Designing for Disabled People in Home Zones

Appendix A: Literature Review

1. Introduction
2. Design Standards
3. TRL Home Zone Studies
4. European Home Zone Studies
Acknowledgements
References

1. Introduction

This literature review has been prepared to provide an insight into design standards for disabled people in Home Zones and the methodologies that can be used in order to assess levels of safety.

The overall aim of the study is to identify standards for design that might be applied to Home Zone areas for disabled people without compromising the concepts integrity.

The purpose of this literature review is to identify and evaluate the available research and other relevant literature concerning the issues of Home Zone design, safety and navigation in regard to disabled people. The review begins by looking at previous research into Home Zones, identifying design standards and then identifying safety issues for disabled users. The similarities and differences between Home Zones and shared space are explored as well as previous research by TRL into the pilot Home Zone schemes. A brief overview of European experience is also considered.

2. Design Standards

2.1 Definition of a Home Zone

The Home Zone concept originated in the Netherlands where they were known as woonerven (residential precincts), where residential functions predominate over provision for traffic. They may also be known as 'Woonerf' ("living street") and 'Winkelerf' (living shopping street). (BCC, 2003). The principal is expressed in the design and layout of residential areas where road space is shared between motor vehicles and other road users, with the needs of pedestrians, including children and cyclists coming first. Regulations require drivers within a woonerf to drive at a walking pace and make allowances for the possible presence of pedestrians including children at play (ANWB, 1980). Home Zones were originally suggested for the UK in the 1980's as a low cost measure to reduce casualties to young children in residential areas and allow them to play outside safely (TRL 646, 2005).

Many definitions of Home Zones exist in the literature, but all have the same themes running through them. The Institute of Highway Incorporated Engineers (IHIE) guidelines on Home Zones (2002) state that:

"Home Zones are residential streets in which the road space is shared between drivers of motor vehicles and other road users, with the wider needs of residents (including people who walk and cycle, and children) in mind. The aim is to change the way that streets are used and to improve the quality of life in residential streets by making them for people, not just for traffic. Changes to the layout of the street should emphasise this change of use, so that motorists perceive that they should give informal priority to other road users."

The IHIE (2002) further define the aim of Home Zones as:

"Home Zones are about people; improving the quality of life of residents by removing the traffic barriers that militate against neighbourliness".

Bristol City Council (BCC) defines them as:

"A Home Zone is a street or group of streets designed primarily to meet the interests of pedestrians and cyclists rather than motorists." (Bristol City Council, 2003)

Essentially Home Zones aim to improve the quality of life for residents within them. This is achieved through redesigning a residential area in a way that reflects the views of the residents, in relation to the use or the purposes of the street. It is hoped that by introducing a Home Zone, certain positive effects can be achieved. Key objectives might be:

• Turn residential streets into valued public space, and not just a place for movement;
• Foster a sense of community;
• Encourage a greater diversity of activity and use of the street by residents;
• Reduce social isolation, particularly amongst the elderly;
• Increase opportunities for active and creative children's play;
• Increase natural surveillance, deterring casual crime;
• Reduce traffic speeds significantly - to around 10mph;
• Improve (or at least maintain) the safety of residential areas, and perhaps more importantly, residents' perceptions of safety;
• Enable less mobile members of the community - children, older people and disabled people - to reclaim their local environment from the car;
• Encourage people to walk and cycle within their local area, and to nearby destinations;
• Improve the environmental quality of urban streets; and
• Help to increase the demand for urban living.

(Source: DfT Home Zones Challenge Website, 2005b)

2.2 Home Zone as Policy

In the UK the government introduced a range of policies under the Urban Renaissance Agenda which try to promote sustainable urban development (Biddulph, 2001); these include:

• Promoting Walking Cycling and Public transport
• Improving road safety
• Health
• Improving the quality of urban design
• Making attractive residential areas
• Limiting car spaces in new developments

Home Zones offer a practical solution to each of these problems as they build on existing policy concerning each of these areas:

• Resident involvement and community development
• Modal shift away from cars to walking and cycling
• Low driving speeds should reduce fatalities
• Children's health improved by better areas to play in
• Higher quality of the living environment

Home Zones were trialled by the government as a tool with which to meet its objectives. In April 2001 the Prime Minister announced the creation of the Home Zones Challenge Fund which would provide financial aid to winning Home Zone bids. 61 winners were announced. In England nine pilot Home Zones were announced as areas where their development would be monitored. Also there were four pilot schemes in Scotland, and one in Wales. These are shown in Table 2.1 below.

Table 2.1: Pilot Home Zones

2.3 Legislation and the Designation of a Home Zone

Provisions for Home Zones in England and Wales are made in the Transport Act 2000. This came into effect on 1 February 2001 and local traffic authorities now have a specific power to designate Home Zones in their area. (TAL 10/01) How this can be achieved is outlined below.

2.3.1 Criteria for the Designation of a Home Zone

The 'Consultation Document on Quiet Lanes and Home Zones' (DfT, 2004) gives guidance on 'issues that local traffic authorities in England must consider when deciding whether or not to designate a road as a Quiet Lane or a Home Zone'. This guidance identifies the key elements of a Home Zone as: 'community involvement to encourage a change in user behaviour; and for the road to be designed in such a way as to allow it to be used for a range of activities and to encourage very slow vehicle speeds (usually involving traffic calming)'.

The guidance also states that in order for a road to be designated as a Home Zone there are a number of processes that must be undertaken. Firstly, a public meeting must take place where residents have the chance to discuss the proposed designation. This gives residents a chance to digest information on the Home Zone scheme so that it is more clearly appreciated enabling feedback to be given also. Secondly, further publicity for the Home Zone is required in:

• A local newspaper (circulated in the proposed area)
• A copy of the proposal distributed to all interested parties (see Table 2.2)
• Display notices of the proposals along and/or around the planned scheme area
• Provide as much additional publicity as possible
• Make the proposals available for inspection
• Consider any objections or recommendations arising as a result of making the proposals public.

Finally, specific persons are also required to be contacted as displayed in Table 2.2. These persons will/may have a vested interest in the road and its uses specifically relating to maintenance, traffic management and access.

Table 2.2: Persons Consulted in Home Zone Schemes from DfT 2004

Source: DfT, 2004.

In addition only roads which 'are predominantly residential and either have very low traffic speeds already (well below 20mph), or have measures applied to bring speeds down to these levels, are appropriate for consideration for designation' (DfT, 2004). It is recommended that traffic flows in a designated Home Zone should be low; "no more than about 100 vehicles in the afternoon peak hour is recommended; with little or no through traffic. Vehicle speeds should be kept to low levels appropriate to the mix of activities being undertaken by different users in the Home Zone." (DfT, 2004). The guidance also indicates that the success of a Home Zone 'can be judged by the extent to which people who use it or live there recognise the need for it and adopt it' and links this success as largely dependant upon effective community participation and involvement at all stages.

New build Home Zones require a different approach. It is important to note that, "There is no power for prospective designations or orders under s.268 of the Transport Act 2000." This means that a road,"cannot be designated as a Home Zone until the public has access and the local highway authority has been through the designation procedures outlined in the regulations." Once the procedures outlined above have been met the road can be designated, although prospective residents may still object to any proposals. Similarly a Local Traffic Authority could still designate as Home Zones any unadopted streets that are public rights of way. (IHIE 2002).

