width
= 46 pedestrians /minute
volumes of pedestrians passing through the intersections of the problem, because they minimize the available walk-
plus the number of passengers heading for the tube station ing space. The pedestrian traffic is therefore 3 - 4 times
(320,000 people per day) create enormous congestion . Total: 85 elements, 199 metres guard railing the comfortable capacity.
Oxford Circus south /east corner on a summer General confusion welcomes the pedestrians Between 5.30 pm and 5.45 pm 8.000 people The newspaper stands contribute to crowding
weekday 5 pm. when they enter Oxford Circus. go down the stairs to the tube station. by narrowing the walking space.
An aim must be to give pedestrians high priority in the streets. Regent Street Lower Marsh
This can be achieved through a step-by-step improvement
of footpaths and by closing many of the minor side streets
for traffic. Taking footways across these minor streets and
delivery lanes is an overall goal to improve conditions offered
for pedestrians and to enhance the quality of the walking
environment.
Illustration:
In the streets studied, a total of 74 One building - two solutions
unnecessary interruptions of footways can
be found. Each of these interruptions should
be addressed and efforts be made to create
continous footways.
10 Euston Road
Example A
A minor delivery lane cuts up the footway
giving clear indication that the few cars
using this lane have higher priority than
19 Tottenham Court Road the 30,000 pedestrians walking along the
western footway on Regent Street daily.
For the comfort of pedestrians and the vitality and functional quality of the city, it is important that
people can cross the streets frequently and in an uncomplicated manner. It is a simple experience
in most cities. In London, crossings have been made into labyrinths, ice floes and mole passages
- all adding to confusion, disorientation and unsafety.
There is an inconsistency in layout, which makes it clearly evident that there is no standard design
for pedestrian crossings. The changing design layout, the lack of pedestrian lights, the lack of
clearly marked pedestrian crossings, the appearance of push buttons at some crossings, the use
of pedestrian subways or sky walks, the extensive use of guard railings - everything is part of an
undeveloped traffic culture, where pedestrians are very poorly accommodated. The focus has been
on vehicular traffic and ways of facilitating car movements, so that pedestrians have gradually
become a category of secondary city users who face many hardships and experience both great
difficulties and real danger when choosing to walk in the city.
All in all, a situation is created where pedestrians trust their instincts more than traffic signals and
choose to walk whenever they find it safe. This is a widespread culture in London, where people
move across streets whenever they see a pause in the traffic flow.
This well-known phenomena is not a sign of well-behaved pedestrians versus less well-behaved
pedestrians, but merely a sign of a traffic system not laid out to meet pedestrian requirements for
short waiting periods at lights and direct crossings at level.
Disoriented ??
Regent Street: The lack of a signal or distinct marking creates Shaftesbury Avenue: Zebra crossing - yet another type of Push buttons are a widespread phenomenon
an unclear crossing at pedestrian´s risk. crossing. in London, where crossings are supplied
with often un-synchronized push buttons
Pedestrian crossings are yet another subject for the of the road. Every inconsistency adds to the confusion and resulting in extra waiting periods at pedestrian
inconsistency that is dominant in the street environment. the disorientation of pedestrians. The absence of pedestrian islands.
There does not seem to be one standard for a pedestrian lights at crossings, where thousands of cars come through Push buttons are part of a traffic culture where
crossing. Sometimes there are pedestrian lights, sometimes every day is a severe problem. Pedestrians are, in too many pedestrians are meant to apply for crossing
there are push buttons, sometimes there are stripes on the cases, left to rely on their own senses, which is not to be streets and where overall emphasis is put on
pavement, sometimes there are markings other than the expected in a major city where children, the elderly, the keeping vehicular traffic running.
ones painted on the road, sometimes the crossing is not blind and people in wheelchairs should feel as welcome
straight but bends through a guard railed island in the middle as everybody else.
Cambridge Circus
arin
Pedestrian crossings with and without
e
nu
g Cr
ve
Pedestrian Signals
yA
oss
ur
sb
Rd
te
Pedestrian crossings with pedestrian signal
af
Sh
Total 101 pedestrian crossings with signal
Cha
en
Av
ring
y
ur
sb
Cros
te
af
Sh
sR
Cambridge Circus 20
Tottenham Court Rd
3 out of 4 crossings are without pedestrian signals. 7
Recording:
An average weekday, 6 pm to 7 pm. Cars and pedestrians 19
were recorded separately at each crossing during a 15 New Oxford St
4
minute period.
8
Regent St North
2260 vehicles cross between 6 pm and 7 pm 1
7550 pedestrians cross between 6 pm and 7 pm
(3.3 times as many pedestrians as vehicles).
9
Oxford St
74% of all pedestrians cross without pedestrian signal 0 Cambridge Circus
ry
ry
Periods of
Ave ftesbu
Ave ftesbu
Pedestrians
green and red
nue
nue
crossing at
Sha
Sha
Glas
Glas green and red sho
use
light:
sho S
use tree
Stre light: B
et B t
A
A
4360 2590
% % % %
A. 90% 10% A. 72% 28%
I 3250 I
C C
1750 B. 58% 42% y Street B. 24% 76%
y Street Coventr
ent Coventr en t
Reg t D
Reg t D Stre
e H
Stre
e
H 1060
C. 49% 51% C. 28% 72%
Push button
2760 D. 36% 64%
D. 83% 17%
Re
H. 23% 77% illy
ge
illy cad
nt
cad Pic
Re
Pic
Str
ge
ee
nt
t
Str
ee
t
Distribution of pedestrians crossing at red and green lights Periods of red and green light at pedestrian crossings
The illustrations above indicate the relationship between waiting times at crossings and
the number of people crossing who ignore a red signal.
Piccadilly Circus
Recording: Wednesday 19 February 2003 between 12.00 - 13.00.
A substantial number of people walk through Piccadilly Circus every day. Situated as a key People tend to walk relying on their instinct and not by the guidance given by pedestrian
junction between a number of important destinations, this is one of the most busy places lights. In this respect, 31% of all crossings made in Piccadilly Circus are crossings made at
in London. a red light. In Piccadilly Circus, where most crossings are red for more than 60% of the time
Piccadilly Circus today suffers severely from traffic, which has carved up the space into people walk when they think it is safe and not when they are told that it is safe.
separate pieces. Pedestrians walk between these traffic islands to get from one place to
another. The study conducted at Piccadilly Circus indicates a tendency towards vehicle This is not people deliberately wanting to break rules, but people who
traffic domination which can be found all over London. try to make their way in a traffic-dominated environment.
Jumping between ice floes Pen crossing Regent Street /Swallow Street
Summer weekday, 2 pm - 3 pm, 2003
r
St
r
North
umbe
rla 25% cross at green lights
through the pen crossing
Whit
eh
Trafalgar Square
Pedestrian islands create a confusing
streetscape where pedestrian routes cannot
be pointed out directly, people are forced
to walk up and down kerbs, wait for traffic
signals to change, or wait further on the
islands where new signals and push buttons
are placed. Trafalgar Square has suffered
greatly from this habit during the years
and the recent redevelopment has not
succeded in eliminating the islands.
However, substantial improvement has been 45% cross at red lights
reached at the northern end by connecting through the pen crossing
National Portrait Gallery with the square.
Many pedestrians choose a very dangerous course, when Jay walking at Oxford Circus. Crowding often cause more jay Elderly with heavy loads are among the first who jay walk to
insisting to cross St. Giles Circus at street level walking since people try to avoid the crowds. avoid detours, steps etc.
