Analisis Urbano de Londres 1

Towards a fine City for People
June 2004
Project clients: Assisting transport planners
The following transport planners have participated
in collecting data for the public life survey:
TfL Surface Transport Natasha Brown, London Borough of Camden

Windsor House Stuart Croucher, London Borough of Camden
42-50 Victoria Street Tim Long, London Borough of Camden
London Sw1H 0TL Peter McBride, Transport for London
Tel. no.: 020 7941 4500 Christopher Nicola, London Borough of Camden
www.tfl.gov.uk Matthew Prince, London Borough of Camden
Andrew Smith, Transport for London
Graham Tanner, Transport for London
29 Heddon Street
London W1B 4BL Assisting students
Tel. no.: 020 7478 8460
www.c-london.co.uk London School of Economics
For further information please contact The following students have participated
the Communications Team in collecting data for the public life survey:
Tal Ben Amar

Tina Bebbington
Amy DiCarlantonio
Joy Dio
Sarah Ichioka
Consultant: Daisuke Jepsen
Project manager: Jan Gehl, Professor, Professor, Dr. litt. Daniel Lee
Project coordinator: Henriette Mortensen, arch. MAA Louise Mansfield
Project team: Helle Søholt, arch. MAA, M.Arch. Chelsea Mauldin
Louise Grassov, arch. MAA Elias Redstone
Kirstine Brøgger Jensen, stud. arch. Mriganka Saxena
Line Spangsmark, stud. arch. Attila Szanto
Kristine Sundahl, stud. arch. Adam Young
Maja Erlund, stud.arch, Royal Danish Academy of Fine Arts Architecture School
Disclaimer issued by Transport for London & Central London Partnership

This study has been undertaken by Gehl Architects acting as consultant on behalf of Transport
for London and Central London Partnership acting as co-clients.
The views expressed and the recommendations set out in the report are those of the consultants
and these do not necessarily reflect the views of the clients.
Web page : This report can be downloaded from www. gehlarchitects.dk

Foreword
Bob Kiley, Commissioner Transport for London
London is a great city with many fine streets and squares that are rightly celebrated by residents and visitors alike. Sadly there are other
public places that have seen better days, where the vibrancy and success of the city have resulted in simply too many people using
certain streets and spaces thus undermining the experience of being in these areas.
I believe that making better spaces makes a better city and a city that is easier and more pleasant to get around and be in: TfL is guided
by the Mayor’s Transport Strategy and London Plan that set out proposals to create better streets for people and improve our public
realm.
The Mayor has a vision for London to become one of the world’s most walking-friendly cities by 2015. This is a very challenging aspira-
tion but would reap enormous economic and social benefits if realised. To do this we need to encourage all Londoners to make their
contribution; those who live, work and do business here. We need to think afresh about our streets and public spaces; how we use them
and how we move between and within them.
I believe London is starting to make good progress to this end. Schemes such as Congestion Charging, Trafalgar Square, Kensington High
Street and the new Thames pedestrian bridges have shown how the quality and experience of public space can be improved greatly. The
key challenge now for TfL, the London local authorities, residents, businesses and other stakeholders is how to create a better balance
between traffic and other city users and promote our city streets and squares as places to stay and enjoy rather than pass through or
avoid.
But how can we be sure that the approach taken will deliver the best results? How can we guarantee that the most effective use will be
made of the resources available? We can learn from the examples of other cities, particularly those that have set the highest standards
in providing for people and how they move around and are now reaping the benefits. That is why I welcome the involvement of Gehl
Architects in looking at how we can improve Public Spaces and Public Life in London.
Jan Gehl played a key role in the process that saw the transformation of Copenhagen city centre into a lively and prosperous place where
people can move and meet in comfort and in safety. Working closely with TfL, Central London Partnership, the local authorities and other
partners his study and report suggest how London too could be transformed. The ideas and processes underpinning the success of
Copenhagen have been exported around the world with similar extraordinary results: now it is London’s turn.
I believe that ’Towards a Fine City for People’ gives us all the confidence to build on our city’s many outstanding and unique qualities to
create a network of better places to be admired and enjoyed by all. This will strengthen London’s position as a leading World Class City.
page 3
Introduction
Patricia Brown, Chief Executive Central London Partnership
This report sets out the findings, observations and recommendations of Gehl Architects’ Public Spaces and Public Life study for London
that was commissioned jointly by Transport for London (TfL) and Central London Partnership (CLP). The study sought ways to upgrade
public spaces and improve conditions for walking and public life in London based on detailed examination of conditions at specific
locations in central London. It has followed similar lines to previous studies conducted by Gehl Architects for other cities and therefore
benefits from the experience of best practice from around the world.
Whilst the observations and recommendations in the report are based on experiences of central London it should be recognised that
the general messages are considered applicable across the whole city.
The intention of the report is to act as a catalyst for change demonstrating to key decision makers and delivery agents how London’s
public space could be transformed. It is recognised that London is a magnificent city with many unique qualities and plenty of examples
of good urban design; opportunities to build on these good points should be taken to raise overall standards for public space.
The study was conducted in two stages during the spring and summer of 2003. The first stage analysed the quality of public spaces
including main pedestrian routes, pavements, crossing facilities, squares and parks. The second stage examined the way these spaces
are used and by whom. The results provided the basis for recommending improvements.
The direction of the study and report has been steered by discussions between Gehl Architects and TfL, CLP, central London local authori-
ties, other partnerships and agencies, the London School of Economics Cities Programme and the Greater London Authority Architecture
& Urbanism Unit.
Following discussions and on-site observation Gehl Architects selected a number of key areas for examination: Euston Road, Oxford
Street (& Circus), Charing Cross Road, Regent Street, Tottenham Court Road, New Oxford Street, Piccadilly Circus, Leicester Square,
Euston Square, Covent Garden, Trafalgar Square, Waterloo Station, Lower Marsh, Hungerford Footbridges and Victoria Embankment Gar-
dens. These streets, squares and parks were chosen as they reflect the problems experienced and potential offered across London.
Translating the findings into practicable and effective schemes and initiatives will bring benefits to all who live, work, visit and do busi-
ness in London. Change is achievable and is dependent on further close partnership working between stakeholders who have already
contributed to the development of the study or have an interest in the public realm in London.
These partners will be supported by a report that is neither prescriptive planning guidance nor a transport engineering document.
Instead it is a practical tool that points the way to how incremental change to perception, culture and decision making can be effected.
It highlights a series of quick, medium and longer term ’wins’ that can be developed and implemented within the context of the Mayoral
objective to achieve a world-class walking city by 2015.
page 5
Contents
INTRODUCTION 8
Executive Summary 9
Background 14 A city of poor aesthetic coordination 58
London a city of many facets 15 Poor maintenance and unappealing street elements 59
Public Spaces and Public Life survey 16 The city by night 60
Study areas 18 Evening activities
Streets included in the study 20 Lighting 61
Squares included in the study 22 Metal shutters 62
The park included in the study 24 Security 63
Station areas included in the study 25 The Cycling environment 64
Summary of Part 1 66
PART 1. PUBLIC SPACES - Problems and potentials 26
PART 2. PUBLIC LIFE - Survey 68
Three types of pedestrian activities 28
Forming the pedestrian landscape 29 Method 70
The Traffic environment 30 Walking in the city 72
Where car is king 30 Pedestrian traffic on a summer weekday 72
A city dominated by traffic Pedestrian traffic - Summer and Winter 77
- Resulting in low priority for other city users 31 Pedestrian traffic on a summer Saturday 78
The Pedestrian environment 32 Crowding 82
Walking along 32 Street capacity at Oxford Circus 83
The footway as an obstacle course 33 Staying in the city 84
Narrow footways - crowded footways 34 Staying activities
Unacceptable congestion at Oxford Circus 35 Who spends time in the city 88
Frequent footway interruptions 36 Summary of Part 2 90
Getting across 38
Impressive creativity concerning the layout of pedestrian crossings 39 PART 3. RECOMMENDATIONS - Conclusions and Best practice 92
Missing pedestrian signals 40
Crossing at red lights 41 Introduction to Part 3 95
Detours and deviations vs. direct crossings 42 Key recommendations 96
Jaywalking - a dangerous habit 43 1. Capitalize on the unique qualities 96
Pedestrian subways 44 2. Create a better balance between traffic and other city users 98
Getting around 46 3. Improve conditions for walking in the city 102
Difficult access for people with special needs 4. Ensure access for all 104
Getting from here to there 47 5. Improve conditions for staying in the city 106
Sitting in the city 48 6. Improve the visual quality of the streetscape 110
A city without seats - Secondary seating 49 7. Improve conditions for cycling 113
Number and distribution of Public seats 50 Turning a city around 114
Comfort and appeal of Public seats 51 Process 118
Outdoor cafe seats 52 Reflections 119
Seats and sitting at lunchtime on summer weekdays 53 Turning a city around 114
Hearing and talking in the city 54 Proces 118
Climate in the city 55 Reflections 119
Looking at the city 56
Ground floor frontages
page 7
Executive Summary Introduction
Executive Summary
London is a city with many positive assets that include world-class historic and modern architecture, beautiful parks and squares and
grand streets. But against this backdrop many areas suffer from a domination of vehicular traffic whilst pedestrians and cyclists, as
important users of the city, are often given low priority and inadequate facilities. Public Spaces and Public Life - London 2004 sets out
to examine the state of selected traffic, pedestrian and cycling environments in more detail in order to find solutions to the current
situation through building on the existing good features.
Public spaces - problems and potentials