Once the road has been designated traffic signs are used to indicate that the streets are for purposes other than passage. IHIE (2002) states that, "The appropriate Home Zone signs should be used to mark the start and end of designated Home Zones." The Home Zone sign developed by DETR (now DfT) is included in New Road Signs and Markings (DfT, 2003) in compliance with The Traffic Signs Regulations and General Directions (DfT, 2002). An example is given in Figure 2.1 below.

Figure 2.1: Home Zone Sign

2.3.2 Use and Speed Orders

Part V, Section 268 of the 2000 Transport Act (HM Government 2000) defines use and speed orders in England and Wales as follows:

Use Order

(3) A use order is an order permitting the use of a road for purposes other than passage.

(4) But a use order may not permit a person (a) willingly to obstruct the lawful use of a road by others or (b) to use a road in a way which would deny reasonable access to premises situated on or adjacent to the road.

This statement does not indicate priority on the road with drivers simply required to drive with due care and attention. Section 282 goes on to state that use orders will give a legal status to activities other than progress up and down a road; e.g. children playing.

Speed Order

(5) A speed order is an order authorising the local traffic authority by whom it is made to take measures with a view to reducing the speed of motor vehicles or cycles (or both) on a road to below that specified in the order.

No speed limit is indicated in the legislation and, later, the legislation indicates that any speed limit below 20 mph will require approval from the appropriate national authority (Biddulph, 2001). Similar powers exist in Scotland.

Legislation may need to be developed further if Home Zones are to be viable as there is no enforcement at present of use and speed orders. The DfT's consultation document (2004) states that permitted activities can include, communal, social, cultural, spiritual, educational, entertainment and recreational where they do not prevent other legal uses or access. It is also noted that the local traffic authority and community should confer over what is legally allowed. Authorities will set the speed limit and can use physical or non-physical measures.

It is critical that the right traffic calming measures are introduced into the design aspect so that pedestrians and cyclists can enjoy a safer environment whilst allowing vehicular traffic to move. The "fried egg concept" is often adopted to aid this process by having an outer area of higher speeds (the white) followed by lesser speeds in the Home Zone itself (the yolk). This should give a gradual reduction in speed to required levels (see Figure 2.1).

2.4 Core Concepts of Design Standards for Home Zones

There is no 'standard fit' model for a Home Zone. Innovation should be used when developing an area, and should be context specific. Bristol City Council note that consideration should be given to gateways, on-street / off-street parking, street furniture, traffic signs, planting, street lighting, refuse collection, play areas, community areas, health and safety, catering for the needs of mobility/visually impaired, pedestrians and cyclists, access for emergency vehicles, 'crime and disorder', publicity and marketing and maintenance (BCC, 2003).

To try and encapsulate the multifaceted and emergent Home Zone dialogue the IHIE published the 'Home Zones Design Guidelines' (2002) This is a collaborative effort to draw together current knowledge of Home Zones from an engineering, planning architectural and academic fields, to promote design standards and good practice. The design guidance from the guidelines conveys the core principals of Home Zones and is summarised below under the headings given by IHIE. Issues highlighted in other studies and guides not covered in the IHIE guidance are subsequently summarised.

2.5 Home Zones Design Guidelines - IHIE

2.5.1 Planning a Home Zone

For new build schemes that are being implemented, prospective residents should be made to realise the sort of environment they are entering and the responsibilities this may entail. Involving tenants at an early stage may be wise. In existing streets the situation changes to one where the Home Zone idea is supported by the local community, to reduce the potential for conflict and provide a sense of ownership. Again, involvement from conception to completion is advisable.

2.5.1.1 Place Making

The street should function well in engineering, and recreational terms, providing a sense of identity to the community. The importance of "space" in the Home Zone should be context specific, considering the potential uses of the street as well as the local area. Clear objectives should be developed to produce a holistic design.

2.5.1.2 Sustainable Links

"Home Zones should be integrated with the wider area so that they are permeable and accessible to pedestrians, cyclists and local traffic."

A grid pattern is recommended to boost connectivity and disperse traffic effectively whilst encouraging a cul-de-sac feel of ownership due to quiet streets and low traffic speeds.

2.5.2 Home Zones in the Road Hierarchy

A gradual reduction in speeds is recommended to achieve the desired 10mph in a Home Zone. A 'stepped' reduction is suggested with the distance between 20mph and 10mph not being to short so that drivers can distinguish between the two zones.

2.5.2.1 Land Uses

Home Zone areas are appropriate in all types of residential development. Higher housing densities benefit from extra space and local facilities can also be incorporated. However, there should a population level large enough to form a viable community yet not infringe upon non-residential traffic needs.

2.5.2.2 Size of Home Zones

People should not have to walk or drive more than 400m in a Home Zone. Over this distance frustration can occur due to irregular street layout. Good access to public transport should be considered to alleviate this problem.

2.5.2.3 Acceptable Levels of Traffic Flow / Number of Dwellings

The IHIE (2002) guidance indicates that "Home Zone streets should have traffic flows of no more than about 100 vehicles in the afternoon peak hour", as the afternoon is usually the period of the day when conflict between vehicles and people is highest. Table 2.2 (below) shows the 100 vehicle per hour criterion, but is intended as guidance only.

Table 2.3: Indicative maximum number of dwellings for a Home Zone by Vehicular Trip Rate^[1]

(Source: IHIE, 2002)

Sub-dividing larger areas in Home Zones with links may help to alleviate this problem. In new build developments creating car clubs can reduce car ownership. Pilot programmes indicate that 300 homes is the upper limit for community consensus to maintain the balance of traffic flows to people at an acceptable level.

Selecting streets for Home Zones can be assessed by using "thresholds" (essential attributes) and "priorities" (to rank schemes). See Biddulph (2001) for more detail.

2.5.3 Defining the Home Zone Space

"Home Zones can be streets, squares, courtyards or cul-de-sac. It is the buildings, trees, planting and surface treatments that define the Home Zone's spaces."

2.5.3.1 Marking the Change in Character

"Home Zones must be clearly marked at their entrances and exits to ensure that all street users recognise the different nature of the area." Textured ground, signs, street furniture, footway crossings and varying road heights should be considered when trying to define a homezone area.

A 'gateway' should also be created for informing disabled users that they are entering a new environment, the guidance suggests that a textured ground surface is used to mark the entrance to Home Zones "to help visually impaired people to know when they are entering and leaving the area." (IHIE, 2002). However it is recommended (from consultation with visually impaired people) that corduroy paving is used instead of blister paving, as corduroy paving means 'proceed with caution'.

Blister paving is suggested for use at crossings at the entrances of Home Zones.

2.5.4 Designing for Activity

Home Zones are intended to raise levels of social interaction between residents. Seats or games can help to meet this aim. Children's play is encouraged and does not necessarily require the installation of play equipment; the focus should be more on a safe environment for users. Where play equipment is installed good practice is advocated taking into account that public liability for any accidents will relate to the stance of the insurer. To avoid resentment or concern over children gathering on streets, careful consideration of play equipment and its location is vital.