Contemporary planning principles take account of the fact motorways, if people dominate the footways and cross at way be avoided.
that pedestrian subways are largely avoided because they street level. In many European cities, pedestrian subways are being
act as barriers for pedestrians, especially for disabled Additionally many people choose not to use the pedestrian closed and pedestrian crossings installed in their place as
persons and people with prams. Pedestrian subways are subways, but jump fences to cross at street level at danger part of a policy to make the city streets more people friendly
also - for good reasons - perceived as dangerous routes. The to themselves and others. What was in the 1960´s seen as a and, at the same time, reduce the volume and speed of
atmosphere in the city is more relaxed, safe and friendly if segregated, safe solution has, time and again, been found vehicular traffic.
people walk and cross at surface level. Furthermore, streets to be more a dangerous solution because it disregards the
are seen as more accessible and friendly - rather than urban fact that people prefer not to use stairs if this can in any
Waterloo Station
The study was made over a period of 60 min. on a
summer weekday in the afternoon.
The general streetscape in London is at present not laid out to accomodate people with special
needs (people in wheelchairs, people carrying heavy burdens such as suitcases or boxes, the eld-
erly, parents with prams or toddlers)
Getting across Euston Road in a wheelchair ought to be much easier and straightforward.
Windy footbridge,
crossing through Waterloo Station Square -
various buildings Where to from here ?
Con
cer
t Hal
l Ap
pro
ach
Under the railway
Abrupt end of footbridge embankment - Sutton Walk
Jubilee Gardens
d
oa
kR
Yor
Stairs to overcome Routes
from footbridge to ground
level Getting from Waterloo Station to Hungerford Concert Hall Approach
Footbridge is a confusing experience since the
station area is cluttered with signage and poles
that make orientation difficult. Large and
imposing pedestrian subway systems offer routes
in various directions once you overcome the
stairs.
The conditions for a direct, dignified walking route
are present but implies that stairs, footbridges
and pedestrian subways are removed.
Parking lot to be crossed
to reach Hungerford Footbridge Final impediment to overcome
London has a serious lack of public seats along all its most
frequented routes, forcing people who need a rest to either
do without or seek some kind of second rate support.
This happens all over London where people sit, eat, talk and
enjoy the city from various locations on steps, fountains,
signs, recesses, guard railing, footways etc.
Garden of St. Paul´s Church (Covent Garden); Benches 82 seats - 450 seats -
donated by citizens show inscriptions of love and comfort for Trafalgar Square Victoria Embankment Gardens
the city and its inhabitants who enjoy resting in the city.
Public Spaces - page 50
Comfort and appeal of public seats Sitting in the city
Long benches frame Trafalgar Square Stone bench along Oxford Street
Rating: C= 4, V= 5, N= 3, CO= 2, D= 4 Rating: C= 2, V= 1, N= 1, CO= 1, D= 2
Score: 18 Score: 7 - (lowest quality score)
1194
Examing usage patterns on a normal summer 176 118
weekday reveals strong indications that public
benches are greatly missed. 60
38
88
37% of all seating is secondary seating 21 31 British Library
68
Even in busy streets like Regent Street, people 0
Euston Square
find steps or niches to rest. 40 36
The diagramme to the right displays the usage
of the various seating options by location. 17 0 Euston Park
For benches and cafe seats, two numbers are
given - the actual amount of seats and the
37% Secondary seating seats used. 176
108
583
33 24
Tottenham Court Road 8
626
179 146
17% on Public benches
84
59
Average between 150
noon and 4 pm 24
41 14
125 Charing Cross Road
11 0 90
Secondary seating Regent Street 65 244
Oxford Street, with its more than 70 dbA during the day,
gives hardly any possibilities for engaging in conversation.
Even resting in this traffic environment appears to be less
New Oxford Street
attractive. Similar noise levels are recorded in the other
study streets, with buses and lorries, the main offenders as Oxford Street
they halt and accelerate.
Charing Cross Road
Regent Street
Leicester Square
Piccadilly Circus
Waterloo Road
Lower March
70 - 75 dbA:
A stressful traffic environment.
Talking and listening becomes
hard if not impossible.
Photo: Oxford Street
In northern Europe, the climate plays a very important role for the use of outdoor spaces. Rain,
wind and shadows often prevent public life from reaching its full potential.
In early spring, northern Europeans tend to linger in the sun whenever a possibility is given.
Thus cafe owners provide guests with blankets and gas heaters as means to prolong the outdoor
season.
Careful planning of squares and streets has enormous effects on the climate offered at street
level. Protection from wind and possibilities for sun are important factors when planning outdoor
spaces.
High buildings and long smooth facades have a tendency to catch the wind and even reinforce it.
This is the case on Euston Road, where the many larger and higher units create strong winds that
make the street an unpleasant place to walk. (This is further reinforced by the lack of detailing and
lack of functions). The wind effect needs to be decreased in order to create pleasant streets for
promenading and resting.
The possibility of sun in the streets is dependent on the time of year and time of day, as well as the
orientation and height of the buildings. Most streets are only filled with sun for shorter parts of the
day. The smaller spaces/pockets lining the streets become extra important in this respect, since
they increase the possibility for enjoyment of the sun. As such, opportunities to take advantage of
available sun and shelter when providing seating need to be explored.
Wind is often a problem near tall buildings, where strong winds will make passage difficult.
Centre Point at St. Giles Circus and Euston Road are classic examples.
Photo: Vesterbrogade, Copenhagen
Winter time is time for being indoors. Early spring (February) at Covent Garden The parks offer large spaces to be used throughout the year
A - Attractive
Small units, many doors (15-20 units
per 100 m)
Diversity of functions
No closed or passive units
Interesting relief in facades
Quality materials and refined details
B - Pleasant
Relatively small units (10-14 units per
100 m)
Some diversity of functions
Only a few closed or passive units
Some relief in the facades
Relatively good detailing
C - Somewhere-in-between
Mixture of small and larger units (6-10
units per 100 m)
Some diversity of functions
City Quality at Eye Level - The ground floor facade Only a few closed or passive units
Uninteresting facade design
The quality of the building frontages facing the footway is an Somewhat poor detailing
extremely important factor for the quality of an urban area. D - Dull
Good ground floor facades are rich in detail and exciting to Larger units with few doors (2-5 units
walk by, interesting to look at, to touch and to stand beside. per 100 m)
Activities inside the buildings and those occurring on the Little diversity of functions
street enrich each other. In the evening, friendly light shines Many closed units
out through the windows of shops and other ground floor Predominantly unattractive facades
activities and contributes to both a feeling of security as Few or no details
well as genuine safety. Interesting ground floor facades also E - Unattractive
provide good reasons for walking around in the city in the Large units with few or no doors
evenings and on Sundays, engaging in the age-old pastime: No visible variation of function
window shopping. Blank walls, on the contrary, underline Closed and passive facades
the futility of visiting the city outside working hours. Monotonous facades
No details, nothing interesting to look at
Euston Road
Euston Road
Waterloo Station Square - 102 elements Regent Street - 45 elements per 100 metre
Streetlight
Rubbish bin
Waterloo Station
Traffic sign
Large sign
Traffic box
eet
Str
rgyll Kiosk
le A
Litt
Pole
Traffic light
St. Giles Circus - less important information placed right in Bus stop
Examples:
Piccadilly Circus 96 elements
Oxford Circus 85 elements
St. Giles Circus 81 elements
Regent Street 45 elements per 100 m
Oxford Street 69 elements per 100 m
Tottenham Court Road 67 elements per 100 m
Charing Cross Road 68 elements per 100 m
New Oxford Street 67 elements per 100 m
Euston Road 62 elements per 100 m
Leicester Square 254 elements
Waterloo Station Square 102 elements
Pedestrian landscape with 43 poles Bus shelters minimize walking space at Regent Street
To the right is illustrated the number and character of evening Euston Road
activities in the study area. It is quite evident that Regent
Street is a deserted area at night, where only few people
look at window displays. Only a few cafes or kiosks are open
at night, while more activity generally takes place in the side
streets.