There are opportunities to improve the quality of public space in London and a series of problems to be overcome. Overall, the main
findings and recommendations focus on several key areas for action to improve the current situation:
creating a better balance between vehicular traffic, pedestrians and cyclists

improving conditions for walking and cycling
improving conditions for resting and simply passing time
upgrading the visual quality of the streetscape
promoting a shift in mind-sets towards a more people-orientated city culture
The success of the whole process relies on changing fundamentally how we think about movement in London.
The condition of pedestrian, traffic and cycling environments

The city landscape has been considered from three perspectives; those of traffic, pedestrians and cyclists. Detailed examination of
each is accompanied by a wide range of case studies of international good practice. These provide useful comparative data to support
observations and recommendations for how to improve current conditions for all street users and walkers and cyclists in particular.
The traffic environment

The general trend of increased levels of vehicular traffic in Greater London has led to worsening conditions for pedestrians
and cyclists despite improvements in central London as a result of the congestion charge. Furthermore, the streetscape is
principally designed for the motor vehicle often to the exclusion of other types of user. For instance guard railing, staggered
pedestrian crossings and pavements interrupted by side roads are designed to ease motor traffic movement but all detract
from the street environment and walking experience.
Introduction - page 9
Introduction Executive Summary
The pedestrian environment

Providing quality, lively open space where people feel happy to wander, linger and rest will encourage people to socialise more
in public places. At present walking is the dominant activity in London’s streets and squares and can be classified by three
different types:
necessary: functional, such as shopping and commuting

optional: recreational, including walking for pleasure, sight-seeing
social : such as sitting and reading, relaxing at a pavement café, looking and talking
Optional and social activities are seen as indicators of a successful city environment and developing conditions to encourage
such activities is therefore considered essential. However, whilst there are concentrations of cafés and other amenities in
certain areas, in general there are relatively few facilities such as seating and public art to encourage social or optional
activities.
Overall London has not been designed with recreation in mind and it is noticeable that there are few children or elderly
using the streets and limited accessibility for those with mobility impairments. To support this, survey results from Regent
Street and Tottenham Court Road show that approximately 96% of all pedestrians are between the ages of 15 and 64.
Walking in London is currently identified as being essentially functional and is largely undertaken out of necessity. For
example, most locations studied showed that there was little seasonal or daily variance in pedestrian flows suggesting that
walking is predominantly on a ’need to’ basis and not - as found in many other cities - combined with extensive promenading
on good days.
Other survey results indicate that public space often fails to cater adequately for the needs of the pedestrian: for example there
is evidence to suggest that some of the busiest pavements are frequently overcrowded. Oxford Street west of Oxford Circus is
cited as being particularly crowded with 80% of the daily pedestrian traffic being beyond comfortable walking capacity.
However these and other such findings need to be viewed in the context of the historic built form of much of the city and in the
light of past planning policies.
The cycling environment

The introduction of Congestion Charging presents an opportunity to re-examine how we use our space both for walking and
cycling. London has excellent natural conditions for developing a cycling culture: in general it is relatively flat and the city
centre is reasonably compact. Consequently this often favours quick and comfortable journeys by bike. However there are not
enough cycle facilities at present to encourage any significant numbers of people to take up cycling.
Serious consideration needs to be given to developing a network of safer, quality routes to a consistent standard and format
alongside an education programme for all road users on how to be aware of, and respect, each others’ rights and needs.
Turning a city around - the levels of change required

The problems and opportunities that London faces are compared at three levels:
city-wide: macro-level, where issues are generic to the whole city and fundamental to the overall nature of movement
area-wide: looking at conditions applicable within localities
detailed: micro-level, where specific details on streets and squares are identified
City-wide issues
At the locations surveyed the issues that emerged regularly were:
vehicular traffic dominating the streetscape, conflicting with other road users as well as contributing to high noise
levels
pedestrians often crossing roads away from designated facilities, also when the lights were against them; there are
examples at Piccadilly Circus where three out of every four people crossing the road risked doing so when vehicular
traffic had priority
poor conditions for cyclists and little awareness of cyclists’ needs by other users
These issues are compounded by the lack of data on pedestrian movement meaning that until now the pedestrian has been
largely invisible in the planning process.
Introduction Executive Summary
Area-wide issues
The problems are varied and include:
pavements that cannot adequately accommodate the volume of users
interruptions to journeys on foot as a result of poorly designed crossings, staggered crossings and subways
unwelcoming streets due to bad lighting or a lack of active, attractive ground floor frontages
Detailed issues
At the ’micro-level’ the problems that occur on the street include:
guard railing that ’herds’ people on pavements
clutter and obstruction from excessive and poorly sited street furniture
lack of seating which restricts social interaction
difficult access for the disabled, elderly, infirm or those with pushchairs
generally a poor street environment
Improving conditions for public space and public life

The overall aims and benefits of implementing changes at the city-wide, area-wide and detailed levels are identified as:
encouraging more journeys on foot and by bike, with associated environmental and economic benefits
getting more people to rest and spend time in the city to engender a more vibrant, interactive public space
safer, better public transport interchanges (especially buses)
more accessible streets and town centres
the revitalisation and regeneration of town centres
To achieve a quality public realm London needs to shift from being a city that people simply pass through as part of a functional journey.
It needs to become a series of more interactive spaces that offer opportunities for a wide range of activities to take place within each
area. The design of these quality spaces and places must reflect how people move rather than focusing primarily on vehicular traffic.
A range of solutions is proposed to create these conditions:

celebrating London’s potential as a ’green’ city and maximising the use of facilities such as the city squares, the River Thames
and the parks
creating a better balance between vehicular traffic and other road users
improving road safety
reducing the impact of traffic on the city environment
providing further quality solutions for public transport
developing a coherent pedestrian policy
enhancing the walking experience by introducing streets with greater pedestrian priority
removing obstacles on the pavement such as unnecessary signposts and badly located litterbins
developing more interesting walking routes and places where people can relax with public art, landscaping, planting and
seating
upgrading pedestrian crossings and improving access for all
creating a robust design policy that takes account of climatic conditions (such as the value of direct sunlight in seating areas)
when designing public space
upgrading building facades
improving conditions for cycling
The process of introducing change