2.5.5 Designing for People and Vehicles

Driver perception is vital in altering user behaviour and the level of conflict in Home Zones. The IHIE (2002) state that "the design of the Home Zone should make motorists feel that they are a "guest" in the street, and must make it difficult for them to travel at speeds of more than 10mph. Vehicles must be accommodated within the Home Zones as an integral part of daily life, but must share the space with people on foot." Exclusion of kerbs, shared surfaces, protection for pedestrians (i.e. in play areas) and minimum widths (1.8m for pedestrians or 1.0m for a maximum of 6m) provide the environment which allows ease of movement and reduces conflict through changes in priority.

The historic street characteristics should also be considered, especially in Conservation Areas. There may be features that are legally protected or are desired by residents. These may conflict with design and access on the street and should be accommodated in the Home Zone design. The needs of disabled users in relation to design are examined below in section 2.9.

2.5.6 Parking

On-street parking can be used to:

• Create on-street activity
• Accommodate visitors
• Help to reduce vehicle speeds by acting as an obstacle

2.5.6.1 Parking Provision in New Developments

"In new developments, the total amount (both on and off-street) of car parking to be provided in the Home Zone should be determined from the number of dwellings and the application of the appropriate parking standards." (IHIE 2002) Parking should be agreed between the local authority and the developer considering the need or feasibility of: off-street, on-street, communal, on-plot, monitored (surveillance) rear and side parking.

2.5.6.2 Parking Provision in Existing Streets

Home Zones tend to increase the efficiency of car parking but issues relating to availability may occur. These need to be dealt with sensitively and thoroughly through good design and long term planning.

2.5.6.3 Parking Design and Control

"Opportunities for indiscriminate parking should be removed through the design and location of street furniture, planting or other features, so that it is only possible to park within the designated on-street spaces." (IHIE 2002) CPZ's or RPZ's can enforce parking activities although subtle signs and markings may also be considered as well. This relates to parking layout where creating layout can be used to restrict activities that are not welcomed by the community (i.e. fast traffic speeds). Layout can also be used to accommodate varying vehicle sizes depending on the need of residents and facility owners. Provision for two wheeled transport should also be made.

2.5.6.4 Shared Streets and Surfaces

Removing the raised kerb is perceived as removing "a powerful message to all road users that the street is divided into vehicular and pedestrian areas." (IHIE 2002) IHIE guidelines strongly recommend against segregation using raised kerbs. While this is a recommended standard, it is acknowledged that not all Home Zone projects will be able to create a completely shared surface due to cost and therefore some Home Zones may be a mixture of raised kerbs and shared space.

Smooth and level shared space is also identified as having the attribute of removing many trip hazards and improving convenience and movement opportunities for wheelchair users and people with reduced mobility.

Home Zones may contain pedestrian-only areas that are created using street furniture, trees or plantings but are free of obstacles. IHIE recommends that these areas should be no less than 1.8m in width, which is the width required for two wheelchairs to pass.

The guidance acknowledges that in a conventional street, visually impaired people use the kerb for orientation and goes onto to say that "this orientation clue must therefore be replaced by another means." (IHIE 2002) Often the edge of the route for pedestrians in a Home Zone is provided by the building line "which should be clear and easy to follow by cane with no gaps" and where this is not available, the edge of the route "should be capable of discrimination by a cane or guide dog so that it can be followed safely and with confidence by visually impaired people using a mobility aid." (IHIE 2002).

The use of 'Contrasting materials' in texture and appearance, is also recommended along key routes to assist visually impaired people. When considering the needs of disabled it is recommended that either Local Authority Access Officers or Independent Access Consultants are consulted and complete an Access Audit to identify potential barriers.

2.5.6.5 The Vehicle Track

"The route for vehicles through a Home Zone should be as narrow as is practicable, with a minimum width of 3m" (IHIE 2002).

Vehicles should have passing places on two way streets whilst one way streets should be used with caution to avoid increased vehicle speeds. Cul-de-sacs should allow vehicle turning.

Large vehicles such as those used for refuse, deliveries or emergencies should be catered for bearing in mind the frequency upon which they visit a street. A swept path computer analysis can aid this process and overrun areas could be considered; as long as pedestrians are not inconvenienced. Buses should not normally be allowed in a Home Zone whilst infrequent mini-buses cause fewer difficulties. If a bus route is viewed as an asset, the design should accommodate it accordingly.

2.5.7 Designing for Safety

Any significant decrease in vehicle speed reduces pedestrian injury and severity. Pedestrians in shared surfaces are particularly benefited with no accidents being recorded for 8000 house years (Noble, Bennett and Jenks, 1987).

2.5.7.1 Speed and Visibility

As visibility relates to speed, standards may not be needed in Home Zones. At junctions, sight lines should be appropriate (12m for 10mph); "In locations where it is considered necessary to maintain visibility, a stopping sight distance of 12m should be applied. Significantly longer views will encourage drivers to increase their speeds and should be avoided where possible." (IHIE 2002).

Obstructions to sight line are the same as those on all residential roads yet the risk should be much lower due to lower speeds. Lower speeds can be achieved through the design of the street and traffic calming features. However, "until further experience is gained, it is advised that speed control measures within Home Zones should be provided at a spacing of up to around 30m." (IHIE 2002) It is difficult to enforce speeds lower than 20mph due to speedometer inaccuracy but a speed order could be imposed (see section 2.3.2 above) to indicate desired speed.

While local barriers to visibility may seem more prevalent in Home Zones (such as children being hidden by street furniture), these barriers exist on all residential roads. This residual risk to all users should be significantly reduced because of the much lower speeds and greater degree of care required to drive in the area.

At junctions, not indicating priority should be considered as well as using the "perceived risk" approach (DoE, 1992). Similarly, traffic signage should be kept to a minimum with Home Zone signs mounted sensibly.

2.5.7.2 Safety Audits

Safety audits may use the "perception of risk" idea as a tool to overcome lack of experience in Home Zones, for example by introducing uncertainties for drivers. This will also avoid the problem of Home Zones not conforming to regular design standards.

Table 2.4 (below) summarises the geometric criteria of Home Zones in terms of highway design:

Table 2.4: Summary of Geometric Design Guidance for Home Zones

(Source: IHIE, 2002)

2.5.8 Designing the Elements

Elements used in construction of Home Zones should be durable and placed in non-vehicle areas if they are vulnerable.

Lighting - Lighting should be: high quality, appropriate to the domestic setting, achieve personal security at night, illuminate obstacles, mounted on walls to reduce street clutter (requiring easements) and should be placed evenly to avoid pools of light and dark.

Paving materials - The following factors should be considered:

• The region and local context
• Technical requirements
• Appearance
• Ease of maintenance and replacement
• Clear arrangement
• Durable components
• Maintenance
• Conservation areas
• 'Rumbly' materials to help reduce traffic speeds with smoother areas to compensate pedestrians and cyclists

Services and Drainage - Enough space should be given for periodic and emergency maintenance as well as above ground equipment. Service strips should be considered for ease of access. Relocating services in existing streets may be expensive. Surfaces should drain into gullies that are appropriately design/covered for pedestrians, cyclists and wheelchair users. Permeable pavements or storage systems may be considered.