Charing Cross Road is part of London´s Theatre District and
located in an area with many bars, cafes and restaurants. As
such, Charing Cross Road is a busy street all day. Generally,
the amount of activities is a positive supplement to the
street environment. However, an overload of bars does not Tottenham Court Road
necessarily add to the general feeling of safety.
Hotels
The park area is lit in the early evening by park lamps, but left dark and unappealing later in the evening.
The streets are dominated by neon signs on the buildings, spots on facades, light from shop windows or bars and tall
masts with bright white light. This adds to unaesthetic mixture of many colours, many lighting fixtures and conflicting
lighting strategies.
The total image of Leicester Square at night is of low quality, unbecoming for one of London´s finest squares.
Kalverstraat Amsterdam: Today, the city has At Strøget, Copenhagen, the majority of
removed most metal shutters from this street shopwindows are lit at night, having a positive
resulting in a quite different night scene where effect on the level of pedestrian traffic and
people pass by to window shop. the level of crime.
Security in Lower Marsh Security is an important factor for the development of public
life. People need to feel safe at day and night time to keep
4000
visiting the city and to bring their children.
Experienced security and real security might not be identical
2670
phenomena, so making streets feel safe has much to do with
1956 creating a friendly environment that people find inviting.
2000
1212 1236
972 984
762 810 624 Residents and activities generally add to the feeling of
570 372 security. Lights from windows - a symptom of eyes on the
0 street - give visitors the feeling that help is close by if trouble
should arise.
8-9 9-10 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 6-7
AM PM
The scale and detail of buildings is also important at night,
Pedestrian count showing the movement through the as well as transparence and light from window displays.
street during the day. After closing time between 5 Furthermore, sufficient light to find your way and to be able
and 6 pm the street hastily becomes deserted. Day to recognise the faces of passers-by add to a general feeling
of security.
During the day, Lower Marsh in the Waterloo area is a nice little friendly market street filled with colourful stands, plenty of
goods and many locals conversing in the street.
At night the street changes to a deserted, closed street with long stretches of metal shutters, predominantly closed shops and
almost no pedestrians. Lower Marsh suffers greatly from its lack of residents and its lack of night time functions other than a
few bars.
Lower Marsh was the only street where the street life studies were abandoned after 7 pm because of uneasiness by the student
surveying in that specific location.
Cycling is a quality alternative transport mode - cheap and an excellent way of exercising.
London has excellent natural conditions for developing a good cycle culture since the topography
does not provide too many difficulties and the density of dwellings and workplaces is high. This
makes journey distances very acceptable and cycling a natural transit mode.
The Cycling environment
In London, various attempts have been made to create cycle routes and better facilities for cyclists.
The effort and the intention is good but more needs to be done in order to create a working cycle
network. Today there is no such network, but bits and pieces of cycle lanes in the city centre which
do not constitute a coherent system. TfL and the boroughs are working towards a network, called
LCN+ (London Cycle Network Plus) but today cycling is comparatively scarce and generally quite
dangerous. Only a few skilled, agile and devoted cyclists dare to take up the challenge to cycle
on the roads. Cycling is not yet an integrated part of the city culture and motorists are not used to
looking out for cyclists.
As such the cyclists find themselves in unclear, undefined zones and tend to
ride aggressively in order to be noticed by motorists.
This behaviour often causes dangerous situations, as well as conflicts with pedestrians.
The facilities offered for cyclists around the world are varied. In Copenhagen, the cycling policy
- Think twice ! has been to establish cycle lanes in all major streets in order to offer a city-wide network of
Cyclists are lured into a city with no comfortable and reasonably safe routes. Bike crossings have been established parallel to the
coherent cycle paths, few cycle signals customary pedestrian crossings at intersections. Cycle lanes have frequently been established
and no greater observance from vehicular at the expense of kerb-side parking or traffic lanes, thus promoting cycling and discouraging car
traffic. traffic. (More regarding other cities´ cycle policies in Part 3 - Recommendations).
Intersections are not laid out to accomodate cyclists. Cyclists Cycle lanes are not part of a larger system but are merely Parking obstructs the small bits of cycle lanes already laid
turn and cross on the same terms as cars. fragmented. out.
Public Spaces - page 64
Cycling in the city
Euston Road
Above: Cycling facilities on TCR are few and Above and below: Extensive cycling facilities
scattered. Cyclists tend to behave like vehicles, are found in some side streets to Tottenham
placing themselves in the middle of the road Howland Street Court Road. Cycling facilities could be made
to be seen by motorists. at less expense, giving possibilities to expand
Below: Cyclists crossing at Cambridge Circus. the overall network.
Torrington Place
Goodge Street
Below: Mixing buses and cycles exposes Below: Cycle lanes are marked through
cyclists to danger. crossings in some side streets.
Percy Street
Stephen Street
Cycle route
The following sums up the findings in Part 1 on three different levels of scale:
City level
Describes problems at a large-scale level. Problems which are evident for the whole city.
Detail level
Describes the small-scale problems of a cluttered streetscape, quality and pavements.
City level
Traffic dominates the streetscape
- Traffic conflicts with other city users.
Extensive jay-walking
A city-wide problem, registered in Regent Street, Piccadilly Circus,
Cambridge Circus, St. Giles Circus, Oxford Circus, Waterloo Station area.
Detail level
Obstacle course on the footway Great variety in pedestrian crossings
Extensive use of guard railing (425 metres at Piccadilly Circus). Lack of proper marking on pavement.
Poorly-placed street furniture. 30% of all pedestrian crossings in study area are without pedestrian
Cluttered streetscape. signals.
Too many street elements, signs, poles etc. 74% of all pedestrians at Cambridge Circus cross without pedestrian
Technical cabinets are above ground, not underground. signals.
Commercial signs and advertising.
Poor access
Lack of seats Lack of drop kerbs.
No public benches on Regent Street. Lack of elevators to the Underground.
Secondary seating accounts for 37% of all seating in the study area. Difficult access at bus stops and for entering buses.
Method
Euston Road
British Library
Euston Square
Oxford St
Charing Cross Road
Leicester
Square Victoria Embankment Gardens
Trafalgar
rafa
falga Square
Hungerford
Footbridge
S Waterloo Station
Lower Marsh
Method
The method for collecting this information has been
developed by GEHL Architects and used in previous studies
in Perth, Melbourne, Riga, Stockholm, Oslo, Copenhagen
and a number of provincial cities in UK and Scandinavia. In
order to compare London with the cities mentioned in the
opening chapter, the counts and surveys in London have
been done using exactly the same methods.
The method applied in London includes pedestrian countings
carried out in selected streets for 15 minutes every hour
between 10 am and 10 pm. (count results have been
extrapolated to produce an hourly estimate).
Survey period
the surveys took place on winter and summer days
with nice weather in February and July, inside
school terms.
the data was collected on weekdays and
Saturdays, during the daytime and in the evening.
Survey days
Tuesday 25 February 2003,
8 am to 8 pm.