The process of how change is pursued and managed is critical. It will take time to effect change and the solution cannot be prescriptive
but must develop and evolve over time. The process needs to be iterative, from initial discussion to developing a strategy with ongoing
evaluation, implementation and restructuring.
It needs also to be adaptable and responsive to change as well as being inclusive, involving not only the key decision makers and
delivery agents but also Londoners; encouraging them to enjoy and use their city. The importance of leadership, vision and commitment
to drive the whole process is the key to successful change and a successful city in the future that meets the demands of all who visit,
live or work in it.
London has the potential to be a truly great walking city but it will require dedication, collaboration and considerable human and
financial resources.
Introduction Background
Primrose Hill
Background
This report draws on the special knowledge of GEHL Architects of city environments and Jan Gehl´s extensive
research on public life issues.
Edgware Rd
As such, the findings and recommendations shown are based on an attitude towards planning that stresses the
Linkages Com merce Institu tions importance of the human scale and design based on how people use spaces.
Euston Road
Euston
Paddington The report suggests a strategy by which incremental change to perception, culture and decision-making can be
Street
Kings X
effected. It is neither prescriptive planning guidance nor a transport engineering document. The report is meant
Court Rd
SHOPS + MARKETS to act as a catalyst for change, and therefore introduces a process of developments intended to demonstrate
Oxford Street how a city´s public space can be transformed.
Regent
Marble Arch
Tottenham
Park Lane
Developing a new culture

GOVERNME NT + STATE The study is intended to build on a process - to change the existing traffic culture towards a more urban and well-
Strand + balanced handling of pedestrians, cyclists, vehicular traffic and to take the pressure off public transport. When
Westminster Embankment a better balance is achieved, new ways of using the city will develop as seen in other cities. A new city culture
Hungerford
can be developed resulting in a city that is healthier in both environmental and economic terms, more vital and
RIVER THAMES liveable as it will invite people to spend time in the city, to visit the city and to live in the city. Long-term quality
South Bank South Bank
improvements of the public realm can invite more people to walk or cycle and thus take the pressure off the
CULTURE + ARTS public transport system.
Cultures and climates are different all over the world, but people are, in essence, alike. People will make use
of, walk and position themselves in public spaces the same way, as the qualities of a space affect our human
senses. The new culture that can develop in London should be based on these qualities and invite people to use
Elephant & Castle
the city in all aspects of life.
Diagram of the special structure of London,
developed through centuries.
Acknowledgement: Terry Farrell & Partners
London - a city of many facets Introduction
London - A vibrant and unique city

London is a fabulous city - with a unique identity and atmosphere.
London is diversity, complexity and grandeur. A mix of beautiful English streetscapes and open spaces,
grand monuments and ever-present history. London is spaces of human scale, beautiful architecture
and fine architectural detailing. London has the hustle and bustle of a metropolis - it is buses and taxis
that establish this quality of movement. And not least - London has a pulse. It is vibrant and full of
colourful people 24 hours a day, weekdays, weekends, summer and winter.
The special character of this city is unlike that of Paris, or New York……it has complexity and layers of
elements - tradition, history, people and change.
City level City level

Photo credits: Royal Parks Agency Seen from both the aerial view and at city scale London is wonderfully dense with strong landscape
elements as the River Thames and the great number of parks that act as breathing spaces in the city
form. Mass transport nodes are incorporated and interweaved into the built urban fabric of the central
city, connecting the outer suburban areas with its beating heart of the city.
Public Space level

Within the city public spaces are beautiful and there are a range of grand monuments. The majority
of streets in London have an interesting and wonderfully detailed built edge and fine architecture,
whether it is a large street in the centre or a local residential street. Squares and spaces between the
buildings are part of the city fabric and carefully interrelated to the buildings surrounding them.
Detailed level
But seen with the eyes of thousands of pedestrians, the city has great problems and the London
identity is lost. Getting around in the city is not a quality experience, resulting in few recreational
activities and little time spent in public spaces. People are constantly moving, rushing from place to
Public Space level place. Speed and a high level of activity in terms of numbers of people is the sign of a vibrant large city.
Photo credits: London Development Agency Great activity in terms of time spent in the public spaces is the sign of a city of high urban quality.
A better city for people

London is a city rich on people, who bring colour, variety and inspiration to its public spaces, in a way
unique to this city. To make London a better city for people is to create an even livelier city with good
conditions for walking, recreation, outdoor activities and social life. People need to be offered places
to linger and rest to ensure the city is not a mere transit zone where people are busy walking from A to
Z but seldom stay to enjoy.
» It is a strong belief throughout this report that London can build on its
potentials and become one of the most people-friendly and lively cities in
Europe once people are given space and respect «
Detailed level
Photo: St. Giles Circus
Introduction Public Spaces and Public Life survey
Reconquered cities 1 (Source: New City Spaces by Gehl & Gemzøe 2001)
Reasons for studying public life in cities

There is more focus than ever before on the human dimension in city planning and the
need for quality in the public realm of our cities. Cities all over the world are rediscovering
their public spaces and a general awareness has been awakened regarding the need for
dignified, high-quality city environments for people. People are invited to reclaim their cities
and restrictions are being made to reduce parking and traffic in central city areas in order to
make room for more people-oriented activities.
However two opposite directions in city planning can presently be identified. In some
cities, the abandoned cities, walking and public life is disappearing, emphasising that life
is becoming more and more privatized. In other cities, the reconquered cities, public life
is carefully supported by the introduction of good pedestrian environments in order to
supplement the private life spheres with a well-functioning public domain, inviting people
to walk more and stay longer, offering a wide range of attractive public activities. The fact
that people in all parts of the world respond eagerly and enthusiastically to these new
Barcelona
opportunities for walking and participating in public life in public spaces, indicates that the
Visionary thinking and pioneering public space policy
walking environments and other types of public spaces where people can meet are important
For the past two decades, Barcelona has been the most
assets in present day society (possibly even more so than 20, 30 or 50 years ago).
important source of inspiration for architects, landscape
In a world being steadily privatised public spaces are gaining in importance.
architects, urban planners and politicians who work with
public spaces. Nowhere in the world can the viewer see
Information about public life
in one and the same city so many different examples
Most cities have excellent statistics about traffic flows and parking patterns. Thus the issues
of new parks and squares and so much exuberance and
of traffic and parking are generally well represented in planning processes. However, when it
experimentation in their design.
comes to insight and information about city quality as seen from a pedestrian point of view
Barcelona has been both radical and imaginative in
and about how the public spaces actually function for the people who use the city, there is
implementing its public space policy. In only a decade,
usually little information available.
several hundred new parks, squares and promenades were
created by tearing down dilapidated apartment buildings,
It is the purpose of this study to collect such information and make it easily accessible to
warehouses and factories, as well as by renovating existing
the residents, politicians, city planners, developers, landowners, business associations and
squares and regulating traffic to benefit pedestrians.
other groups who work to improve the quality of the public spaces. This will make it possible
in the future to follow new trends, identify changes in the use pattern of the city, and create
a general public awareness of the quality of the city.
Placa del Paisos Catalans, Barcelona
Public Spaces and Public Life survey Introduction
The Public Spaces and Public Life study
Introduction
Presentation of study area, selected streets, squares and station areas.
General characteristics of the selected areas.
Part 1 - Public Spaces