Planting - Selecting the right flora is crucial. Factors to consider are; appearance, soil type, future growth potential (above and below ground), proximity to services, lighting and traffic signs, leaf and fruit fall and maintenance.

2.5.9 Adoption and Maintenance

The Highway authority, utility companies and district or parish councils should be contacted at an early stage to ensure that the streets will be maintained or designed so that specifications are met. Agreements on the maintenance of street elements should be negotiated by the highway authority and the local council.

2.6 Home Zones - A Planning and Design handbook - Mike Biddulph

The 'Home Zones - A Planning and Design handbook' (Biddulph, 2001) contains some detail not covered in the IHIE guidance, this is detailed below:

2.6.1 Design to Reduce Vehicle Speeds

Home Zone design can use traditional traffic calming measures to reduce vehicle speeds, these features should be less than 50 metres apart:

• Horizontal shifts in the carriageway (chicanes, etc)
• Vertical shifts in the carriageway (humps, cushions, plateaux, ramps)
• Carriageway constrictions which reduce the width of the carriageway
• Small corner radii at junctions
• Unclear junction priorities at which drivers have to agree with each other who has priority
• Changes in the colour or texture of road surfaces
• Vertical features such as planting, street furniture and lighting columns to act as hazards to reinforce other measures

It is important in Home Zone design to clearly indicate where different routes cross, but without showing priority, this can be indicated in the form of landscaping.

White lighting rather than yellow lighting can help create better colour definition at night and highlight paving features.

A variety of parking layouts should be utilised to slow vehicles down and parking spaces should be located as close to houses as possible.

2.6.2 Design that Supports Activity in the Home Zone

Play equipment should be totally integrated into a Home Zone, while it should be protected from vehicles by bollards, fencing should not be used as this may restrict children's use of the carriageway.

2.7 Home Zones: Challenging the Future of our Streets - DfT (2005)

In November 2005 the Department for Transport (DfT) produced the 'Home Zones: Challenging the future of our streets' document (DfT, 2005a). The aim of this publication is to promote good practice in Home Zone design, particularly drawing on the Home Zone Challenge experience. It also compliments the IHIE 'Home Zone Design Guidelines', mentioned previously, also drawing on Transport Advisory Leaflets 10/01 and 8/02.

2.7.1 Inclusive Design

From the Home Zone experience it is clear that the design process must be iterative to reflect the views and needs of residents in the Home Zones. Indeed, the only two Home Zones that did not get off the ground failed to do so because of a lack of interest from community members. Any design should ensure that, "traffic still has access and is tolerated, but not to the exclusion of other activities," (DfT, 2005a) which underlines the idea that the streetscape should have wide ranging uses. Consultation with residents is mentioned as being of paramount importance if the design of the street is to suit residents needs. Design meetings are suggested with the focus on mitigating minority views that could prove harmful to the project. A useful way to display design characteristics is in the use of 3D computer modelling, mock-ups, public exhibitions, a tour with engineers, working with artists and allowing residents to have a hand in choosing materials.

2.7.2 Benefits of Inclusive Design

By allowing residents to influence design, participation, not consultation is encouraged, this helps to increase social inclusion which helps reach minority groups. The report notes that,

"These may be people facing barriers such as caring commitments, mobility problems, visual impairment, poor literacy, lack of English, geographical isolation or young people or groups who feel excluded from society." (DfT, 2005a).

Drawing in members of society helps to foster a 'sense of community' which can break down barriers and bring further benefits. Greater use of the street space, for example, leads to an increase in natural surveillance which in turn can act as a deterrent to crime (TAL 10/01). It has been said that, "the success of a Home Zone can be judged by the extent to which the people who live there recognise the need for and accept it." (TAL 8/02) Good design is influenced by good public participation and the leaflet suggests that key benefits are;

• Provides the council with accountability
• Supports equal opportunities (especially for socially excluded)
• Encourages greater understanding of the scheme
• Fosters a sense of street ownership
• Taps into design talent and imagination of local people

2.7.3 Maintenance

There is increased realisation that the choice of materials is of paramount importance in terms of cost, durability, appropriateness and acceptability. Schemes should also take a holistic view of maintenance so that future disturbance to the built environment is minimal.

2.7.4 Monitoring

Advice is given on the way in which the success of a Home Zone can be gauged. It is important to gain feedback so that future development can take place in a more informed manner. TRL have provided monitoring on the Pilot Home Zone projects which is covered in section 3.

2.7.5 New Build

Constructing Home Zones from scratch is appealing to developers who wish to focus on the benefits that a Home Zone brings as their marketing tool. Currently, the only Home Zone Challenge scheme to be created in this way is in Gateshead. It is important that the home buyers are informed of exactly what they are buying into with feedback coming from prospective residents through questionnaires. Designing the Home Zone in this way is less constrained by opinion and can be made to adhere to standard guidelines but it is not yet know how acceptable they are as living areas.

2.7.6 Scottish Home Zones

In 2002 the Scottish Executive produced the 'Home Zones: Guidance Consultation' which aimed to initiate a two-year consultation period on Home Zones. This document is a useful tool that brings together then current information to provide a guide for all parties involved in the creation of Home Zones. These guidelines reiterate the principles coming out of the existing Home Zone experience as mentioned extensively above, and are similar in scope to the IHIE 2002 guidelines. Although not as detailed as the IHIE guidelines they do offer a more succinct discussion of the Home Zone design and present clear aims and objectives for Scottish Home Zones.

2.8 Comparing Home Zones and Shared Space Areas

Shared Space is a relatively new concept in urban transport planning that is being embraced in many parts of Europe including the UK. The EU funded project 'Shared Space' defines shared space as "the integration of traffic, pedestrians and other road users to reduce the dominance of vehicles on the roads and create a more social space" (Shared Space website, 2005b). The project sets out the requirements for structure and use of public shared spaces as:

• "conductive to recreation, interaction and observation
• a high frequency of interaction is encouraged at certain points (urban squares), while other areas are conducive to more relaxed interaction between residents themselves and between residents and visitors. Still other areas should be designed for people to circulate and encounter only a few other people
• the 'casual' use of public space for utility-based and necessity-based programmes (including traffic) should be possible (dynamism, information), but the programmes should not dominate the public space and its potential uses
• objects and structures that are neither useful nor necessary in an economic sense, but have a social relevance, should be included in the space
• there is space for informal, spontaneous (non-designed) qualities
• there is contact between the space allocated for public use and other domains."

(Shared Space Project, 2005a).

All of these objectives are similar to the aims of a Home Zone, however there are some differences. While Home Zones make use of traditional traffic calming installations such as raised humps and chicanes, the concept of shared space relies more upon the fact that "behaviour on roads in areas with a public character is influenced more by the expression of the environment than by the usual tools of the traffic profession." (Shared Space Project, 2005b). While Shared Space may make use of various installations such as street furniture, bollards or planters to guide users, it is unlikely to use the more obvious traffic calming measures (that belong in the traffic environment) that are incorporated into Home Zones.

Home Zones rely on a measure of ambiguity and 'perception of risk' to increase the interaction between drivers and pedestrians, Shared Space exploits this further. Home Zones often indicate a partial pathway for vehicles while Shared Space often has no separation of traffic flows as "Separating traffic flows blinkers people and causes an increase in speed. Because everyone has their own lane, people take less account of other road users." (Shared Space Project, 2005b).

