Improving city centres for pedestrians

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Making the Historic City Centre of Delft car-‐free. Spek, Stefan Christiaan van der – MSc PhD. Assistant professor Urban Design. Delft University of Technology.
Improving  city  centres  for  pedestrians   Making  the  Historic  City  Centre  of  Delft  car-­‐free    

Spek,  Stefan  Christiaan  van  der  –  MSc  PhD   Assistant  professor  Urban  Design    

Delft  University  of  Technology   Faculty  of  Architecture,  Urbanism  and  Building  Sciences  |  Department  of  Urbanism  |  Chair  of  Urban  Design   Visiting  address  Julianaln  132-­‐134  |  2628BL  |  BG.West.800  |  Postal  address  BG.West.620  |  PO  BOX  5043  |  2600GA   |  DELFT  |  +31  15  278  9860  |  +31  6  3925  0981  

 

Abstract   Context  

City  centres  are  changing.  More  and  more  do  they  compete  with  suburban  centres  or  other  cities.  Jan   Gehl   has   proven   that   making   historic   cities   car-­‐free   AND   improving   the   conditions   for   pedestrians   is   a   vital  strategy  (Hoeven  et  al,  2008).   Since   2000   the   City   of   Delft   is   implementing   car-­‐free   zones   in   the   historic   city   centre   (with   a   lot   of   scepsis   and   opposition).   In   2009   the   results   were   evaluated.   Delft   carried   out   several   questionnaires.   The  results  were  very  positive  –  over  70%  of  the  people  appreciated  the  city  more  since  implementing   the  car-­‐free  zones  (DIP/2009)   In   this   short   paper   I   will   discus   the   implementation   and   evaluation   of   making   the   city   of   Delft   car-­‐free:   a   essential  intervention  to  keep  the  historic  city  alive,  make  it  more  attractive  and  improve  the  city  centre   for  pedestrians.      

‘Once   there   were   cars.   Now   there   is   public   space:   a   place   for   walking,   a   place   for   playing,   a   place   for   staying,  a  place  for  enjoying!’  

Biography  

Stefan  van  der  Spek  studied  architecture  at  TU  Delft  followed  by  a  PhD  thesis  called  ‘Connectors  –  the   Way  beyond  Transferring’.  After  finishing  his  PhD  he  became  Assistant  Professor  for  the  Chair  of  Urban   Design  and  started  SC.Design:  Office  for  Design  and  Consultancy,  Architecture  –  Urban  Design.  Today,  he   is  lecturer  in  the  MSc  and  BSc  for  the  Departments  of  Urbanism  and  Architecture  and  researcher  in  the   field   of   Urban   Design   in   ‘Activity   Patterns   in   Public   Space’.   In   January   2007   an   international   expert   meeting  was  organised  called  ‘Urbanism  on  Track’.  More  information:  http://bk.tudelft.nl/uot.        

Introduction  

A   decade   ago   the   City   of   Delft   decided   that   the   way   to   improve   their   historic   city   centre   would   be   by   reducing   car   accessibility   (http://raad.delft.nl/raad/agenda/2001/Stukken/st34feb.htm).   A   plan   consisting  of  four  stages  resulting  in  a  car-­‐free  city  was  developed.  Starting  with  some  car-­‐free  squares   taking  out  parked  cars,  which  did  not  add  any  value  to  public  space,  most  of  the  historic  city  is  a  car-­‐free   zone  now.     Evaluations   show   that   the   city   centre   is   far   more   appreciated   now:   70%   of   the   people   living   in   Delft   assess  the  city  as  more  pleasurable  and  more  enjoyable  since  the  realization  of  car-­‐free  zones.  Two-­‐third   of  the  inhabitants  think  that  the  living  conditions  have  improved  radically.    More  important:  almost  70%   of  the  people  supports  continuation  and  thus  further  extension  of  the  car-­‐free  city  project  (DIP,  2009).    

