Shared Space
Shared Space [ ʃɛə ( ɹ ) d spɛɪ̯s ] ( German: about " shared space " ) means a planning philosophy, liveable after dominated by the movement of public road space, more secure and will be improved traffic flow. Characteristically, they have the idea to do without traffic signs, signals and road markings. At the same time the road users to be completely equal, with the right of way is still valid. In contrast to conventional traffic calming also an application in main roads should be possible.
The planning model was developed by the responsible Dutchman Hans Monderman in the 1990s and found worldwide application. Parallel developments in Switzerland led to the introduction of the common areas, which practically translates the idea of shared space. The related the encounter zone traffic -calmed area in Germany was, however, already in the 1980s and is rather limited to residential areas.
From 2004 to 2008 Shared Space has been tested as implemented programs of the European Union in seven municipalities in Belgium, Denmark, Germany, England and the Netherlands as part of the infrastructure program INTERREG North Sea Region. The term " Shared Space " goes back to the British transport planners Ben Hamilton -Baillie. The anglicism is in Germany often impetus for criticism, what the Hamburg evening paper took the opportunity to carry out an ideas competition to establish an appropriate German term. Meanwhile, the term is sometimes used interchangeably with the term " community road ".
- 3.1 Risk Assessment
- 3.2 Considering the weakness of road users
- 3.3 Requirements for the policy
History verkehrlicher models
As in the 17th century, the streets in the cities were increasingly paved, the road cross sections received the first sidewalks, in particular to the bourgeoisie did not have to go in the filth of the gutters. However, the so-called sidewalk was especially in fine weather only an alternative to the paved road space, so despite verkehrlicher segregation was still the mixing principle. The growth of cities was introduced by the late 17th century in Prussia the system of manufacturing and later the economic boom during the Industrial Revolution during the 19th century were bottlenecks are clear, so first traffic regulations were sought.
Thus, the first pedestrian crossing traffic light regulated in 1868 and published in 1905 Eugène Hénard proposals for traffic regulation of Place de l' Opéra in Paris, which provided a roundabout, were in the pedestrian strictly separated by underpasses of the horse-drawn carts. After the manifestation of segregation thoughts by the Athens Charter in 1933 under the auspices of Le Corbusier was a mixture of the services covered by the Second World War - from a nearly completely destroyed transport infrastructure - seen as an obstacle to the economic development of cities. The main focus was in the Western-oriented countries now professional and business traffic as the pillars of the economy. The aim was to an optimal transport network with main roads for fast traffic and side roads for feeder and motorized traffic. A subordination of weaker, non-motorized road users should be made clear through measures such as pedestrian crossings or barriers.
A consistent implementation of these models was carried out with the exception of the United States not before 1956, when the " traffic congestion in the cities " became apparent with the German Association of Cities. Given the increasing private motorisation too little road space was available. With the Cities 1960, the mission statement of segregation finally became a paradigm; the concept of " righteous city car " came on. Now the traffic area for motorized road users was increased in proportion to the other traffic and pedestrians displaced by tunnels or overpasses in other planes.
In the 1970s came from different reasons to doubt the unbridled growth of the economy. In the perception of the existing transportation facilities had an increasingly negative impact on the cityscape out and left with regard to pollutant emissions, noise pollution and odor nuisance ecological awareness arise. In addition, in the course of urbanization a new quality of commuter behavior, which further burdened the transport routes originated. The oil crisis of 1973 caused a recession around the world, so that new investment in the transport sector have been viewed with skepticism. According to the study, The Limits to Growth by the Club of Rome in 1972 changed the political and planning awareness. The demonstration of the finite nature of natural resources popularized terms such as " sustainability" and " environmental ", which gave a new boost to public transport. During this time, the first time was the concept of traffic-calmed areas under discussion.
At the beginning of the 1980s it was recognized that a separation of traffic, the number of traffic accidents not reduced but increased. Progressive planners have argued that the integration of non-motorized and public transport would be a countermeasure. With the beginning of re-urbanization of the inner cities street spaces were redesigned, with the roads to increase the quality of life should be integrated into their environment. In the Netherlands, these approaches have been developed somewhat later to the idea of shared space.
Theoretical approach of Shared Space
Guiding Principles
Shared Space provides enhance the public space for the people. The basic idea is that the traffic space is over-regulated. This is demonstrated by over- signage and is partially non-traffic induced but legally due. Instead of a dominant position of motorized traffic, all traffic to the social life and the culture and history of the area in equilibrium should be. By removing the channel that roads should gain personality again the places. Road users and usages are equivalent exist in the country road next to each other and share the space. In addition to quality of life as well as road safety is to be improved.