2.9 Specific Issues for Disabled People

As the IHIE (2002) Guidance sets out "Home Zones must be designed to be accessible to, and usable by, disabled people of all types". Similarly TAL 8/02 comments that, "the needs of people with disabilities must be taken into account by local authorities in accordance with the 10 year plan which states that "building in accessibility for disabled people in all new investment is a condition of public money being spent."

The concept of a Home Zone should ensure that it is safer for all users compared to a regular street and "should be a far safer place for both people with a physical disability and older people" (Biddulph, 2001). Disabled persons should therefore be able to negotiate the area with relative ease of movement. To ensure that this is the case a Home Zone must adhere to the Disability Discrimination Act (1995)to make sure that it is fully accessible. Consequently, in addition to the design specifications set out above, extra provision should be made for disabled users. Consideration should be given to the specific needs of different individuals to improve access.

The IHIE guidelines note that "Home Zones must be legible to blind and visually impaired people" yet, "shared surfaces can present difficulties for blind and visually impaired people." (2002).

This is due to the fact that there is no kerb for orientation and other unusual on-street obstacles. Clues must therefore be given to aid the visually impaired. Bristol City Council (BCC) suggests the use of corduroy or blister paving to alert caution instead so that the visually impaired user is aware of a change in street nature; most notable at a junction.

For a person or guide dog the line of a building or highway boundary line substitutes for a kerb as long as it is easy to follow. Key routes could also be demarked by contrasting materials (in both appearance and texture) although the extent should be limited to avoid confusing designs. Standard features such as drainage channels may make the environment more legible but any measures should be assessed by an access professional. This may result in an access audit being performed and an appraisal of the Home Zone scheme being undertaken to identify any barriers to independent movement (IHIE, 2002). A gulley, for example, may represent a significant problem for disabled users. BCC recommends that Home Zones should been designed within environmental access standards. This should help to ensure that the needs of disabled users are considered. (BCC, 2003).

Extra provision to be considered may be:

• Disabled parking spaces.
• Colour contrasted street furniture that will be more visible to visually impaired persons.
• Even lighting levels at night (avoiding pools of light and dark) will make access easier for visually impaired people.
• Whilst low traffic speeds and shared surfacing (i.e. level surfacing) are beneficial for certain disabilities, desire lines and pedestrian crossing areas should be free from obstacles such as street furniture, and drainage channels should be covered over.

3. TRL Home Zone Studies

TRL was commissioned by the Department for Transport to evaluate the Home Zone Pilot Programme which was implemented by nine local authorities across England and Wales. Reports were published of seven of the schemes using studies from before and after the introduction of Home Zones. The main points of the studies, with particular emphasis upon issues of movement, navigation and mobility, are detailed below.

3.1 TRL 586 Pilot Home Zones - Evaluation of the Methleys, Leeds

The Methleys Home Zone is an example of a Home Zone introduced into existing streets rather than created as part of a new housing scheme. The area has many positive features promoting its selection as one of the DfT pilot Home Zone schemes. It comprises 300 households in a compact grid of streets. Residents in the zone have to travel less than 400m to reach the Home Zone boundary, or a bus stop. Most of the houses have little or no gardens, most streets have relatively low speeds and very low vehicular flows. A culture of street activity and a desire to improve the safety of children playing in the street was present here. The Home Zone concept was actively promoted by the local residents association and the City Council, and was supported by the majority of the community before and after the implementation of the scheme. The home scheme was not designed to radically change the look of all the streets within the zone. The aim was to build on the existing Home Zone characteristics of the area, to formalise the change in expectations of shared road space with boundary signing, to change driver behaviour on the main east/west street through the area by a dramatic change in the streetscape, and to create a community area that would act as a focal point at the centre of the zone.

The scheme has had the following output:

• The Methleys Home Zone has provided evidence of improvement in the quality of life for the majority of residents particularly in regard to the appearance of the new shared surface area, and in perceived changes in traffic speeds, driver behaviour and danger from traffic.
• There is less evidence of greater friendliness, increased outdoor activities by adults or greater outdoor play by children. However, when considering a lack of change on these issues between the 'before' and 'after' surveys, we need to take into account the limited nature of the Home Zone measures, the existing culture of outdoor play in the street and the gradual development of the community atmosphere that has been in progress for a number of years before the Home Zone was introduced.
• This pilot scheme has highlighted the importance (and limitations) of providing for the existing demand for on street parking and the need to formalise the provision of parking arrangements on shared surfaces.
• The scheme has illustrated the lack of clarity in the message given to drivers at the Home Zone boundary when the start of the Home Zone is the same as the start of a 20mph zone. This has highlighted the need for consideration to be given to changes to the signing regulations regarding the use of road humps within a designated Home Zone.
• The design of the shared surface has restricted traffic to single lane working and reduced mean speeds to about 14mph but further measures will be needed if a Home Zone target speed of 10mph is to be achieved.

3.2 TRL 625 Pilot Home Zones - Evaluation of Northmoor, Manchester

Northmoor was noted as being an area in 'decline' by the Northmoor Renewal Area Concept Study. This has been due to factors such as high levels of unemployment, increasing drug use and vandalism, increasing proportion of private rented accommodation creating an increasingly transient population, decline in demand for 2 bed roomed terraces, increase in crime and a deteriorating environment.

27% of the population are under 15 years of age and are forced to play in the street; the environment is 'repetitive' with no soft landscaping or gardens. There is little car ownership and much crime.

Consequently the objectives of the homezone were therefore to:

• Create a sense of identity for Northmoor
• Enhance community facilities including redesigning Crowcroft Park
• Improve housing stock by refurbishment and selective demolition
• Create open spaces; transform the repetitive terraced streets into new linear 'courtyards' where drivers are forced to travel at low speeds
• Improve pedestrian provision and implement attractive traffic management in the area
• Design structured car parking so that residents can park their vehicles close to their homes
• Reduce the opportunity for crime and upgrade lighting in the area
• Support local businesses and ensure that the Home Zone is sustainable

The outcomes are as follows:

• Surveys indicate that the appearance of the Home Zone in Northmoor has improved due to the attractiveness of plants, flowers, cleanliness and streetlights
• Most residents still have trouble parking outside their own home prompting a parking study by the local authority to find a solution
• Walking activity changed little but the Home Zone was viewed as being more pleasant
• Most residents still think that children should play in the park not on the street
• Initial low vehicle speeds have further dropped to levels acceptable in 20mph zones. More work is needed to reduce the speed to 10mph
• There is an equal split between questionnaire respondents as to whether enough had been done to make the Home Zones work in practice
• Traffic flows were reduced but possibly redistributed to Northmoor Road
• Accidents were not a problem in the Home Zone area, and it is suggested by respondents that they may have been reduced

3.3 TRL 626 Pilot Home Zones - Evaluation of Cavell Way, Sittingbourne

The introduction of the Home Zone in Cavell Way, Sittingbourne, Kent was an example of a Home Zone being introduced into an existing housing estate or 'retrofit'. The estate boarders a Single Regeneration Budget (SRB) area and can be described as being in a pocket of relative deprivation. Interview surveys showed that 83% of households had children under the age of 17 years of age and 7% of people were over 60 years old. The scheme was introduced after canvassing by the Cavell Way residents association who had concerns for the safety of children playing in the area from the speed of traffic and also in terms of personal safety as play areas were out of site of parents' homes.