Background  

In  the  nineties  the  city  of  Delft  concluded  from  a  political  and  social  point  of  view  that  its  historic  city   centre  urgently  needed  an  upgrade  to  preserve  and  improve  its  unique  cultural  and  historical  values.  In   1998  a  vision  was  made  called  ‘The  City  centre  of  Delft:  a  quality  impulse  for  the  next  century’.  Central   theme  of  the  vision  was  the  preservation  of  the  historic  city  centre:  the  city  centre  of  Delft  is  a  unique   historic  example.     The  main  approach  to  improve  the  centre  was  to  reduce  hindrance  of  car  traffic  and  occupation  of  space   by  cars  such  as  parking  and  logistics.  Why  should  cars  park  in  the  middle  of  a  historic  city  centre?  This   should   result   in   more   attractive   public   space   and   higher   quality   of   public   space   (http://raad.delft.nl/commissies/cultuur_kennis/2006/Raadsstukken/c_2006_817142-­‐2_r.html).    

This  paper….  

This  paper  discusses  the  application  of  ‘car-­‐free  city’  for  the  city  of  Delft  based  on  official  documents  and   evaluations  of  the  municipality.  The  first  general  question  is:  ‘What  is  a  car-­‐free  city?’  After  explaining   this,  the  paper  shows  the  implementation  in  Delft  through  time  in  a  general  way.  After  that,  some  issues   are  discussed:  ‘Who  will  benefit?’  Finally,  conclusions  are  drawn  based  on  the  Delft  case.    

What  is  car-­‐free  city?  

Cities   are   hardly   completely   car-­‐free.   Sometimes,   car   access   is   essential   for   some   functions:   for   inhabitant,  for  logistics,  for  events  or  for  emergency.  The  approach  in  Delft  is  not  based  on  completely   banning  car  traffic,  but  on  reducing  car  access  to  a  minimum:  Logistics  are  allowed  only  during  specific   hours   (slots),   but   parking   cars   is   not   allowed   anymore.   Visitors   cannot   access   the   centre   by   car,   inhabitants  and  shopkeepers  limitedly.  Therefore,  new  parking  facilities  outside  the  historic  centre  are   constructed   for   visitors   and   inhabitants.   Essential   measurement   is   the   reduction   of   parking   spaces:   changing   streets   and   squares   from   car-­‐dominant   occupation   into   high   quality   and   attractive   public   space.   Delft  offers  three  types  of  domains  in  public  space:   1. pedestrian  zone  –  for  pedestrians  only  (bikes  sometimes  allowed)   2. car-­‐free  zone  –  priority  for  pedestrians  and  bikes,  cars  allowed  as  ‘guest’   3. other  –  all  traffic  allowed   A  car-­‐free  city  requires  controlled  access  points,  access  street  for  logistics,  short-­‐time  parking  facilities   nearby,  long-­‐time  parking  facilities  at  the  edges.  A  clear  parking  system,  including  guiding,  is  essential  to   provide  quick  access  to  the  city.    

 

Stages  (and  secondary  measurements)  

The   city   developed   a   plan   in   four   stages:   it   took   10   years   to   realise   all   stages.   The   stages   include   investment  in  public  space  and  investment  in  parking  facilities  outside  the  city.     In  stage  ONE  the  Northern  part  of  the  city  centre  was  made  car-­‐free.  This  part  consists  of  small  streets   and   canals   with   unique,   local   shops   and   art   galleries.   A   new   parking   policy   for   the   centre   and   its   surrounding  neighbourhoods  was  introduced.     In  stage  TWO  the  central  market,  adjacent  to  stage  one,  was  made  car  free.  For  years,  half  of  the  central   market  was  dedicated  parking  for  visitors  and  inhabitants.  Only  on  Thursdays,  the  market  was  used  for   other   activities.   In   stage,   the   access   streets   to   the   market   are   for   buses   (and   logistics)   and   bikes   only.   The  market  becomes  free  for  new  activities  and  events,  and  returns  the  new  vital  core  of  the  city.   In  stage  THREE  the  new  shopping  area  becomes  pedestrian  zone  and  is  connected  to  the  Northern  part   by  the  Central  Market  area.    A  new  parking  facility  is  realised  offering  several  hundred  parking  places.   This  city  redevelopment  area  contains  large  scale  shopping,  stores,  a  huge  supermarket,  a  huge  movie   theatre  and  housing.   In  the  final  stage  FOUR  surrounding  streets  and  squares  are  cleared  from  parking  and  renovated:  Streets   are  transformed  in  attractive  walking  routes,  squares  are  transformed  in  interesting  places  to  stay.  The   priority  changes  from  car  to  pedestrian.  The  city  offers  new  space  for  attractions  and  activities.  The  final   stage  was  depending  on  the  construction  of  a  huge  parking  facility  on  the  east  side  of  the  city.  Now,  the   city  offers  three  parking  garages:  Phoenix  (West),  Zuidpoort  Mall  (South)  and  Koepoort  (East).  Only  the   in  the  Northern  part  is  not  covered  yet.      