Weather: Clear and sunny, 14oC
0
Weekday 10 am - 6 pm ,29
17
10
5,8 Euston Road
0 Distribution of
,83
12
pedestrian traffic
5,0
10 on individual
footways
29
3,750
,91
0
30,25
0
0
28,86
19,37
0
12,
06
0
0
96,11
,20
0
26,9
9,2
80
Oxford
90
43
Street
,55
0
S
35
,53
Weekday 6 pm to 10 pm
0
Recordings:
Wednesday 9 July 2003, 6 pm to 10 pm.
Weather: Sunny and pleasant, 23oC
Thursday 10 July 2003, 6 am to 10 pm. 18,0
Weather: Mild and sunny, 25oC Recordings: 10
Wednesday 9 July 2003, 8 am to 6 pm.
Weather: Sunny and pleasant, 23oC Hungerford Footbridge
Thursday 10 July 2003, 8 am to 6 pm.
Weather: Mild and sunny, 25oC
In order to make comparisons with Saturday recordings S
the pedestrian traffic between 8 am and 10 am has been
left out in the illustration above
0
,22
10
Public Life - page 72 Lower Marsh
Comparison with a summer Saturday Walking in the city
0
Saturday 10 am - 6 pm 64
11,
Weekday
The pedestrian counts show a concentration of pedestrian
Euston Road traffic around Oxford Circus where three times as many
Pedestrian traffic pedestrians walk as in any other place in the city.
30
6,8 separated on The same pattern is repeated in the evening, except in
individual footways Charing Cross Road, which enjoys an active night-time
scene.
Saturday
On Saturdays, Oxford Circus is even more heavily congested,
Tottenham Court Road with a 21 - 38% increase on weekdays.
Regent Street experiences an even more dramatic increase
of pedestrian traffic: 35 - 42% more than weekdays.
27
Tottenham Court Road and New Oxford Street are unaffected,
,31
while Euston Road has half its weekday pedestrian traffic.
0
Charing Cross Road is close to major attractions at Leicester
Regent Street North Square, Covent Garden and Trafalgar Square and, partly
because of this, experiences a 48% increase in pedestrian
11,190 traffic compared with weekdays.
25,8
10
132,2
50
50
Street pattern is quite uneven and some streets seem only sparsely
,01
used while others (Oxford Street) carry far too much. This
0
Charing Cross Road points to the present situation where some major streets
Regent Street South are not fully used and where the full potential is yet to
be developed. Future developments of urban quality in the
50
,36
Recordings:
Saturday 5 July 2003, 10 am to 6 pm.
Weather: Sunny / partly cloudy, 22oC
10812
7800
8000 8000
7218 7116
5970
5730 5568
6000 New Oxford Street 6000
4626
4332
Oxford Street 3930
4000 4000
3432
Pedestrians per hour
2000 2000
0 0
8-9 9-10 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 6-7 7-8 8-9 9-10 8-9 9-10 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 6-7 7-8 8-9 9-10
AM Time PM AM Time PM
275
Oxford Street West Oxford Street East
175
175
162
144 1572 2016
2000 1572 1836
1464 1518 1572 1548
150 1224
894 150
792 672
120 546 130
348 119
125
0 125
96
100 8-9 9-10 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 6-7 7-8 8-9 9-10
93
100
AM Time PM 100
77 66
72
75 57 75
Pedestrians per minute
46 46
50 50 50
34
31
24 25 26 26 26 26
25 25 20
13 15 25
9 11
6
0 0 0
8-9 9-10 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 6-7 7-8 8-9 9-10 8-9 9-10 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 6-7 7-8 8-9 9-10 8-9 9-10 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 6-7 7-8 8-9 9-10
AM Time PM AM Time PM AM Time PM
75 72
55 55
0
8-9 9-10 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 6-7 7-8 8-9 9-10 Oxford Street 0
AM Time PM 8-9 9-10 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 6-7 7-8 8-9 9-10
8000
As a main shopping street, Oxford Street attracts tourists and
AM Time PM
visitors from all over the city. Pedestrian traffic peaks between
6582 Regent Street South Charing Cross Road
11.30 am (lunch) and 6.30 pm (shops close).
6000 5316 5604 All day: 50,700 All day: 48,540
5304 5112 5220
4968 6000
New Oxford Street 5160
4056 4872
4000 A different story: under utilised with few shops or cafes. In New
Pedestrians per hour
4080
Oxford Street, a quite constant pedestrian flow is evident of 4000 3738 3681
3162
2352 2526
2430 2550 2646 2538
2448 2292 2532 2406 2376
2154 2064 2226 2196
1794 2000 1902
2000 1614 1650 1554 1578
1290 1368 1374
696
0 0
Tottenham Court Road
8-9 9-10 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 6-7 7-8 8-9 8-9 9-10 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 6-7 7-8 8-9 9-10
AM Time PM AM Time PM
Oxford Street 53
44 42
50 42 43 50 42
39 41 41 Regent Street 38 37 37 40 40
36 Charing Cross Road 34 32
30 26 26
27 28 22 23 23
25 25
12
0 0
8-9 9-10 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 6-7 7-8 8-9 8-9 9-10 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 6-7 7-8 8-9 9-10
AM Time PM AM Time PM
129,738
Comparison: Winter weekday / Summer weekday
118,455
110,370
101,520
Oxford Street on a summer day.
57,324
Winter and summer pedestrian traffic
50,780
In London, the differences between summer and winter
47,832
pedestrian traffic are very low - in Oxford Street , summer
levels are only 15% higher. This suggests a city that can
41,820
41,370
38,230
be further developed for public life to evolve and include
37,500
activities other than the most necessary.
33,930
In other cities, larger differences are to be found. Copenhagen
25,392
experiences a 50% increase in pedestrian summer traffic
22,490
21,470
21,321
compared with pedestrian winter traffic. Part of the
explanation is that more tourists come to Copenhagen
during summer, but a much more important factor is the
recreational dimension. Copenhagen has, during the last
40 years, developed a city with many good quality spaces
(100,000 m2 of pedestrianised areas in the city centre.) In
summer, people no longer come exclusively to shop or work,
but also come to enjoy the city, to meet friends and relatives,
Summer Streets
Oxford Street
Regent Street
Charing Cross Road
294
18000 17658 300
273
16386 266
15960 275
16000 257
15396
250
14000
225
202
12120
12000 200
175
10000
8844 147
150
8000
125
82
6000 100
4914
75
50
2000
25
0 0
10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6
AM Time PM AM Time PM
Oxford Street at Oxford Circus.
Public Life - page 78
Pedestrian traffic on a summer Saturday Walking in the city
New Oxford Street New Oxford Street
4000
All day: 11,190
0 0
10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6
AM Time PM AM Time PM
Tottenham Court Road
24000
All day: 132,210 400
23268 Regent Street 388
Charing Cross Road
375
22000 352
21144
20508 342
350
20000
325 309
18516
17766 296
18000 300
275
16000
250
14000 212
225
12708
192
12000 11508 200
175
10000
Oxford Street
The Saturday recordings show a dramatic increase in pedestrian
traffic and a different pattern. Oxford Street becomes a 150
113
8000 destination for pleasure walks, shopping, window shopping
6792 125
and general amusement. The pedestrian traffic starts picking
up at 11 am and peaks at 4 pm, stretching Oxford Street to its
6000 100
limits.