An analysis of the actual physical conditions provided for pedestrians.
How are the public spaces organised, designed and equipped?
What are the conditions offered for walking and spending time in the city?
What is the traffic situation like?
What are the major conflicts with pedestrian movements?
Through qualitative analysis the public spaces in London are evaluated as to how people
are accomodated in the city today. The analysis covers both the issues related to walking
Lyon and getting around in general, and the issues regarding spending time in the city.
Poetic, coordinated and social public space policy
The city of Lyon has renovated many of its public spaces
Part 2 - Public Life
on the basis of a cohesive policy formulated in 1989. The
Presents a survey of pedestrian activities on summer and winter days in the selected
political will to make comprehensive changes existed along
spaces.
with the conviction that the entire city was involved, both
How are the streets, squares and parks in the study area used ?
socially and architecturally. The objective has been a better
How many people are walking in the streets ?
city for all or “a city for people”, as it has been formulated.
How many activities are going on ?
Several hundred urban improvement projects have been
What goes on summer / winter and weekdays / Saturdays ?
carried out to renovate outdoor areas in the suburbs,
Which groups in the population use the spaces in the city centre ?
extending to the renovation of the city´s main streets and
The data is divided in observations regarding pedestrian traffic and observations regarding
squares. Characteristic of the public space policy in Lyon is
staying activities. Together, the data gives information on the present state of public life in
work with traffic, creating a large number of parking spaces
the city. Issues of quantity and quality are discussed.
under the many newly renovated squares, and the use of a
fixed set of furnishings and materials.
Part 3 - Recommendations
Based on the above-mentioned analysis and use surveys a general evaluation of the
pedestrian activity patterns as well as the quality offered for people by the public spaces
will be discussed. Finally, problems and potential in London city centre will be outlined
and suggestions and broad strategies for quality improvement will be presented. All
recommendations are, as mentioned earlier based on the ideas of a new mindset as
described in the introduction. As such, the recommendations present a number of different
ways to go. The recommendations cover the detail, space and city level and are presented
in a general form as a summary of the contents of the report. Based on the findings in the
report, what needs to be done to solve the issues is presented. Again, the most important
recommendation is to change the way of thinking about traffic and people and the way
streets and squares are organised for people today. A more critical eye on the present
conditions is needed if changes are to be achieved.
Place des Terreaux, Lyon
Introduction Study Areas
Euston Road
British Library
Euston Square
Tottenham Court Road
Regent St New Oxford St
Oxford St
Charing Cross Road
Piccadilly Covent Garden

Circus
Regent St London - study areas
Leicester Streets, Squares, Parks and Railway Stations included in
Square Victoria Embankment Gardens the study area:
Trafalgar
rafa
falga Square
Hungerford Streets:
Footbridge
Charing Cross Road (St. Giles - Trafalgar Square): 900 m
S Waterloo Station
Euston Road (Tottenham Court Road - King´s Cross): 1250 m
Hungerford Footbridge: 325 m
Lower Marsh Lower Marsh (Waterloo area): 300 m
New Oxford Street (St. Giles - Kingsway): 700 m
Parts of Oxford Street (near Oxford Circus): 450 m
Regent Street (All Souls - Piccadilly Circus): 850 m
Tottenham Court Road (Euston Road - St. Giles): 1070 m
Squares:
Covent Garden (included in the Public Life study only):
London city centre - about 22,500 m2
Congestion charging zone: 24,700,000 m2 Euston Square: about 4,200 m2
Leicester Square: about 10,000 m2
Selected study areas inside the 400 800 1200 m
Piccadilly Circus: about 4,500 m2
Congestion Zone 1 : 40,000
Trafalgar Square: about 20,000 m2
Many city centres cover an area of about 1,000,000 m2, defining a distance of about 1 km from one end to another, which is Parks:
what people normally accept to walk when they are in the city for shopping and outdoor activities. As such, the main shopping Euston Park : about 6,800 m2
street in Copenhagen, Strøget, is 1 km. The previous Public Spaces and Public Life surveys have study areas of approximately Victoria Embankment Gardens: about 47,000 m2
this size, except Melbourne, Edinburgh and Riga which are somewhat larger. (PSPL surveys have been carried out in Adelaide, (north of Embankment Station)
Copenhagen, Edinburgh, Melbourne, Oslo, Perth, Riga and Stockholm).
Given that central London covers an extremely large area (24,700,000 m2), specific streets and squares have been chosen for Station areas:
this study. All areas comprise common problems and individual problems. Together, the study areas provide a broad aspect of Euston Station
central London and the problems and potential which are contained here. The study focuses on the human dimension in cities - Waterloo Station
the various quality aspects regarding public realm and the relationship between motor traffic and pedestrians.
Study areas Introduction
Copenhagen Melbourne city centre Stockholm city centre Edinburgh

A better city step by step 2,300,000 m2, pop. 3,5 m. (city region) 1,250,000 m2, pop. 1,2 m. (city region) 2,480,000 m2, pop. 450,000
Copenhagen’s old main street was pedestrianized in 1962, (city region)
marking the start of what was to become extensive
renovation. Over a period of four decades, many of the streets
and squares in the inner city were gradually transformed
into wholly or partially car-free space. This created good
conditions for walking and urban recreation activities in
the city centre. Systematic studies of the develoment of
city life show a marked increase in activity in step with
improvements. Cutting down on the traffic in the city centre
along with gradually reducing parking options has helped
limit car traffic in the inner city substantially. At the same
time, a targeted policy to create better conditions for bicycle
traffic has strengthened Copenhagen’s position as a cycling
city.
Riga city centre Copenhagen city centre Birmingham

2,160,000 m2, pop. 1,2 m. (city region) 1,150,000 m2, pop. 1,35 m. (city region) 1,525,000 m2, pop. 2,3 m.
(city region)
Comparison with other cities

Studies of other cities will be used for comparison with the London
findings. Comparisons will provide insight into what has been done to All maps are shown in scale 1 : 40,000
combat similar problems in other cities.
400 800 1200 m
Strædet, pedestrian priority street, Copenhagen Cities such as Stockholm, Copenhagen, Adelaide and Lyon will provide
valuable references for comparisons.
Introduction Streets included in the study
All sections are drawn at counting positions for the public life survey. Drawings are shown in scale 1:500
Regent Street Oxford Street New Oxford Street
Total length 1200 m Total length 1960 m Total length: 690 m

Length included in the study: 850 m Length included in the study: 450 m Street width: 17 - 21 m
Street width: 25 - 28 m Street width: 17 - 28 m Footway width (effective): 5m
Footway width (effective): 4-7m Footway width (effective): 3 - 12 m Pedestrian traffic, weekday 08 - 22: 18,000
Pedestrian traffic, weekday 08 - 22: 61,000 Pedestrian traffic, weekday 08 - 22: 138,000 Bench seating: 0
Bench seating: 0 Bench seating: 132 Outdoor cafe seating: 85
Outdoor cafe seating: 179 Outdoor cafe seating: -
4m 7m 1m 7m 5m 6m 7m 8m 5m 11 m 5m
24 m 21 m 21 m
Regent Street Oxford Street New Oxford Street

Shopping street dominated by classic architecture and a Shopping street with large numbers of pedestrians and Local street with smaller hubs of cafes and shops. Divided
curved course. vehicles. into smaller parts by junctions.
Streets included in the study Introduction
All sections are drawn at counting positions for the public life survey. Drawings are shown in scale 1:500
Tottenham Court Road Euston Road Charing Cross Road
Total length: 1070 m Total length: 1700 m Total length: 870 m

Street width: 17 - 29 m Length included in the study: 1250 m Street width: 19 - 26 m
Footway width (effective): 3-8m Street width: 27 - 60 m Footway width (effective): 4m
Pedestrian traffic, weekday 08 - 22: 45,000 Footway width (effective): 3 - 10 m Pedestrian traffic, weekday 08 - 22: 43,000
Bench seating: 24 Pedestrian traffic, weekday 08 - 22: 27,000 Bench seating: 24
Outdoor cafe seating: 176 Bench seating: 0 Outdoor cafe seating: 146
Outdoor cafe seating: 42
4m 10 m 4.5 m 2m 4m 10 m 3.5 m
7m 12 m 13 m 11 m
18.5 m 17.5 m
45 m
Tottenham Court Road (TCR) Euston Road Charing Cross Road