To achieve these goals, Shared Space waived curbs and accruals instead, relies on an exploratory division of urban space. As part of a " Entregelung " the traffic landscape no traffic lights or traffic signs are provided. The traffic laws are reduced to " mutual respect Apply" and the right-before -left bid. These measures a deliberate uncertainty is generated which forces the traffic participants, situational assess the space through eye contact with other road users. At the same time the existence of a dominated by motorized traffic transport network is considered necessary.
Objective and psychological consequences
The focus of the efforts of the Shared Space is the restructuring of public space. It is assumed that spatial suggestions address the person more than prohibitions. By dissolving the clearly defined subdivision of the traffic area, a new sense of space to set that takes into account several aspects of urban planning.
So also interpersonally new opportunities. The newly created space accommodates cafes, perfect for leisurely strolls and is an attractive shopping environment for retailers. The road is the meeting place; life shifted in part to the road. Likewise, there are opportunities to make the space culturally new. The scale traffic systems invite to parties; Street musicians finish their niche in pedestrian zones. Sites get the opportunity of their own history to approach again and make compromises imposed by the traffic back. This results in a sense of identity for places that are increasingly de-personalized by the channel effect and dominance of roads and traffic engineering systems such as traffic lights or signs. As part of a redesign can be restored by lines of sight to important buildings, using appropriate road paving or mitigate fragmentation effects verkehrlicher the original village. Shared Space aims that non-local road users are part of the local social and cultural fabric and are invited to stay. It is assumed that a person who lingers, social behavior than someone who is just passing through.
The revitalization and identity for places opposes the theory that motorized road users, with increasing distance to the city develop a growing indifference to the residents and their habitats along the route, thereby driving higher speeds. The initiator of the Shared Space, Hans Monderman, expresses this relationship from his staircase model.
At the same time results from lack of traffic regulations a deliberate uncertainty, which, paradoxically, a sense of security arises. One of the principles of the Shared Space is: "Uncertainty creates security ". By partly confusing traffic routing each traffic participant is forced constantly to judge what actions require the current situation. From the instinct of people to act cautiously and sondierend in an unclear situation arises for car drivers a noticeably slower speed.
This effect produces complex on traffic and urban improvements, according to the involved transport planners. As even in the early years of the automobile, the speed difference between the motorized and non-motorized road users is significantly lower than it is today, so the risk of accidents generally decreases. Nevertheless, when an accident occurs, the damage is usually low. With a slower pace is also improves the ability to respond to other road users. Reduced speed also causes a noticeable noise reduction. Additionally disappear by loosening the room and lower speeds fragmentation effects.
The critical question at this point the performance of the shared space. Test facilities show that road users move faster despite the lower speeds. Continuous slow approach is more useful as a quick "Stop & Go ", as it is caused by traffic lights, parking delivery vehicles or stop signs. Continuous mode of operation also avoids unnecessary emissions, so that is a total assumed an improvement in the general quality of life. Critics argue, however, that the approach of Shared Space, the courts excessively burdened by a softened legal.
Differentiation from other concepts of traffic calming
In contrast to concepts such as the ZTL area or the common areas shared space is no traffic law arrangement. Rather Shared Space describes a design idea or a planning process, comparable with the Bern model, and gives suggestions on how livable street space can be designed. A deferral is made also by the degree of juridification: hardly regulated ( Shared Space ) → very little regulated (Traffic Calmed area, meeting area ) → little regulated (Traffic Calmed business ) → regulated ( 30 kph zone). It can further be a distinction can be made for leveling of the road space, the acceptable thickness of vehicular traffic and the maximum authorized speed:
Implementation and requirements
Risk assessment
The assessment of risk perception in relation to residence and movement in public (road ) space is an important indicator of the quality of public space. The " Cultural Theory of risk" ( German: Cultural theory of risk) assumes that man was equipped with increasing civilization and social regimentation with a culturally influenced perception. The development of mass motorization since the 1960s in the social consciousness induced an association of motorized traffic with a dangerous situation, according to the experienced everyday, so many people feel the new traffic situation of the shared space compared to traditional transport concepts as dangerous.
Critical to this view is still the essence of technokratisierten traffic environment. Because of motorized traffic flow from the individual himself can not be controlled, the feeling of insecurity is amplified. A good example is the crossing a road in green. This situation most people perceive as more secure than a road crossing without traffic lights. The scenery remains controllable by all parties must act according to predefined rules. In a situation entregelten the action is only partially controllable, but other road users trust must be placed on. Here, the intuitive behavior in both situations is similar. Although the green light by the legitimacy to cross the street is given and most people are still secure by looking left and right. Likewise, people who need to cross a road without transition, except that in this case the velocities are low and drive motorists more cautious due to the elimination of their primacy behave.
Considering the weakness of road users
The implementation of a shared space is a problem in particular for the " weak" transport groups of the blind, wheelchair users, deaf, children and elderly people under certain circumstances. In the integrated planning process of the shared space whose interests must be taken into account from the start. Particularly limited in their sensory perception people feel insecure with no regulatory guidance and lead to the exclusion from public life.