75
0 0
10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6
AM Time PM AM Time PM
Oxford Street
Charing Cross Road
44
50 39 50
29 Regent Street
26 30
25 24 25 24 23
25 25 19
0 0
10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6
AM Time PM AM Time PM
2046
2000 2000
0 Lower Marsh 0
4000
10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 All day: 12,410
Pedestrians per hour
75
AM Time PM
Pedestrians per minute
61
0 0
10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 0 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6
AM Time PM AM Time PM AM Time PM
75 64
381 6 3957 56
52
31 38
50 39
2340 35
21 06
2000 1 572 26
25
0 0
10- 11- 12-1 1-2 2-3 3-4 4-5 5-6 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6
AM Time PM AM Time PM
75
Tottenham Court Road
2000
Charing Cross Road 25
During Saturdays, Charing Cross Road´s location, near important
0 public places and near a district with restaurants, cafes, pubs 0
10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 and bars, increases pedestrian traffic by about 50% from a 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6
AM Time PM AM Time PM
normal weekday.
Regent Street South Regent Street South
All day: 50,360
Lower Marsh 175
10000 The little market street has a steady flow of pedestrian traffic
9294 155
throughout the day. The total amount of 12,000 pedestrians is 141
8484 150
8238 8094 137 135
quite considerable given the location, and equals the pedestrian
8000
traffic in New Oxford Street, which is far more centrally located. 125
6546 109
4524
Euston Road is fairly quiet on Saturdays with only minimal 75
Note:
In December severe crowding dominate the commercial streets.
25 25
Northern footway Northern footway
All day: 58,240 All day: 54,940
0 0
10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6
110,620 132,210 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6
AM Time PM AM Time PM
Oxford Street west Oxford Street east
59,01
Oxford Street West Regent Street north Oxford Street East
0
Southern footway Southern footway
(Effective width at counting position: 6 m) (Effective width at counting position: 5 m)
50,3
225 221
Regent Street south Recordings:
60
Saturday 5 July 2003, 10 am to 6 pm. 200
200 200
93
100 78 ped. /min. 100
74
Limit for comfortable
78 ped. /min. carrying capacity
66
Comparison
Copenhagen city centre experiences a midday average of 5900
Tottenham Court Road staying activities on a summer weekday. The main part of
431 these activities are people in cafes (33%). The inner city has, in
254 general, been developed to accommodate visitors and provides
501
good quality public space.
215
Charing
Cross Road
Regent Street
Covent Garden
Leicester Square
Picadilly Circus
Number of persons
300 291 293
Leicester Square
256
1198
1200
Tottenham Court Road 200 173
1100
100 88
New Oxford Street
Piccadilly Circus
795 Trafalgar Square
800
Leicester Square
Trafalgar Square
Leicester Square is busiest in the evenings, when many people
700 700
come to visit the restaurants, cafes or cinemas. The benches in
the park are extensively used, while people also enjoy sitting on 646
the grass. Leicester Square can appear overcrowded at certain 594
600 times, especially in the late afternoon and early evening. 600
545
Piccadilly Circus
500 479 Piccadilly Circus is presently under-utilized. It has no public 500
456
benches, high traffic noise and a low-quality urban realm.
People tend to stand here talking or, alternatively, sit down on
400 382 the fountain steps. 400
Number of persons
Number of persons
1400 1386
Children playing
Lying down
Seated on benches
1200
Standing
1130
Victoria Embankment Garden New Oxford Street
1100 1100
Charing Cross Road
Oxford Street
1039
Regent Street Covent Garden
1000 1000 972
800 800
700 700
600 600
Covent Garden
500 500
Covent Garden was included in the recordings for comparison.
There is a high use rate from lunchtime onwards, with cafe
seating and people watching performers, talking and enjoying
400 the street-scene. Again, there are few benches. These are used 400
extensively while quite a lot of people find other options on
328 332
pillars, steps, in niches etc.
Number of persons
Number of persons
300 300
Victoria Embankment Gardens 254
247
This is mainly used as a lunchtime park by office employees in
200 the area. As such, the use rate after 2 pm falls to 1/3 of the 200
activity during lunch hours.
125
100 100
0 0
11.00 am 1.00 pm 3.00 pm 5.00 pm 7.00 pm 11.00 am 1.00 pm 3.00 pm 5.00 pm 7.00 pm
Time
Time
Staying activities on a summer weekday Staying in the city
Euston Road
British Library
British Library
200
Euston Square
Number of persons
128
99
100
64
35
6 Tottenham Court Road
0 Tottenham Court Road
11.00 am 1.00 pm 3.00 pm 5.00 pm 7.00 pm
Time
Regent Street 400
New Oxford Street 370
Euston Square
Number of persons
Charing Cross Road 307
Oxford Street
300 Regent Street 300
240
224
Number of persons
209 207
200 200
153 164
152
102
100 100
0 0
11.00 am 1.00 pm 3.00 pm 5.00 pm 7.00 pm 11.00 am 1.00 pm 3.00 pm 5.00 pm 7.00 pm
Time
British Library and Euston Square Time
Pedestrian traffic is generally low on Euston Road and this
affects the amount of staying activities. At the British Library
people pass by to rest for a short while. Euston Square serves
as a waiting room for people waiting for buses or trains.
Charing Cross Road
Regent Street
500
Regent Street offers few staying activities. Even so people find
secondary places to sit or stand, while looking at window
displays or having conversations. It is notable that Regent Street 406
400
experiences the same amount of staying activities as Piccadilly 369
354
Regent Street Circus.
Number of persons
312
300 276
270 Tottenham Court Road and Charing Cross Road 300
237 Charing Cross Road is used slightly more than Tottenham Court 243
Number of persons
217
Road. If the adjoined public spaces on Tottenham Court Road
200 were developed, the amount of staying activities would most 200
155
likely increase.
100
100
0 0
11.00 am 1.00 pm 3.00 pm 5.00 pm 7.00 pm 11.00 am 1.00 pm 3.00 pm 5.00 pm 7.00 pm
Time Time
Who spends time in the city
Percent
40
Percent
Oxford Street stands out from the others by having more 35 40
children and elderly, even though the street at certain times
30 30
feels immensely crowded and unfit for these age groups.
20 20
Below is displayed an age study from the main pedestrian street
in Adelaide, Rundle Mall, which has achieved a good mix of 10 6 10
age groups - 25% children and elderly. In London this group 2 3 3
0 1
comes up to 18% in Regent Street at 10 am - the maximum in the 0 0
study areas. London is, at present, not laid out to accommodate
0-6 7-14 15-30 31-64 >65 0-6 7-14 15-30 31-64 >65
families with children - few areas are pedestrianised and walking
conditions need to be improved greatly, especially to allow Age Age
prams to move around more easily.