Home Zone measures included:

• A gateway feature at the entrance to Cavell Way
• A road narrowing at the gateway
• Retention of existing flat top humps
• Construction of a chicane between an existing flat top hump and the spur cul-de-sac
• Raised junctions and priority changes at the spur cul-de-sac
• Introduction of seating, trees and plantings
• Central shared raised area formed by a new road alignment

It was found that accidents and near misses had been reduced since the introduction of the Home Zone, but that there had been one accident to a pedestrian and one near miss to a cyclist since the Home Zone was installed. Two thirds of adult respondents living within the Home Zone said that the ease of day to day journeys within the Home Zone had not changed.

The study showed that once the Home Zone had been constructed:

• There was a reduction in measured speed and also perceived speed and safety
• The ease of use of the area by pedestrians has been improved with them finding that motorists are more considerate
• There was very little change in the activities of the community within the Home Zone, with children using the area the same amount
• Overall amenity decreased once the Home Zone was installed, with problems areas including untidiness, rubbish, bad neighbours and too many children

3.4 TRL 633 Pilot Home Zones - Evaluation of Magor Village, Monmouthshire

Magor is an example of a historic village where a 'retro-fit' Home Zone had to be carefully implemented due to its centre being a conservation area. The Home Zone area is primarily residential with 60 dwellings, 20 small shops, a church, restaurants and public houses. Over the last 10 to 15 years there has been substantial residential development in Magor which prompted the desire to make the area a 20 mph zone to reduce traffic speeds. Further objectives related to enhancing the quality of the area, promote social activity, improve safety, air pollution and noise pollution and divert non-essential vehicles. From a 'before' survey of residents, 58% thought the scheme was 'a good idea' with 14% thinking it was 'not a good idea' and 28% were undecided.

Home Zone Measures included:

• Gateway treatments at Home Zone entry points (mainly narrowing and humps)
• Imposition of a 20mph zone to calm traffic
• Introduction of plants, trees and railings to enhance the area aesthetically
• Flat top humps at three locations
• Build-outs and bollards on approach to church
• Use of 'Stonemaster flags' to enhance the visual appearance
• Allocating more space to pedestrians through segregation
• A one way system was imposed after the Home Zone was installed

Since the imposition of the Home Zone there have been no significant changes in accident levels, mainly due to there being few accidents 'before' and 'after' the study. Also the study was only one year long which does not present and accurate representation of the area over time. Residents within the Home Zone (70%) indicated that traffic noise or pollution bothered them 'not at all' or 'not very much', either before or after the study. Many people know each other in Magor and so 'friendliness' was seen as 'about the same'. Children thought the area looked nicer with the pavements being noted as improved. The one way system is disliked. Accidents 'before' the initiative were 0.14 (according to STATS 19 data, DfT 2004) with none reported in the 'after' period. Residents did report 4 incidents involving poor driving manoeuvres with no one being injured. Significantly 78% of respondents said that motorists take priority in the street.

Other conclusions drawn form the scheme are that:

• Walking activity remained the same
• Nearly three quarters of respondents thought the appearance of the street was more attractive
• 89% people said they spent the same amount of time outside, 6% more time
• 61% people said that the Home Zone was unsafe for children to play in
• Traffic volume and speed are still perceived as a problem (particularly for children)
• Respondents views indicate that non-injury accidents have been reduced

3.5 TRL 640 Pilot Home Zones - Evaluation of Morice Town, Plymouth

Morice Town, prior to the Home Zone, was a deprived area of Plymouth with crime, business and transport problems. A popular bus route began operating and a Health Action Zone, Education Zone and Employment Action Zone led the way for a Home Zone to be introduced. Plymouth City Council wished to increase residents' awareness of their community by implementing a Home Zone to make the area more friendly safe and clean. Seating and play areas were seen as vital components in making this happen.

To realise these objectives the set of Home Zone measures became:

• Nine gateway treatments at Home Zone entry points to alert non-local drivers of the area
• Redesigning of streets and the creation of shared surfaces
• Extensive planting and landscaping using herbaceous plants
• Traffic calming measures with use of street alignment and decorative build outs
• Coloured and textured surfaces to help people understand how space is expected to be used

The changes made to the area were met positively with 74% of resident adult respondents saying that the Home Zone was 'better' and 93% saying it was more attractive. Also, 59% said that the Home Zone worked in practice due to street alterations. Children replied in similar fashion with 90% agreeing that the street looked nicer as a Home Zone and that it was more 'welcoming'. As an indicator 30% thought the street was friendlier and nearly a third of people thought that noise and air pollution had decreased. Accident statistics were only gained 'before', yet a perceived reduction in traffic and increased consideration to pedestrians made 51% (for children) and 54% (for adults) of respondents feel the street was 'a lot safer' or 'a little safer'. Walking remained the same as it was the main modal choice before the study whilst 70% of people expressed the opinion that walking was more pleasant. Other effects of the scheme are as follows:

• There was a perceived and actual general reduction in the speed of traffic and a perceived reduction in the danger from traffic, particularly to children
• There was no problem with injury accidents though most people thought drivers were now more considerate
• Aesthetics were greatly improved as well as there being a reduced fear of crime
• 22% of adults spent more time outside the front of their homes
• There was very little change in the activities of the community within the Home Zone

3.6 TRL 646 Pilot Home Zones - Evaluation of Five Roads Area, Ealing, London

The Five Roads project emerged form the 'Five Roads Forum' residents association who expressed their concerns to Ealing Borough Council in October 1998. Increases in commuters and shoppers parking on the roads had led to the area being a controlled parking zone, but a further reduction in the residents quality of life occurred through increased traffic levels; notably noise pollution, visual intrusion and safety concerns. The Forum identified the following key points they wished to address: poor environment with little public space, no parking for residents in the day time, rat running, inconsiderate parking, damage to cars by heavy goods vehicles. As a result of these concerns the Home Zone strategy was developed with these measures being incorporated into its design:

• Six gateway features at the entry points of the Home Zone
• Establishment of a 20mph zone
• Aesthetic improvements including planting and community mosaics
• A point closure of Hastings Road
• Shared surfaces and refurbished footways
• Changed road layout to incorporate echelon parking, denoted by contrasting surfaces and build outs for protection to parallel parking bays
• A Controlled Parking Zone for residents with extra lighting and child play area

In the 'after' survey, 76% of the adult respondents thought that the Home Zone made the area look more attractive. Aesthetically the street was popular but residents left planters uncared for even though they had agreed to manage them. 83% of children thought that the street was 'better' and some stated that it was cleaner. 42% of respondents thought the people in the street were more friendly and also appreciated a more peaceful and accessible environment. This led to residents saying that the area was more pleasant to walk in although 90% said it did not make them walk more often. Monitoring the Home Zone pilot also showed the following:

• There has been a reduction in measured speed and vehicle flow through re-routing
• Accident injuries were not a problem in the Home Zone area. The effect of the Home Zone could not be quantified but respondents indicated an improving situation with regard to incidents and near misses
• A third of people encouraged children to play whilst a half were still concerned about traffic
• Vehicle speeds were low prior to the Home Zone but have been reduced further by 2-8mph

3.7 TRL 647 Pilot Home Zones - Evaluation of Nobel Road, Nottingham

The Nobel Road area is a distinct and isolated part of Clifton, Nottingham's largest outer estate. Social housing accounts for two thirds of the 600 (approx) dwellings. Higher proportions of the young, old and unemployed live here which leads to tensions as much of the community space is poorly used. It was hoped that a Home Zone scheme would raise the quality of life for people in the area and create a safe and secure local environment to benefit vulnerable users. The objectives of the project were therefore: to reduce traffic speed on Nobel Road, improve residents quality of life and encourage community participation (notably there was a chance for training and employment opportunity). The objectives were incorporated into the following Home Zone measures:

• Designating Nobel Road and its cul-de-sacs as a 20mph zone
• Gateway treatments with 20mph signs
• Road humps within a narrowed carriageway to slow traffic
• 'Mini Home Zones' were also created in nearby streets
• New road layouts including surface treatments (with pinch points on Richardson Close)
• Increased parking for residents and visitors
• New landscaped community area and tree planting
• Upgrade / adaptation of existing street lighting and street furniture
• New pedestrian access from Barton Lane (Richardson Close)
• New boundary treatments to residential properties (Richardson Close)

'Before' accident data was obtained from the STATS19 database (DfT, 2000) and further information was obtained from interview surveys; including accidents (injury and damage only) and near misses. Adults considered that the advantages of the Home Zone were: slower traffic (43%), making the area look better (33%) and making it safer in general (11%). In the 'after' survey respondents were less positive about the benefits of the scheme with over half saying that the changes made did not make the Home Zone work in practice. However, three quarters of adults thought the streets looked more attractive but most residents (95%) did not think the area had become friendlier. Children (22 interviewed) were mostly impassive about the changes to the street but thought it looked better, although two children said it was worse. Little difference was made to walking habits with (97%) saying there was no difference; walking was a frequent mode choice before the Home Zone.

The study also shows that once the Home Zone had been constructed:

• The appearance of the Home Zone has been improved
• 60% of people supported the Home Zone
• Walking was more pleasant but people spent the same amount of time outdoors
• Traffic and stranger danger was still a worry
• 30% of respondent thought that motorists were more considerate to children playing
• The area is now regarded as being safer from traffic, safer from crime and having a more attractive appearance

3.8 Summary of the TRL Home Zone Studies

Home Zone schemes in the seven areas studied mainly focused on improving the quality of life for residents, notably through improved aesthetics. Each contained a safety element but this was minimised by relatively low traffic flow and speeds.

The design measures used in the studies included:

• Construction of chicanes, retention of existing flat top humps and installation of new ones
• Raised junctions and priority changes
• Introduction of seating, trees and plantings
• Gateway treatments at Home Zone entry points (mainly narrowing and humps) to alert non-local drivers of the area
• Imposition of 20mph zones to calm traffic
• Use of high quality materials to enhance the visual appearance
• Allocating more space to pedestrians through segregation
• Redesigning of streets, the creation of shared surfaces and refurbished footways
• Traffic calming measures: street alignment, decorative build outs and bollards
• Coloured and textured surfaces to help people understand how space is expected to be used
• Aesthetic improvements including planting and community mosaics
• Pinch points and a point closure of Hastings Road
• Changed road layout to incorporate echelon parking, denoted by contrasting surfaces and build outs for protection to parallel parking bays
• A Controlled Parking Zone for residents (Five Roads area)
• Increased parking for residents and visitors
• Upgrade/adaptation of existing street lighting and street furniture
• New pedestrian access from nearby street
• New boundary treatments to residential properties

Within the Home Zones, walking activity varied but was generally thought to be more pleasant as a result of changes made. Street activity in general increased with more people spending time outside their homes especially in Manchester, Plymouth and Ealing where respondents indicated a increase of 20% in street activity. For children safety concerns still worry parents with traffic being cited as the main issue affecting their decision to let their children play outside.

Accidents in the Home Zone areas are traditionally low yet respondents perception of the changes indicated that they felt there were less conflict between pedestrians and vehicles with less 'near miss' incidences being recorded.

The results of the Home Zone schemes are as follows:

• Improvement in the quality of life for the majority of residents particularly in regard to the appearance of the new shared surface area, and in perceived changes in traffic speeds, driver behaviour and danger from traffic
• This pilot scheme has highlighted the importance (and limitations) of providing for the existing demand for on street parking and the need to formalise the provision of parking arrangements on shared surfaces
• A lack of clarity in the message given to drivers at the Home Zone boundary
• Reduction in traffic speeds to levels acceptable in 20mph zones
• Improvement in the appearance of the Home Zones attractiveness of plants, flowers, cleanliness and streetlights
• There are still parking issues to address
• Walking activity changed little but Home Zones are viewed as being more pleasant
• There was a reduction in measured speed and also perceived speed and safety
• Most residents still think that it is not safe for children to play in the street
• Traffic flows were reduced through redistribution
• The ease of use of the area by pedestrians has been improved with them finding that motorists are more considerate
• There was very little change in the activities of the community within the Home Zone
• Walking activity remained the same
• Nine gateway treatments at Home Zone entry points to alert non-local drivers of the area
• Accident injuries were not a problem in the Home Zone area. The effect of the Home Zone could not be quantified but respondents indicated an improving situation with regard to incidents and near misses
• Most people supported the Home Zone idea
• Walking was more pleasant but people spent the same amount of time outdoors

4. European Home Zone Studies

4.1 European Experience with Home Zones

The Home Zone or 'Woonerf' was developed in the late 1960s where residents of Delft fought cut-through traffic by turning their streets into 'living yards'. Where channels for cars previously existed, shared areas were created, including tables, benches, sand boxes and parking bays jutting out into the street. The street had effectively become an obstacle course for vehicles, forcing them to slow down (ITE/FHWA, 1999).

Woonerven were endorsed by the Dutch government in 1976. Following their lead, the idea spread to many other European countries, including Germany, Sweden, Denmark, England, France, Japan, Israel, Austria and Switzerland (ITE/FHWA, 1999).

The key aim of these zones was to strike a balance between vehicular traffic and everyone else who uses the street, including pedestrians, cyclists, business people and residents. Home Zones are often seen as a way of 'reclaiming the streets' from car domination. Motorists are forced to drive with greater care and at lower speeds, often at walking pace. Home Zones are supported with legislation in many countries, where the speed limit is enforced at 10mph. Despite the many benefits that Home Zones can offer, they are also the source of some controversy. Some schemes have seen delays in the response rates of emergency vehicles, or where road humps and chicanes are causing large tailbacks of traffic in residential areas. There is also some concern regarding encouraging children to play in the street and creating a new danger that was not previously there (Home Zones, 2005a).

The legislation in various countries often highlights the difference in emphasis of Home Zones, particularly between British Home Zones and other European Countries. Generally, Home Zones in mainland Europe, particularly The Netherlands, Denmark and Germany, are primarily concerned with integrating traffic and residential requirements in a Woonerf. Landscaping is used to make the whole environment more pleasant and easier on the eye, with an emphasis on style rather than functionality. However, British designs tend to put the emphasis on reducing accidents from RTAs, and generally do not exploit much of the environmental enhancements inherent in schemes (Home Zones, 2005b).