TCR is lined by smaller pockets of public space with great Main arterial road dominated by vehicular traffic and large Tree lined, with many smaller unit shops. Central part of
potential for future use. scale buildings. night life.
Introduction Squares included in the study
Four squares have been selected for the study. Each square represents different problems and potentials. Together, the squares create a catalogue of themes to be
considered when addressing problems in the pedestrian landscape. Piccadilly Circus is dominated by vehicles leaving only minor parts for recreational use. Leicester
Square is one of the very few car-free squares, today over-utilised. Trafalgar Square is a large gathering point, but is still dominated by traffic even after renovation. Euston
Square and Euston Park are entry points to the major public transport node of Euston Station and Euston bus terminal.
t
ee
Lei
Str
urn
ces
nbo
ter
Cra
Pla
ce
nu e
Ave
Glas
sho
use
y
Lei
bur
S tree
t
ftes
ces
Sha
ter
Str
ee
t
et
Coventry Stre
et
Stre
ent
Reg
e et
Str
try
ven
Co
Re
ge
ill y
cad
tSn
Pic
tre
et
Irving S
treet
eet
n Str
Panto
1 : 2000 1 : 2000
St Ma
Piccadilly Circus Leicester Square
r
tin´s
Stree
Total area: 5,950 m2 Total area: 8,850 m2
3,700 m2
t
Pedestrianized area: 1,950 m2 Park area:
Bench seating: 0 Bench seating: 120
Outdoor cafe seating: 0 Outdoor cafe seating: 583
Character: A traffic junction connecting various Character: Leicester Square has a high concentration
central locations with great intensity and many neon of cinemas, cafes and restaurants and thus a rich
signs. outdoor life, especially during the evenings.
The pedestrian area is situated at the southern end The park in the middle of the square is framed by
around the Eros Fountain. trees and is a secluded, quiet spot for a break.
Squares included in the study Introduction
n
tio
Sta
ston
Eu
ad o
Mall
Cross R
Pall re
ua
n Sq
sto
Eu
Charing
rk
n Pa
sto
Eu
n d
ra
St
ad
Cocksp n Ro
u r Street sto
Eu
North
u mberl
and A
venu
e
1 : 2000 1 : 2000
Trafalgar Square Euston Square & Euston Park

Whit
eha
Total area: 27,000 m2 Euston Square (ped. area): 4,200 m2

ll
Pedestrianised area: 12,650 m2 Euston Park (ped. area): 6,800 m

Bench seating: 82 Bench seating: 212
Outdoor cafe seating: 16 Outdoor cafe seating: 0
Character: Trafalgar Square is London´s historic, Character: Euston Square is secluded from Euston
monumental square, just recently renovated. The Park and Euston Road by buildings. People use the
National Portrait Gallery and Trafalgar Square are now area mostly in connection to bus and train rides.
connected and a staircase between the museum and Euston Park is quite poorly maintained and
the square provides secondary seating. designed and, further more, suffers from noise and
fumes from Euston Road.
Introduction The park included in the study
ce
y Pla
vo
Sa
nt
me
nk
ba
Em
ria
to
Vic
lk
Wa
te
Victoria Embankment Gardens (north of Embankment Station)

rga
te
Wa
Total area (northern part): 17,000 m2

Bench seating: 550
Outdoor cafe seating: 82
Character: Victoria Embankment Gardens is a recreation area close to the

Vi
llie River Thames predominantly used for lunch breaks in a busy city district.
rs
St
re Facilities for seating varies, including outdoor cafe seating, public benches
e t and public deck chairs used in front of the stage where performances take
place during the summer.
1 : 2000 Embankment Station
Station areas included in the study Introduction
ad
Ro
rk
Yo
Waterloo Station Square
W
ate
rlo
oR
oa
d
sh 3m 8m 3m
ar
M
we
r 14 m
Lo
Section - Lower Marsh 1 : 500
Hungerford Footbridge Waterloo Station area
Waterloo Station Square: 5,500 m2
Lower Marsh
Total length: 330 m
Width: 11 - 17 m
Pedestrian traffic, weekday 08 - 22: 12,000
1 : 5000 Character: Waterloo Station is a gateway to London and for many visitors is their
first impression of the city. The station has poor pedestrian access.
Lower Marsh is a market street just behind Waterloo Station with an interesting mix
of shops and a diverse public life.
Lower Marsh
PART 1 - Public spaces
Problems and Potentials
Contents of Part 1
Forming the pedestrian landscape
Traffic environment
- where Car is King
Pedestrian environment
- walking along - hearing and talking

in the city
- getting across - climate in the city
- getting around - looking at the city
- sitting in the city - the city by night
Cycling environment
- cycling in the city

Public Spaces - page 27
Three types of Pedestrian Activities
Three types of pedestrian activities

Activities in public spaces
Of the three distinct categories of activities that people carry

Necessary activities
out in public spaces - NECESSARY ACTIVITIES, OPTIONAL
The things that have to be done:
ACTIVITIES AND SOCIAL ACTIVITIES - the optional and social
Going to school, waiting for the bus, shopping and going
activities are key to city quality.
to work. These activities occur regardless of the quality of
the physical environment because people are compelled to
In poor quality city areas, one will only find necessary
carry them out.
activities ie. people doing things they have to do.
A Good City provides good conditions for the many necessary
In good quality city areas, one will find not only necessary
activities and will retain and strengthen these activities over
activities (carried out under decent conditions) but also
time.
a multitude of recreational and social activities. However
these activities will only happen if the circumstances are
right; ie. if the city offers tempting, good quality spaces. This
is why a good city can be compared to a good party, people
stay for much longer than they planned because they are
Optional activities (urban recreation)
enjoying themselves.
Activities people are tempted to do when climatic conditions,
surroundings and the place are generally inviting and
Life in cities = Number of people + Time spent
attractive. These activities are especially sensitive to quality.
They only occur when quality is high.
Below:
Covent Garden - a place where Londoners as well as tourists
A Good City is characterized by a multitude of optional
come to enjoy the outdoor restaurants, the urban setting
activities. People come to town, find the places attractive
and the liveliness of the place.
and stay for a longer time. A great, attractive city can always
be recognised by the fact that many people choose to spend
time in its public spaces.
Social activities
These activities occur whenever people move about in the
same spaces. Watching, listening, interacting with other
people, passive and active participation.
A Good City offers a wide range of necessary as well as

attractive optional activities, and because many people use
the city, there are many people to meet, watch and speak to.
The city becomes a lively and wonderful city. A people city.

Forming the Pedestrian Landscape
A key word list for Urban Quality
Urban Quality is the overall key term for the understanding how the relationship between cities and people works.
P
When urban quality is low, the number of pleasure visits and activities are low. The activity is limited to the most
R Traffic Security necessary visits and walks, which people do because they are compelled to carry them out.
O - Protection against traffic accidents - Lived in / used
T - Pollution, fumes, noise - Streetlife Together a number of issues form the public spaces and the way we act when in the city. These issues are presented
- Visibility - Streetwatchers
E - Overlapping functions in in a key word list for Urban quality:
C space & time
T Traffic
I A very dominant factor. If there is too much traffic, the environment deteriorates due to noise and fumes, the space
O for pedestrians is limited, more accidents happen and there is increased fear for pedestrians.
N
Security
Lack of city centre residents and 24 hour activities create a deserted city at night, where people avoid coming. This
Walking Staying creates a downward spiral.
- Room for walking comfortably - Staying zones
- Interesting layout of streets - Good possibilities for sitting, Walking
- Interesting facades view, sun, people to watch
- Good surfaces - Good seats Poor walking conditions prevent pleasure walks and make the city difficult to get around, especially for pedestrians
- No obstacles - Good local climate with special needs (e.g. children, the elderly). A lack of visibility, signage, many under- and overpasses and an
- Good accessibility to key points - Soft edges, inviting facades for
- Few footway interruptions resting inconsistent street layout adds to discomfort, disorientation and general confusion.
- Benches for resting
C -
-
Convenient crossings
Access for everybody, ramps, - Points of support for leaning
O elevators etc.
Staying
M City life is more than walking. When possibilities for resting at conveniently-located and inviting sitting areas are
F not present, the public realm turns into a transit zone where only walking take place. The city environment is poorer,
O people with special needs stay away and possibilities for enjoying the city are greatly reduced. It is important for
Seeing, talking, hearing Activities & Interaction the ambience that people are invited to spend time in the city.
R
T - Reasonable seeing distances - Invitation to physical activities,
- Free vistas play and entertainment - day & Seeing, talking, hearing
- Interesting views night and summer & winter Seeing, hearing and talking are part of social interaction. When talking and hearing is made impossible by a noisy
- Good lighting (evening / night)
- Low noise level environment, people will give up even trying to communicate, thus eliminating another aspect of the joy of life.
- Bench arrangements Enjoying nice views and vistas when staying and walking in the city is part of the city experience and reduces the
- »talkscapes«
perception of time used for the journey.
Activities & Interaction