70 60 60 53
50
60 50 50
44 43
50
40
Percent
Percent
40
Percent
37,5 37,5
40
30 30
30
20
20 20
10 10
10 5 10 10
2 4 3
0 0 1
0 0 0
0-6 7-14 15-30 31-64 >65 0-6 7-14 15-30 31-64 >65 0-6 7-14 15-30 31-64 >65
Age Age Age
(Rundle Mall: A pedestrian street with good
facilities for children)
Percent
Percent
Percent
Percent
40 40 35 40 35 40
30
30 30 30 30
20 20 20 20
13
8 10 7 10 10
10 3 4 5
2 3 2 3
0 0
0 0 0 0
0-6 7-14 15-30 31-64 >65 0-6 7-14 15-30 31-64 >65 0-6 7-14 15-30 31-64 >65 0-6 7-14 15-30 31-64 >65
Age Age Age Age
Regent Street
Oxford Street
16.00 16.00
20.00 20.00
70 70
70 70
60 58 60
60 60
50 52
50 47 50
50 50
41 41 40
Percent
Percent
Percent
Percent
40 40 40 40
32
30 30 30 30
20 20 20 20
10 6 10 5 10 10
3 3 3 4 4 3 4
2 1 1
0 0 0 0
0-6 7-14 15-30 31-64 >65 0-6 7-14 15-30 31-64 >65 0-6 7-14 15-30 31-64 >65 0-6 7-14 15-30 31-64 >65
Age Age Age Age
Percent
Percent
Percent
Percent
40 40 40 40
34 33
20 20 20 20
10 10 10 10 5
3 2 2 3
0 0 0 0 0 0 1
0 0 0 0
0-6 7-14 15-30 31-64 >65 0-6 7-14 15-30 31-64 >65 0-6 7-14 15-30 31-64 >65 0-6 7-14 15-30 31-64 >65
Age Age Age Age
Percent
Percent
Percent
Percent
40 40 36 40 40
30 30 30 30
20 20 20 20
10 7 10 10 10
3 3 1 3 2
1 0 0 0 0 0
0 0 0 0
0-6 7-14 15-30 31-64 >65 0-6 7-14 15-30 31-64 >65 0-6 7-14 15-30 31-64 >65 0-6 7-14 15-30 31-64 >65
Age Age Age Age
Points to a city not laid out for recreational activities and to a city
where little is done to accommodate age groups with special
needs.
Introduction to Part 3
Key recommendations
1. Capitalise on the unique qualities
2. Create a better balance between traffic and other city users
3. Improve conditions for walking in the city
4. Ensure access for all
5. Improve conditions for staying in the city
6. Improve the visual quality of the streetscape
7. Improve conditions for cycling
Process
Reflections
Introduction to Part 3
The Public Space and Public Life study area has not been London’s inner city as a whole, but selected streets, squares, station areas and
parks. The idea has been to achieve general knowledge about the overall situation by studying selected places and the recommendations
reflect this strategy. The project primarily focuses on problems at the detailed and at medium levels of scale, but the recommendations
aim primarily towards the whole, the common features, as opposed to detailed comments on the chosen study areas.
A number of recommendations aimed at pointing out some general suggestions for future quality improvements for all parts of central
London are presented under 7 different sub themes.
These recommendations should be read as a series of measures that can deliver a good-quality urban environment over time, rather than
as a strict set of rules to be carried out to the letter.
A gradual change of culture is crucial. The Mayor´s transport strategy aims to make London a superb city for walking by 2015. This will
require a drastic change in both policy and mindset. Cities that have successfully improved the environment for people have, as part of the
process, developed a different culture and a new way of thinking about the balance between people and traffic.
The recommendation chapter sets out what a good city should look like.
The recommendations are not - given the present culture of priorities and approaches - seen as practical in the short term. Instead, it
will depend on an incremental approach to the suggested »quick-win« actions, as well as generating the shifts in attitude and policy
suggested through the rest of the report. As a result, large-scale achievements can become possible.
Given the same opportunities Londoners will make the same choices as people in other cities.
Recommendations - page 95
Key recommendations 1. Capitalise on the unique qualities
Recommendations - page 96
1. Best Practice Key recommendations
Above: Bryant Park, New York, was gloomy Above: The historical square. Above: An outdoor cafe culture has spread out
and dominated by drug dealers. Recently Welcome Park, Pennsylvania along Copenhagen’s waterfront, introducing
the park has been thoroughly renovated. The beach sand on the pavement and beach
fence has been removed and the park made Below: The traditional square. furniture.
more open and inviting. Cordoba, South America.
Above: Bryant Park after renovation. Below: The modern square. Above: Ice rink, Melbourne.
Below: Renting out boats in the parks, Paris Schouwburgplein, Rotterdam. Below: Riverfront promenade, Bilbao.
Recommendations - page 97
Key recommendations 2. Create a better balance between traffic and other city users
Recommendations - page 98
2. Best Practice Key recommendations
Recommendations - page 99
Key recommendations 2. Create a better balance between traffic and other city users
Public transport
Main station
Entrance
Footway
35.000
pedestrians
Vehicular traffic - 30.000 vehicles per day per day
Footway
All bus journeys include a walking element and both modes complement
each other well. An accessible and visible bus operating environment
encourages activity at the surface level. It can also highlight the ease and
directness of journeys made on the surface (by bus and/or foot) and this
can help alleviate pressure on other public transport modes. This stimulates
demand for a better pedestrian environment. More surface activity can also
generate more social interaction and economic opportunities, bringing life
to city streets.
It is therefore very important to have a high-quality, effective, accessible
and uncomplicated bus network.
KING WILLIAM RD
Adelaide
K I N T O R E AV E
MORPHETT ST
Festival
Centre
Adelaide Zoo- 800
FRO
metres from stop 10
Wine
Centre
Casino
ME
City SK8 State Uni of Uni of SA
Skate Park Parliament Library Adelaide City-East Botanic
Uni of SA House Royal
City-West RAILWAY Campus Gardens
RD
Adelaide Museum, Adelaide
Campus Convention STATION 8 9 Art Gallery 10 Hospital
6 7 Centre
CITY LOOP clockwise D
BEELINE NIC R
BEELINE
NORTH TERRACE B O TA
CITY LOOP anti-clockwise
21 22 23 Grosvenor 24 25 V1 26 27 CITY LOOP bus route 28
GS Stamford
Riviera AC EDS Building The 29
EAST TCE
20 Motor Inn
19 Registration & Licensing Plaza Mansions Y2 11
CITY LOOP anti-clockwise
Princes Arcade Townhouse HINDLEY ST RUNDLE MALL RUNDLE ST RUNDLE RD
Holiday Inn on Hindley
KING WILLIAM ST
5 B 4 B HS RM
Roma Mitchell
Arts Education
LIGHT i 31 30
to the Centre X1 to the
beach GRENFELL ST hills
CURRIE ST
CITY LOOP bus route
O-BAHN
HINDMARSH
HUTT ST
WAY M O U T H S T PIRIE ST
MORPHETT ST
PULTENEY ST
B B B Australian
Tax Office
TH 14
TERRACE
B B
FRANKLIN ST FRANKLIN ST FLINDERS ST
Central
18 Bus Station VICTORIA
B B PO SQUARE 32
GROTE ST
3 B
CITY LOOP anti-clockwise
GROTE ST
17 B 16 34
WA K E F I E L D S T
33 B
i
BEELINE
CITY LOOP clockwise
WEST
PASSENGER TRANSPORT
2 Hilton
International
1 GLENELG CITY LOOP 15 INFOCENTRE
Adelaide bus route
Central Hotel TRAM Open Monday to Saturday
Market National
Archives of
from 8am - 6pm and Sunday
Chinatown Australia 10.30am - 5.30pm B
LEGEND
G O U G E R FOR
S T ADELAIDE FREE BUS
A N G SERVICES
AS ST MAP
Above: Bilbao BEFORE Footways are taken across all side streets on
Where footways are taken across side streets, the pavement
Rue de la Republique, Lyon
has been widened and small oases have been created where
For many years Bilbao had a traffic culture predominantly a tree and a bench offer good possibilities for resting.
laid out for vehicular traffic. However, the Guggenheim
Museum kicked off greater development of the city. Public
spaces have been renovated, a new metro system has been
introduced, the riverfront is now open to the public and
a rather large improvement scheme has been carried out
at street level where guard railings have been removed
and pedestrian subways have been replaced by pedestrian
crossings. Below: Footways are taken across all side streets giving Below: Benches offering by-passers a rest have been placed
pedestrians high priority. in connection to the narrowed side street entries .