The consensus of several town hall meetings on the subject, judging by the development of the shared space of about wheelchair users and pedestrians is mostly welcomed. Thus elevate particular wheelchair out the deleted sidewalks, they have to negotiate with considerable expenditure of time today. Pedestrian associations, however, appreciate the equality of the car and pedestrians, but does not go far enough, several associations. Criticism of Shared Space is particularly of associations of blind and deaf people who see worsens their situation on the road as part of a complete Entregelung and the resulting lack of guidance. Deaf people are less affected than the blind who fail already on related hedging eye contact, the cornerstone of the Shared Space. Missing countermeasures for equality of disabled people are unlawful as in Germany according to § 8 para 1, § 4 Disability Discrimination Act.
The orientation of mentally impaired persons via tactile, acoustic or optical structured, continuous stimuli that about curbs, acoustic wall of a street, an acoustic reference on green phase of a traffic signal and contrasting planes out. Thus, representatives of the blind associations criticize mainly the lack of defined subdivisions of the traffic space, such as between the sidewalk and the road. In addition to traffic-related noise based upon their orientation perpendicular crossing a road on the alignment of the curb, the direction of the groove pattern (ribs on the road surface ) or the directional arrow at the bottom of a requirement tableaux of a light signal system.
In one experiment, the Association for the Blind and Visually Impaired efficacy of the three guidance three half circles were drawn around a starting point in an attempt to build on a large asphalt surface. With different radii so the widths of a narrow two-lane road with no parking lane (5 meters), a two-lane road with two-sided parking lanes (11 meters) and a four-lane city street with two-sided parking lanes (23 meters) were simulated. The direction to be detected, the test persons on the basis of the guidance. When crossing the circles was logged, how many degrees the subject deviated from the target. The analysis shows, as expected, that the deviation is greater at longer distance walked. It is clearly evident that the curb is the safest direction hint. The orientation by direction arrow demand due to its small size, a high mental effort. The same applies to the orientation by ground service mark in which the cane must be strongly pressed to the floor.
To compensate for the loss of the curbs in the shared space, calls the Joint Technical Committee on Environment and Transport ( GFUV ) are organized in the numerous blind associations, installing good perceptible soil indicators. Thus, unique structures in the form of reactive control systems should highlight road courses. By interrupting this continuous orientation - for example by cross marks - can both motorists and blind a transitional situation are suggested. Overall, adequate standards are to be introduced. The demands of the stakeholders, especially the blind are already partially implemented.
Policy demands
Because the implementation of transport policy required more expertise, politicians invoked in the course of technological development increasingly on technical experts. However, this act less by political goals. Starting from this tutelage of politicians is shared space from a reorganization of the policy. The overriding objectives of politicians the use and design of the habitat in terms of sustainable quality of life to strive for. In this context, the term "empowerment" is ( German: empowerment ) is used as a synonym for the return of citizens and politicians at the actual duties and responsibilities. As a manual for this restructuring Shared Space is before the so-called nine-cell model. Tasks and procedures to be agreed in him.
In this process, represented by the diagonal of the policy, the direction. Active communication must exist between the various sections - in the meantime consultations are essential to a good end result. Shared Space distinguishes a comprehensive expertise during the development process and democratic quality of spatial Art While in the spatial sense to a higher level overall contribution ( boxes above the diagonal), says the democratic quality of a shared responsibility of stakeholders ( fields below the diagonal ). Both aspects have a significant influence on the end result and reinforce or complement each other. When implementing a shared space problems in the classification in the existing legislation, the securing of financing, as well as the clarification of responsibilities, experience, may occur.
Project evaluations and applicability
Because shared space with the usual rules breaks in traffic, many people refuse intuitive. Since The Netherlands' first projects to fewer accidents and better quality of life contributed, but interest is growing. Although it is argued that the roads concerned are anyway not have been accident black spots. However, it is in the 107 Dutch places where shared space has been implemented, since no serious accident more have given. In Bohmte, the EU model project in Germany, a total of more accidents than before the conversion occurred. However, it remained mostly in minor property damage. The results so far do not yet permit general statement to road safety in the shared space. In any project, however, a significant deterioration was noted. It is not disputed that the roads ( by slowly driving), and lower emissions gain by reducing noise ( by liquid driving) quality of life.
Traffic planners discuss beyond use in the city. An example is the redesigned Kensington High Street in London. Although curbs, traffic lights and road markings were left, essential features of the Shared Space can be seen. So there is no road signs, no fences, more space for pedestrian traffic and provoked uncertainty by bicycle parking on the median strip. Two years after completion, the accident rates were lower by 44 percent. However, the Kensington High Street in London also shows that with a larger volume of traffic, certain rules are essential.