Although the Woonerven were viewed as successful on local streets, they did not solve wide spread traffic problems. The design is meant for streets with low traffic volumes. The high costs involved in converted Woonerven (from the use of extensive street furniture) made it 50% more expensive than normal reconstructed streets. Traffic was successfully brought down to 15kph / 9mph, which is only sustainable for short distances on local access streets. The Dutch government attempted to see if the principles employed in the Woonerf design could be implemented on a much wider scale at a lower cost to the government. The Woonerf was compared to two other types of treatments in an experiment to see which was the most effective. This included diversion schemes involving street closures and one-way streets and now standard traffic calming techniques involving humps and other measures. It was decided that the traffic calming alternative was the most appropriate and cost-effective for neighbourhood streets. This was subsequently officially endorsed by the Dutch government in 1983. Other countries soon followed, calling their traffic-calmed streets and areas 'stille veje' (silent roads) in Denmark, 'Tempo 30' zones in Germany and 20mph zones in Britain (ITE/FWHA, 1999).

Hamilton-Baillie (2001) discusses the implementation and successes of Home Zones in four European countries; Denmark, Holland, Germany and Sweden. Segregation and integration are questioned when considering urban design. Should pedestrians and motor traffic be seen as incompatible? Hamilton-Baillie (2001) refers to Jan Gehl's four basic patterns of the relationship between traffic and more vulnerable road users. Either:

• Cars share space with others and the car dominates (Los Angeles);
• Cars are kept distinct from others (Radburn);
• Cars share space with traffic but the pedestrians and cyclists dominate; or
• Cars are entirely excluded (Venice).

Speed is an important element in reconciling people, places and traffic. In each of the countries visited (Denmark, Holland, Germany and Sweden), the emphasis on creating Home Zones with 15kph speeds has shifted towards creating area-wide reductions in speed. Copenhagen hopes to see an overall 40kph speed limit. Other municipalities are moving towards the introduction or extension of 30kph zones. It was generally found that speeds of 50kph (30mph) were viewed as unacceptable in urban areas, and therefore programmes are in place to reduce speeds (Hamilton-Baillie, 2001).

Lund in Sweden has seen the introduction of a 30kph limit across the whole of the central area. It seems that the concept has been accepted, despite initial scepticism in the local press and media. Implementation required no large scale engineering measures, although widespread improvements in the road layout and infrastructure have been undertaken (Hamilton-Baillie, 2001).

4.2 European Experience with Shared Space

Van den Boomen (2001) looks at how the 'Woonerf' concept has changed over the years in the Netherlands, and the move towards shared space in wider urban areas. An example is given of a short street between two schools in Amsterdam's Floris Verterstraat, where all the barriers, speed humps and signs have been removed. In their place, an undifferentiated raised surface has been created. At first, the change was misunderstood and not well received, primarily for fear for personal safety. However, overtime opinions shifted as traffic behaviour dramatically changed. Motorists began to slow down as they tried to work out who had priority and how they should proceed in the absence of familiar road markings. It also became apparent that children started to be more street-wise as they learnt that they could no longer rely on barriers. This is an example of using psychological techniques in design to influence driver behaviour through the deliberate mixing of different types of road users. There are no hierarchies, defined space for pedestrians, cyclists or drivers and subtle visual tricks replace signs and street markings, requiring all users to interact and negotiate (Van den Boomen, 2001).

Further examples of successful shared space in public areas include 'The Brink' (a junction) in the market town of Oosterwolde, Friesland. Until 1998, the junction was a standard asphalt intersection with lanes, zebra crossings and right of way signs. However, it has since been transformed into a junction made of just red clinkers, without the usual signs, pavements, bicycle routes etc. Although the space is used by over 4,500 vehicles a day, there have been no physical injury accidents since the redesign (there were previously on average 3 serious accidents a year) (Van den Boomen, 2001). This example is also discussed ina report by Transport 2000 (2004). The key features of the Oosterwolde scheme are listed as being:

• The removal of all traffic control features, including traffic priority rules, signs and road markings;
• The edged of junctions have been kept square and there is no footway; and
• The redesign of the junction to resemble a public square, using brickwork instead of asphalt.

Since the redesign, the 'square' is used far more as a public space, with the extension of street cafes, seating areas and a great deal more use by children; and speeds and casualties have both been significantly reduced (Transport 2000, 2004).

These new adaptations of Home Zones often encounter much opposition. 'Living without the illusion of safety, provided by light-controlled crossing and familiar devises takes some getting used to. Barriers and laws give comfort in an uncertain world' (Van den Boomen, 2001).

Hans Monderman (Friesland Regional Organisation for Safety) estimates that fatal traffic accidents could be halved by using an approach based on social behaviour (approximately 500 less victims a year in the Netherlands). However, safety and accident reductions are not the same thing and therefore, casualty figures alone should not be concentrated on. 'The traditional separation of traffic flows and the corresponding separation of public spaces is making way for areas that have their own identity and where people are able to meet again. Instead of trusting rules and regulations set by impersonal authorities, people have to agree on their own rules to determine the use of their street or junction' (Van den Boomen, 2001).

A second example of creating a shared space is given by Transport 2000. Key features of the Makkinga (Netherlands) scheme include:

• The removal of signs and road markings relating to traffic;
• Changing of street design to reflect the historical pattern of the settlement; and
• A footway that is now almost level with the highway and segregated fro traffic by bollards.

Since the redesign of the area, casualties have fallen by 10% in three years, and traffic speeds have significantly reduced to less than 30kph (18mph) (Transport 2000, 2004).

Van den Boomen (2001) reflects on how the new style Home Zones offer designers much freedom. This includes the ability to create austere village junctions, but also rustic and idyllic streets. Only one element remains taboo, which is the radiused kerbstone - streets and public spaces are no longer based on the turning circles of vehicles, but on behavioural psychology, and the details are critical.

Acknowledgements

The work described in this report was carried out in the Sustainable Communities Group of TRL Limited.

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TRL Ltd - R Layfield, D Webster and S Buttress (2005) Pilot Home Zones - Evaluation of Magor Village, Monmouthshire, TRL Report 633.

TRL Ltd - A Wheeler, A Tilly, D Webster, Y Rajesparan and S Buttress (2005) Pilot Home Zones - Evaluation of Morice Town, Plymouth, TRL Report 640.

TRL Ltd - A Wheeler, A Tilly, D Webster, D Nicholls and S Greenshields (2005) Pilot Home Zones - Evaluation of the Five Roads Area, London Borough of Ealing, TRL Report 646.

TRL Ltd - A Wheeler, A Tilly, D Webster, D Nicholls and S Buttress (2005) Pilot Home Zones - Evaluation of Nobel Road, Nottingham, TRL Report 647.

Van den Boomen, T (2001) Beyond the Home Zone - Towards the Legible Street, NCR Handelsblad, July 2001, NL.

1: Vehicular Trip Rate is number of motor vehicle trips to and from each dwelling during the afternoon peak hour.

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