Below: Bilbao AFTER Photo: Gammel Kongevej Photo: Gammel Kongevej
London: Copenhagen:
Entering tube stations frequently happens by several sets of Elevators are placed at every metro station.
stairs, excluding disabled people.
London: Strasbourg:
Old buses are inaccessible to wheelchair users. Platforms are at the same level as tram floors.
Greater emphasis is being planned worldwide on improving city access for people with special needs, such as wheelchair
users, families with children and the elderly. One special challenge is access to public transport, which is vital for a number
of visitors. Even smaller steps, such as continuing footways and drop kerbs, are making huge differences for a number of
people.
1. Invite people to stop, stand, sit and enjoy b) Make secondary, hidden squares in courtyards
more visible by making entrances clear and inviting,
in the city such as Somerset House.
c) Develop small squares and widened footways
a) Create more public space /more squares
along main streets into good quality public space
/pedestrian areas.
offering activities and possibilities to rest.
b) Improve public spaces in general.
f) Create pockets of local squares or parks along
c) Supply many more public benches, especially at
walking routes by refraining from building on empty
frequently used routes.
sites.
d) Improve sitting comfort, views and placement.
e) Create “talkscapes”, such as benches facing each
other, to create good possibilities for social 4. More resting options /benches along
interaction. walking routes
f) Invite outdoor cafes to more locations in the inner
city, including major walking routes. a) Ensure soft edges and inviting facades for resting.
g) Good possibilities for various uses and activities. b) Introduce points of support for leaning.
h) Provide space for physical activities, play and c) Redevelop widened footways to encourage
unorganised activity in the streetscape. resting.
i) Possibilities for organised activities day & night, d) Create sitting opportunities at closed side streets
taking account of residents. along the major streets.
j) Improve the night-time activity level, taking
account of residents.
k) Spread night time activities to larger parts of the
5. Create a good environment
city centre. In other cities, night time activities are
a) Reduce noise to facilitate conversation.
controlled through licenses. Licenses are reduced
b) Ensure good views and possibilities for seeing.
in some areas and increased in other areas.
c) Protect against traffic.
l) Possibilities for outdoor entertainment, summer &
winter.
6. Make the best of the climatic conditions
2. More squares, better squares a) Plan public spaces carefully according to the
English climate to make the most of the natural
a) One of the major shortcomings of central London conditions.
is the lack of good squares for public life. b) Create good sitting possibilities in the sun.
Only two urban squares, Covent Garden and c) Supply protection against wind and drafts.
Leicester Square, are presently serving this need d) Avoid footbridges.
and both are heavily overcrowded on good days. e) Avoid long stretches of slick facades and tall
Ideally, central London needs another ten squares buildings.
providing high quality public space.
Bench inscriptions, Edinburgh
3. More oases along walking routes Dedicated citizens donate benches in
Edinburgh with wonderful inscriptions
a) Improve existing public spaces to serve as oases expressing their love for the city and for the
for resting. joys of sitting in the city.
Active recreation
Above: Moveable chairs give multiple use Above: Karate display, Copenhagen. Above: Playing at Battery Park City,
possibilities, Townhall Square, Melbourne. New York.
Below: Public Reading Room in Bryant Park, Below: Playgrounds can work as recreational Below: Rollerskating, Battery Park
New York. oases for children and adults, New York. City, New York.
Below: Outdoor free public cinema in the city, Below: Basketball, Battery Park
University Square, Copenhagen. Below: Chess tournament, New York. City, New York.
Below: Pioneer Courthouse Square, Portland (before and after) Rathausplatz, St. Pölten, Austria (before and after)
Sankt Hans Torv, Copenhagen Pioneer Courthouse Square was designed with an emphasis The primary reason for renovating the Town Hall Square in
In converting Sankt Hans Torv from its old function as a busy on urban activity and providing a meeting place. The square St. Pölten was to establish a lage unifying stone surface for
intersection to its new function as a square for recreational is a fine example of a public space created on the initiative fixed or free-standing furniture. Variations in patterns and
activity, the surface traffic was diverted to the edge of the and energy of citizens of the town, who also raised a great materials of surface articulate the floor of the square and
square. This created a new city space with its back against deal of funding through personal sponsorship. The names describe zones for various functions.
the buildings on the northeastern sunlit side of the square. of the thousands of donors are stamped on the red brick The varied and expressive staging of the lighting provides an
pavement that covers the square. important theme in the architectural treatment of the space.
Underground parking was built beneath the square.
It is an interesting example of how a well designed public Placa del Sol, Barcelona Place de Centre Pompidou, Paris
space can act as a catalyst to the renovation of a whole A local urban square showing that a minimal but precise The square in front of the Centre Pompidou is blessed
district. The redesign of the square and its lively atmosphere design can result in high use for residents. by a central location and a great deal of visitors to the
marks a change in the status of the neighbourhood and cultural centre. Throughout the year the square accomodates
symbolises the rebirth of the quarter. numerous popular events attracting passers-by.
More Oases along walking routes More resting options along walking routes
Below: Somerset House, London. Below: Amagertorv, Copenhagen. Below: Karl Johan, Oslo. Below: Strøget, Copenhagen.
A nice urban retreat, today quite hidden. Redesign financed by surrounding shops. Outdoor serving along the main street. People enjoy watching people.
Above: Somerset House, London. Above: Paley Park, New York. Above: Rundle Street, Adelaide. Above: Bilbao.
Children and adults are amused by the playful A combination of water, trees and a change in Resting options along the street. Carefully designed paving and benches create
water jets. paving create a peaceful oasis in the bustling a unique atmosphere at the main street in
city. Bilbao.
Facts:
Increase in cycle traffic 1980-1996: 66%
Increase in cycle traffic 1996-2002: 31%
Percentage of work force who cycle to work: 32%
Percentage of cyclists who continue cycling during winter: 60%
Length of proper cycle paths with kerbside: 323 km
Length of green cycle paths: 32 km
Number of signal intersections with cyclist priority: 36%
Cycle traffic per day: 1,02 million km
Number of serious cyclist casualties: 0,46 /1 million km
Cycle signals. Cycles start two sec- Bicycle traffic trends show that bicycle traffic to and from the
Amount spent annually on cycle path maintenance: 618,000 £
onds before cars. city centre has increased by 81% from 1980 to 2000.
Poetic, Coordinated and Social Public Space Policy - Lyon, France - 1.3 million inhabitants (Greater Lyon)
Public Spaces and Traffic Process
o In order to create a human face to the city, the traffic o As a response to the deteriorating quality of the
policy is aiming at putting car parking underground. public realm under the pressure of a growing number
Many of the renovated spaces in the centre of the city of cars entering the city centre, combined with social
have 4 to 6 stories of parking garages under the car- tension between suburbia and down town, one of
free surface of the public space. A partly public and the mayors, Henry Chabert, formulated the policy
private firm has been established to build and run to create a city with “a human face” (or surface) in
the new parking structures. 1989.
o New tramlines and a metro are giving alternative o Poets and other artists have been asked to generate
forms of transportation. the spirit of the place, the genius loci, before the
brief is given to the architects or landscape architects
Types of Public Spaces who were designing the spaces.
o Most of the renovated public spaces in the Inner o A large number of public meetings and interaction
City were existing “classical rooms” in the historic with the local people are other characteristic elements
Policy Profile city fabric, whereas the spaces in the suburban of the process, which has also aimed to create a good
o The public space planning is coordinated with districts were “free floating” spaces between high- interaction between the private and public sectors.
social policy with the aim of creating “a city with a rise housing blocks. These suburban spaces had
human face” and a city for all its inhabitants. Equality to be redefined and redesigned for new uses, thus Results
and balance between projects in the Inner City and creating new types of public spaces. o Lyon suffered an industrial decline in the 1970’s,
in suburban districts are underlined, for instance by but has reformulated its role and become a very
giving the same architect the commission to design A fixed set of materials and furniture dynamic city. The policy has changed the appearance
public spaces in both the centre and the suburbs. o A “Lyon vocabulary” of materials to be used in the and image of the city, with a large number of high
o Three different types of plans have been developed: spaces has been developed, particularly to underline quality public spaces.