 

 

 

 

 

          Figure  1:  cars,  (monitored)  access  points,  and  pedestrian  alleys    

 

 

 

 

 

 

 

Issues  

Of  course  inhabitants  and  especially  shopkeepers  were  not  keen  on  the  idea  of  reducing  car  access  and   parking  in  the  city  centre.  Firstly,  people  have  to  get  used  not  to  have  their  car  parked  in  front  of  their   house.   For   shopping,   you   cannot   park   in   front   of   or   nearby   the   shop   anymore.   The   question   is   if   the   access   influences   the   competition   with   suburban   shopping   centres.   A   good   car   park   guiding   system   is   essential  to  offer  efficient  parking  and  to  keep  people  coming  to  the  historic  centre.  Further,  hopefully   people   start   using   more   sustainable   forms   of   transportation:   ie   start   biking   or   walking   to   the   centre.     New   bike   storages   offering   free   parking   or   very   cheap   but   safe   parking   to   stimulate   biking   have   been   opened  since  a  few  years.   A  second  aspect  is  the  access  route  from  parking  to  the  destination.  The  access  streets  were  designed   for   traffic:   cars   and   logistics.   These   streets   need   to   change   into   pedestrian   friendly   streets:   larger   curbsides,  less  parking,  more  attractive  facades  and  shop  windows.  From  the  parking  it  should  be  very   clear  where  to  go  to  find  your  destination.   A  third  issue  is  routing.  By  extending  pedestrian  streets,  logical  routes  for  cars,  bikes  and  logistics  should   be  retained.  In  Delft  the  bike  network  was  extended  –  several  pedestrian  streets  are  now  available  for   bikes   as   well   making   the   city   better   accessible.   Bike   and   pedestrian   can   coexist:   85%   of   the   people   disagree  with  banning  the  bike.   Finally,   for   the   city   itself   it   is   not   only   a   question   of   taking   out   traffic   by   putting   ‘pollards’   and   ‘traffic   signs’.   Public   space   needs   to   be   redefined   and   redesigned   for   its   new   primary   function.   Streets   and   especially  squares  should  offer  new  places  to  stay,  places  for  activities.  This  includes  new  furniture,  new   layout  and  street  and  city  lighting  plans.  In  Delft  the  former  street  and  historic  curbside  are  integrated   creating   a   flat   street,   comparable   with   ‘shared   space’   designs   but   including   the   historic   elements.   Barriers   and   obstacles     should   be   minimised   to   improve   walking   quality   (http://raad.delft.nl/commissies/cultuur_kennis/2006/Raadsstukken/c_2006_817142-­‐2_r.html).   These   type  of  investments  in  public  space  are  essential.  Otherwise,  the  result  will  be  an  empty  centre.      

Figure 2: Shopping streets and squares within the pedestrian-zone

 

Conclusions  

Making   a   city   centre   car-­‐free   seems   successful   based   on   the   Delft   case:   according   to   evaluations   inhabitants   and   visitors   appreciate   the   pedestrian-­‐friendly   city.   More   and   more   people   agree   with   the   principles   and   continuation   of   the   strategy:   ‘Less   cars   is   more   quality’.   Making   a   city   car-­‐free   requires   planning,  time  and  money:  a  consistent  idea  for  the  future  city  should  be  developed  including  a  strategy   for   alternative   access   and   substitute   parking   facilities.   Clear   information   for   all   (future)   users   is   essential   to  be  successful!      

References  

Hoeven,  FD  van  der,  Smit,  MGJ,  Spek,  SC  van  der  (editors),  ‘Street  Level  Desires  –  Discovering  the  City  on   Foot’,  Booksurge  Publishing,  Charleston,  South  Carolina,  USA,  2008   Websites  (Dutch  only):   http://raad.delft.nl/raad/agenda/2001/Stukken/st34feb.htm   http://raad.delft.nl/commissies/cultuur_kennis/2006/Raadsstukken/c_2006_817142-­‐2_r.html