Other city activities ought to be considered, such as skating + jogging, activities for special age groups as well as
day and night, summer and winter activities.
E
Climate Aesthetic quality
N Climate
J Protection against: - Good design & good detailing
Being able to enjoy the sun in all parts of the year is a most important part of northern European living. Shaded,
- Wind / draft - Views / vistas
O - Rain / snow - Trees, plants, water windy places are deserted places.
Y - Cold - Clean streets and squares
Good lighting quality
-
M Possibilities for: - Good materials Aesthetic quality
- Sun Building scale dimensioned to
E - Warmth
-
the human scale The aesthetic qualities are part of our perception of city quality. What we touch and what we look at close by and in
N the distance form the urban experience. Garbage, bad maintenance, poor quality street furniture and poor lighting
T tell a story about a city not being carefully looked after.

Where Car is King A City dominated by traffic
The Traffic environment
Paddington, London St. Giles, London
Congestion / Car is king

London has suffered from heavy traffic congestion.
Gradually traffic has grown and measures have been taken to ease vehicular traffic through central
London. This is a pattern seen in all European cities where car dominance has gradually worsened
conditions for pedestrians to walk, rest and generally enjoy the life of the centre.
Neglect of pedestrians
The overall aim and concern over the years has been to get cars moving and to loosen up
traffic congestion in the city. Pedestrians have had a very low priority in this process where the
concern about traffic is steadily deteriorating walking conditions. This is the case in London
where conditions offered for pedestrians are extremely poor. The general walking environment is
dominated by guard railings, poor crossings with insufficient markings or no pedestrian lights,
footways interrupted by delivery lanes or side streets, insufficient or poor lighting, noise, fumes
etc.
No one has intended it to become like this - it has slowly happened over the years.
Congestion Charge / Towards a People City

With the introduction of the Congestion Charge, traffic within the Congestion Zone has been
reduced by about 20 %. This is good news and calls for a plan that deals with the traffic problems
still present in the city centre and for improvements of the overall pedestrian environment.
Planning needs to change its focus from cars to people, in order to secure a much better balance
Regent Street, London between traffic and people activities.

- Resulting in low priority for other city users Where Car is King
The majority of all difficulties related to walking are caused by the high priority placed on vehicular
traffic. Car has been king for a very long time and there is no end to pedestrian hardships. Below
are displayed some general problems facing pedestrians and cyclists in London. All represent daily
moments of irritation and danger.
Obstacle course on the footway Narrow footways Unneccessary footway interuptions Difficult crossings
Poor access Lack of room - lack of seats Cluttered streetscape Poor conditions for cyclists

Walking along
There is more to walking than walking ........

Walking is a healthy and environmentally friendly mode of traffic, but it is much more.
The Pedestrian environment
Walking is about experiencing the city at an appropriate pace, looking at shop windows, beautiful
buildings, fine details, other people, traffic moving etc. Taking rests on carefully placed benches
with nice views can be a valuable part of the walking experience.
People are careful with their use of personal energy. As such we do not enjoy walking detours when
the destination can be seen straight ahead. We do not enjoy walking up and down stairs if it can
be avoided, and we enjoy being able to walk at our own pace, whether it´s a leisurely stroll or a
more energetic pace.
In London, walking along straight lines with few diversions is a rare experience. Footways have
gradually been turned into obstacle courses with relevant and non-relevant street furniture, many
changes in levels, minor side streets interrupting, detours and long waiting periods at crossings,
crowded and narrow footways and many more hardships to be faced everyday.
All in all, the various obstructions of normal walking pace create a stressed atmosphere, where
pedestrians are annoyed and constantly try to find their natural walking pace and rhythm.
This is why pedestrians jump guard railings, walk on the road, and run across roads on red lights
- all dangerous situations both for pedestrians and drivers. Pedestrians constantly seek the most
natural way to move - in a straight line, at the same level, at their own pace.
The following pages will describe the problems pedestrians face every day.
What pedestrians want - no obstacles - wide footways - no changes in level
Rue de la Republique, Lyon
What pedestrians get - slalom course on the footway - narrow footways - frequent, unnecessary footway interruptions
The footway as an obstacle course Walking along
Guard railing Commercial activities - Daily harassments

Long stretches of London streets are fenced in by guard
railings, causing a cluttered footway and diminishing the
aesthetic qualities of the entire streetscape. The railings have
been introduced to protect pedestrians from accidents, the The spaces in the study area carry the following
idea being that the railings will keep overcrowded footways amounts of linear guard railing:
from spilling into the street and force people to cross the
streets at few selected spots. Piccadilly Circus 425 metres
Guard railings ought not to be part of a modern traffic Oxford Circus 199 metres
system. It is unsuitable for citizens to be fenced in or forced St Giles Circus 160 metres
to walk detours to cross the street. The result is people
jumping the fences, walking at the roadside waiting for a Regent Street 52 metres /per 100 m
hole in the railing etc. Tottenham Court Road 22 metres /per 100 m
Charing Cross Road 17 metres /per 100 m
Guard railings are put in to prevent dangerous pedestrian New Oxford Street 23 metres /per 100 m
behaviour and reduce accidents, but create other dangers. Euston Road 106 metres /per 100 m
Means to solve these problems in better ways include Above: Large billboards and flyers are part of the
widening footways to allow more space, creating safe harassments at Oxford Circus and add to the general
pedestrian crossings where needed, regulating traffic speed The amounts of guard railing on the streets mentioned confusion.
and access and addressing key issues regarding the are averages of the amounts placed throughout the Advertisements and signs that reach far into the street leave
relationship between pedestrians and vehicles. streets on both sides. only narrow spaces for pedestrians.
These are measures which have successfully been introduced Other hardships are people, who in their eagerness to sell
in a number of European cities e.g. Bilbao. goods or advocate for a special store, event or religion,
become part of the problem. These people are especially
fond of crowded places where they will stand, often in the
middle of the footway, causing obstruction to the pedestrian
Below: Below: Guard railing coming round corners forces flow.
Pedestrians often get trapped outside guard railings and pedestrians to do detours, creates an abrupt walking Below: Some shops put out a number of signs - often telling
are forced to climb the railing to reach the footway. rhythm and often causes crowding . the same story

Walking along Narrow footways - crowded footways
December crowding in Regent Street