A green plan, which focuses on the city’s public the identity of the city but also to limit the number
spaces, a blue plan that deals with the way the city of materials to be maintained. To stress the equality
meets the rivers, and a “yellow” plan, a lighting plan. between different districts, the same street furniture
The latter addresses the character and quality of can be found in suburban housing projects as well as
lighting of monuments and other buildings as well in central city spaces.
as the streets, squares and parks. It is also a tool
for collaboration between the public and the private Organising the task
sector in relation to the quality of lighting in different o The city created two new organisations to cope
locations. with the coordination of public space policy. On
o Lyon is actively supporting smaller shops in the the political level an organisation called “Group de
inner city by stopping all further development of out- Pilotage Espaces public” was formed, headed by
of-town shopping centres. the mayor. This group, with representatives from
all departments involved in the process, meets
Distribution of Public Spaces once or twice a month. A parallel interdisciplinary
o Projects are spread over the city, with a balance organisation called “Group Technique de Suivi”, with
between the Inner City and suburban districts. experts from all departments, is meeting every week
to prepare and coordinate the technical and practical
sides of the implementation of the plans.
Democratic and Pioneering Public Space Policy - Barcelona, Spain - 3.5 million inhabitants
o The public space policy has been called “projects oases”, often established on derelict land or former
versus planning” as it turned the traditional planning industrial sites. Promenades and other types of new
methods upside down by focusing on what interpretation of the rambla motif are frequent as well
independent small projects can do for a city district - as a series of spaces dominated by gravel and soft
and for a whole city. Instead of waiting for the grand shapes, mostly for playing. In this city with high density
coordinated master plan to be developed, the city has in both building mass and in traffic volumes, all the
been implementing public spaces - even where no different types of open spaces are highly appreciated.
spaces existed - by tearing down derelict buildings,
using old railroad yards, or renovating existing spaces. Organising the task
Without any great need of coordination, these projects o The city created a new office called Servei de
improved the city for inhabitants. Projectes Urbans to work with new projects in the 10
o No standard designs but “tailor-made” solutions city districts. Meetings are held with local people in
place-by-place, involving a great number of local each district as part of the process, and architects at
architects. the office coordinate the technical and administrative
Two different occasions and policies o With the slogan “the gallery in the street”, aspects of the project. There are a large number
1. The new democratic society and public spaces contemporary sculptures have been an integrated part of local architects from private practice working in
o The policy to create new public spaces for free of the public space programme with the dual intention collaboration with - and doing projects for - the office.
meeting and talking was formulated in Barcelona after of giving each place its unique character and to create
the fall of the dictatorship of general Franco. The new discussions between local people. Process
democratic government that came to power in the first o The new democratic city council selected Oriol
free elections in 1979 promoted new public spaces Distribution of Public Spaces Bohigas as a city councillor for urban design. Bohigas
to give inhabitants immediate improvements in living o Hundreds of projects in many different scales, from was both the director of the School of Architecture and
conditions and open up democratic discussion. major parks to local piazzas, or just a little corner with partner of a major private practice, and he formulated
2. The Olympic Games and the city plan a couple of trees and a bench standing on a fine new the general approach. The results show an interesting
o The Olympic Games in 1992 was used as a great urban floor, are spread over the whole surface of the relation between the public and private sectors, as the
opportunity to make large-scale improvements to the city. public investments in new city spaces were followed up
city. Investment was used to drive development of the It functions like a kind of urban acupuncture, where by property owners renewing surrounding buildings.
city plan, where unfinished parts were completed and the whole body of the city becomes better without a The early projects were designed after architects’
derelict industrial sites were transformed into new city great need for coordination of projects. competitions and later the office for public space
districts. In this way, Barcelona got new sports arenas design was put into place to work continuously with
but also a new district of housing with a leisure harbour Public Spaces and Traffic the projects.
connecting new city districts to the beach along the o Initially the public space policy was not an integrated
coast. part of any major traffic plan and in most cases projects Results
were made without taking space from driving and only o The idea of reconquering public spaces was
Public Space Policy Profile a few of the many spaces have underground parking formulated in Barcelona as a political idea of providing
o Barcelona has been pioneering public space policies, garages as part of the new designs. Later projects democratic space as well as a vision for re-creating the
where a great number of imaginative new designs have with more traffic and parking emphasis have been art of making public spaces.
been applied across the city. emerging, such as parks on top of freeways. Nowhere in the world can the viewer see so many
o New public spaces in each neighbourhood for people different examples of new and experimental designs of
meeting, talking, discussing, playing and unwinding. Types of Public Spaces parks, squares and promenades in a single city as in
o Barcelona has developed a wide range of public Barcelona.
space types from small hard scapes in the form
of piazzas, to large parks that function like “green
A Better City - Step by Step - Copenhagen, Denmark - 1.3 million inhabitants (Greater Copenhagen)
o No new parking structures have been established Results
in the Inner City for some years and kerb side parking o Copenhagen Inner City has gained the reputation
has been reduced by an average of 2-3% annually. of being a fine place for urban recreation, where each
Surfaces have been converted to accommodate other new step has increased the quality for people on
people-oriented activities. bicycles and on foot. These qualities of life are part
o New metro lines have been built recently to give of the reason that a growing number of people want
better access to the Inner City from some of the to live in the centre of the city, where new housing
new development areas of the Oerestad, a new town has been built along the harbour fronts. Copenhagen
being built close to the city centre. has also experienced a general development from
the first pedestrianisation years, where public life
Types of Public Spaces revolved around walking and shopping, to a more
o The new public spaces in the Inner City consist of developed city culture where the number of mixed
renovated existing “rooms” in the historic city, all activities increase and where people spend four
with a modest and fine human scale. times as much time as before the redevelopment
Policy Profile The spaces are mainly streets and squares, which schemes started.
o Copenhagen´s step-by-step policy covers a zone through time have got different functions as “living The public money invested in renovating public
where a series of policies are applied to create better rooms”, “dining rooms” for staying activities or spaces has been paid back through an increased
conditions for soft traffic and people on foot. “corridors” for strolling along as part of urban number of tax payers in the city - more residents - and
o Public spaces are seen as a network of streets recreation. an increased turnover for city-based businesses. The
that link with public transit and a series of piazzas general image of Copenhagen has changed towards
or squares that open up for different activities and Organising the task a much more attractive city as a base for larger
urban recreation. o For many years the design of public spaces has corporations and businesses in general.
been taken care of by the City Architect´s office, while
Distribution of Public Space Projects the City Engineer´s office, paved and maintained
o Early projects were all in the historic core of the them. In recent years the organisational structures at
Inner City. Later, local spaces in the outer districts Copenhagen City Hall have been reorganised and an
of the city were developed and, more recently, new office established especially for public space design
spaces have been established along the waterfront. and policy.