With narrow, cluttered footways and huge volumes of
pedestrian traffic, crowding becomes a frequent and very Observations showed that footways are not crowded for the
unpleasant aspect of the London streetscape. whole stretch, but at certain points like knots on a string.
People tend to walk in groups, or ‘platoons’ which is caused
In the following we define crowding as a situation where by the many halts in terms of intersections, red lights etc. To
the left is illustrated the movement pattern on a weekday in
movement sections is restricted and privacy invaded.
December. (Movements have been simplified).
Studies in other cities suggest that 13 people per minute
per metre footway width is the upper limit for reasonably
(A) Stopped at the intersection: they are doomed
acceptable walking space. Beyond this level the situation
to platoon. When the light changes, the few may
turns into crowding. Other methodologies define crowding
escape if they are quick.
according to levels of service - that is levels of quantity -
how many people can the street carry. Here we operate with
(B) Tempted by impatience and a wish for greater
levels of quality. When Copenhagen´s main street, Strøget, Side street mobility, many will attempt a crossing against the
reaches the level of 13 persons per minute per metre footway
light.
width people start finding alternative routes. This has been
the case for the last 30 years. Oxford Circus at Christmas time
Observations have been made on Regent Street throughout

Photo: Alex Hart (C)Those few who don´t start in a platoon will quickly
summer 2003 and during December’s Christmas shopping
catch the one just ahead, or be caught by the one
2002, when crowding is quite severe.
coming from behind, unless they happen to be
Various indications showed that too many people were
proceeding at the precise speed as both platoons.
moving on the footpaths, resulting in limiting the individual
from stopping, looking at window displays, changing
direction, adjusting speed etc.
(D) Not far off is the previous platoon. A common
Crowding is a sign of low walking quality. As such, the
sight in these platoons are those trying to escape by
pleasure of walking is severely curtailed and walking turns
stepping off into the street and running forward to
into a fight to get from one point to another.
head off the platoon´s beginning.
What can generally be said about the drawbacks of crowding
is that it is :
Bad for commerce since people have difficulties stopping/ (E) With pedestrian platoons proceeding at a pace
looking at window displays Side street even less predictable than cars, synchronizing signals
Bad for safety since the fast walking pedestrians will move to their progression is impossible. As a result, the
out onto the road or people will accidently be pushed into signals often only reinforce the platoon structure,
the road rather than allow it to break up.
Bad for those with special needs since people in
wheelchairs, parents with prams, handicapped people, (F) When two platoons meet, the already slow speeds
children and the elderly generally need more space for can be cut by more than half, coming almost to a
walking than what is available on a crowded footway. These complete stop.
groups are effectively excluded from any walking under such
conditions
Bad for the encouragement of people to walk since
Oxford Street. Pedestrians spill out into the street
people will avoid walking in the city if there are too many
when the footway is overcrowded. Study by Architect Alex Hart
related problems.

Unacceptable congestion at Oxford Circus Walking along
Pedestrian Pattern - south/ east corner

Crowding points appear where the usable footway is
25,850
narrowed substantially by commercial activities, stairs to the
tube, goods from shops etc.
110,620 132,210
Street
Oxford
Oxford Street
59,01
Counting position
Regen
Available footpath width: 3.5 metre
t Strre
0
t
Recording:
Regent Street 5.30 pm 9372 pedestrians /hour
156 pedestrians /minute
Number of pedestrians a summer Saturday 10 am to 6 pm Elements at Oxford Circus Recommended pedestrian capacity:
going to, from and through Oxford Circus. The present layout of Oxford Circus includes far too many 13 person/minute/metre footway width
Oxford Circus is one of the most busy areas in London. The objects and badly-placed elements. These elements are part x 3.5 metre available footway width
= 46 pedestrians /minute
volumes of pedestrians passing through the intersections of the problem, because they minimize the available walk-
plus the number of passengers heading for the tube station ing space. The pedestrian traffic is therefore 3 - 4 times
(320,000 people per day) create enormous congestion . Total: 85 elements, 199 metres guard railing the comfortable capacity.
Oxford Circus south /east corner on a summer General confusion welcomes the pedestrians Between 5.30 pm and 5.45 pm 8.000 people The newspaper stands contribute to crowding
weekday 5 pm. when they enter Oxford Circus. go down the stairs to the tube station. by narrowing the walking space.

Walking along Frequent footway interruptions
A clear sign of low pedestrian priority is the many minor side

streets and delivery lanes which are allowed to interrupt
footways in all streets included in the survey. Instead of
closing some minor streets or taking footways across side
streets pedestrians are forced to walk up and down the kerb
and look out for traffic while they cross the small lanes. This
is the case even on major shopping streets like Regent Street.
The car is given first priority and pedestrians need to yield at
every minor crossing. All these interuptions of the walking
rhythm constitute an irritation and an overall feeling that
pedestrians are not really welcome and cared for.
An aim must be to give pedestrians high priority in the streets. Regent Street Lower Marsh
This can be achieved through a step-by-step improvement
of footpaths and by closing many of the minor side streets
for traffic. Taking footways across these minor streets and
delivery lanes is an overall goal to improve conditions offered
for pedestrians and to enhance the quality of the walking
environment.
How it ought to be done

In various locations in London good examples
are found on how to continue the footway
across side streets. Tottenham Court Road Tottenham Court Road
Lower Marsh at Westminster Bridge Road
Holborn Shaftesbury Avenue

Frequent footway interruptions Walking along
Illustration:
In the streets studied, a total of 74 One building - two solutions
unnecessary interruptions of footways can
be found. Each of these interruptions should
be addressed and efforts be made to create
continous footways.
10 Euston Road
Example A
A minor delivery lane cuts up the footway
giving clear indication that the few cars
using this lane have higher priority than
19 Tottenham Court Road the 30,000 pedestrians walking along the
western footway on Regent Street daily.
14 New Oxford Street

Example B
6 Regent Street North Pedestrian accessway to the pedestrianised
Heddon Street.
12 Charing Cross Road
13 Regent Street South
74 unnecessary footway interruptions

Unnecessary footway interruptions
Footways taken across side streets

Getting across
For the comfort of pedestrians and the vitality and functional quality of the city, it is important that
people can cross the streets frequently and in an uncomplicated manner. It is a simple experience
in most cities. In London, crossings have been made into labyrinths, ice floes and mole passages
- all adding to confusion, disorientation and unsafety.
There is an inconsistency in layout, which makes it clearly evident that there is no standard design
for pedestrian crossings. The changing design layout, the lack of pedestrian lights, the lack of
clearly marked pedestrian crossings, the appearance of push buttons at some crossings, the use
of pedestrian subways or sky walks, the extensive use of guard railings - everything is part of an
undeveloped traffic culture, where pedestrians are very poorly accommodated. The focus has been
on vehicular traffic and ways of facilitating car movements, so that pedestrians have gradually
become a category of secondary city users who face many hardships and experience both great
difficulties and real danger when choosing to walk in the city.
All in all, a situation is created where pedestrians trust their instincts more than traffic signals and
choose to walk whenever they find it safe. This is a widespread culture in London, where people
move across streets whenever they see a pause in the traffic flow.
This well-known phenomena is not a sign of well-behaved pedestrians versus less well-behaved
pedestrians, but merely a sign of a traffic system not laid out to meet pedestrian requirements for
short waiting periods at lights and direct crossings at level.
Disoriented ??
Pedestrian islands Pen crossings Pedestrian subways

Impressive creativity concerning the layout of pedestrian crossings Getting across
Pedestrian crossings ; London
Above: Pedestrian crossing at Regent Street
Regent Street: The lack of a signal or distinct marking creates Shaftesbury Avenue: Zebra crossing - yet another type of Push buttons are a widespread phenomenon
an unclear crossing at pedestrian´s risk. crossing. in London, where crossings are supplied
with often un-synchronized push buttons
Pedestrian crossings are yet another subject for the of the road. Every inconsistency adds to the confusion and resulting in extra waiting periods at pedestrian
inconsistency that is dominant in the street environment. the disorientation of pedestrians. The absence of pedestrian islands.
There does not seem to be one standard for a pedestrian lights at crossings, where thousands of cars come through Push buttons are part of a traffic culture where
crossing. Sometimes there are pedestrian lights, sometimes every day is a severe problem. Pedestrians are, in too many pedestrians are meant to apply for crossing
there are push buttons, sometimes there are stripes on the cases, left to rely on their own senses, which is not to be streets and where overall emphasis is put on
pavement, sometimes there are markings other than the expected in a major city where children, the elderly, the keeping vehicular traffic running.
ones painted on the road, sometimes the crossing is not blind and people in wheelchairs should feel as welcome
straight but bends through a guard railed island in the middle as everybody else.
Above: Push buttons should be removed

Charing Cross Rd: Signs warn pedestrians to look both ways Oxford Circus: Many written statements are generally not - to cross the street ought to be seen as a
and look out for buses - no signal or pavement marking. read. Marking is inadequate. human right.

Getting across Missing Pedestrian Signals
Cambridge Circus
Cha
Pedestrian crossings with and without
ring
e
nu
ve
Pedestrian Signals
Cros
yA
ur
s Rd
sb
te
Pedestrian crossings with pedestrian signal
af
Sh
Total 101 pedestrian crossings with signal
Pedestrian crossings without pedestrian signal 20

Total 43 pedestrian crossings without signal Euston Rd
16
ue
Cha
n
ve
ring
yA
ur
sb
Cros
te
af
Sh
s Rd
Cambridge Circus 20 Tottenham Court Rd

3 out of 4 crossings are without pedestrian signals. 7
Recording:
An average weekday, 6 pm to 7 pm. Cars and pedestrians 19
were recorded separately at each crossing during a 15 New Oxford St
4
minute period.
8
Regent St North
2260 vehicles cross between 6 pm and 7 pm 1
7550 pedestrians cross between 6 pm and 7 pm
(3.3 times as many pedestrians as vehicles).
9
Oxford St
74% of all pedestrians cross without pedestrian signal 0 Cambridge Circus
Cambridge Circus (CC) is regarded as one of the most

dangerous intersections in central London. Each year many 13
11 Regent St South
pedestrians are injured or killed at CC. 12
Charing Cross Rd
A major problem is the lack of pedestrian lights in three of 4
the four crossings. Pedestrians in these crossings are not
able to see whether traffic lights for vehicular traffic are red
or green, but need to rely on their own feeling of when it is
safe to cross. Crossings happen in platoons, which build up
on either side until a certain number of people is reached
and the platoons start moving.

Crossing at Red lights Getting across
ry
ry
Pedestrians Periods of
Ave ftesbu
Ave ftesbu
crossing at green and red
nue
nue
Sha
Glas
Sha
Glas
sho green and red sho
use
light:
use S tree
S tree light: t B
t B A
A
4360 2590
% % % %
A. 90% 10% A. 72% 28%
I 3250 I
C C
1750 B. 58% 42% yStreet B. 24% 76%
y Stre et Coventr
ent Coventr ent D
Reg t D Reg t H
e
Stre
e
H C. 49% 51% Stre C. 28% 72%
1060
Push button
2760 D. 36% 64%
D. 83% 17%
E. 95% 5% E. 72% 28%
F. 22% 78% E F. 35% 65%

E G
G
2180 1860 G. 98% 2% G. 60% 40%
F F
1840 H. 23% 77% H. 9% 91%
Re
illy
ge
illy cad
n
cad Pic
Re
tS
Pic I. 61% 39%
I. 87% 13%
ge
tre
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et
tS
tre
et
Distribution of pedestrians crossing at red and green lights Periods of red and green light at pedestrian crossings
The illustrations above indicate the relationship between waiting times at crossings and
the number of people crossing who ignore a red signal.
Piccadilly Circus
Recording: Wednesday 19 February 2003 between 12.00 - 13.00.
A substantial number of people walk through Piccadilly Circus every day. Situated as a key People tend to walk relying on their instinct and not by the guidance given by pedestrian
junction between a number of important destinations, this is one of the most busy places lights. In this respect, 31% of all crossings made in Piccadilly Circus are crossings made at
in London. a red light. In Piccadilly Circus, where most crossings are red for more than 60% of the time
Piccadilly Circus today suffers severely from traffic, which has carved up the space into people walk when they think it is safe and not when they are told that it is safe.
separate pieces. Pedestrians walk between these traffic islands to get from one place to
another. The study conducted at Piccadilly Circus indicates a tendency towards vehicle traf- This is not people deliberately wanting to break rules, but people who
fic domination which can be found all over London. try to make their way in a traffic-dominated environment.

Getting Across Detours and deviations vs. direct crossings
Jumping between ice floes Pen crossing Regent Street /Swallow Street
Summer weekday, 2 pm - 3 pm, 2003
There are many ways of overcoming the street

layout in London. Below are listed three ways
of crossing the street through or near a pen
Pall
M alle crossing.
nd
ra
St
Cockspu
r
North
um berla
nd Aven
ue
25% cross at green lights
through the pen crossing
Whit
ehal
Trafalgar Square
l
Pedestrian islands create a confusing

streetscape where pedestrian routes cannot
be pointed out directly, people are forced
to walk up and down kerbs, wait for traffic
signals to change, or wait further on the
islands where new signals and push buttons
are placed. Trafalgar Square has suffered
greatly from this habit during the years
and the recent redevelopment has not
succeded in eliminating the islands.
However, substantial improvement has been 45% cross at red lights
reached at the northern end by connecting through the pen crossing
National Portrait Gallery with the square.
30% jay walk

- avoid the pen crossing and do not pay
attention to signals
(Jay walking example at St. Giles)

Jaywalking - A dangerous habit Getting across
Traffic campaigns are good - an improved walking environment better

Numerous campaigns are implemented to teach pedestrians how to behave in traffic, how to take
care of themselves and others by paying extra attention to passing cars, etc. All these campaigns
serve a good purpose as they put walking safety on the agenda.
What the campaigns do not produce are solutions on how to improve walking conditions and
eliminate some of the problems which are the reasons for people behaving unwisely when Text from campaign poster:
walking in the city. Campaigns also need to be turned around to re-educate drivers to look out
Warning: Crossing the road is dangerous, use your
for pedestrians and cyclists, and to drive more responsibly. Yielding for pedestrians and cyclists
stop + look + listen + think combat stance for extra long
needs to be part of a new traffic culture. (Introduction to Part 3 will elaborate further on a new way life.
of thinking about traffic issues). We reserve the right to claim that the human head
is software and therefore not compatible with an
Pedestrian harassments create numerous jay walkers enormous metal truck in hardware format. You could
There are good reasons as to why people jay walk and put themselves at risk. Some people are lose your PAL.
simply so fed up with long detours, numerous stairs, long periods with red light and push buttons Once run over by a car you will not be involved in
that they simply choose to cross the streets at high risk of being hurt. A high number of jay walkers public performance, arcade or internet usage, you will
also be prohibited from playing in coaches, theatres,
in the city usually points to a traffic culture where pedestrians are hard-pressed by traffic, where
oil rigs, ferries or anywhere else because you will be
little room is left for passage and where crossing the road is combined with difficulties. dead. Your face is sushi, girlfriend.
Pedestrians who choose to cross the road at their own risk form a diverse group, but elderly who Mayor of London Transport for London
cannot walk very well or who have shopping bags to carry are often seen among the ones who
cross along the most direct and obstacle-free routes. Pedestrians generally economise with their
energy, not doing any unnecessary detours.
Many pedestrians choose a very dangerous course, when Jay walking at Oxford Circus. Crowding often cause more jay Elderly with heavy loads are among the first who jay walk to
insisting to cross St. Giles Circus at street level walking since people try to avoid the crowds. avoid detours, steps etc.

Getting across Pedestrian subways
Contemporary planning principles take account of the fact motorways, if people dominate the footways and cross at way be avoided.
that pedestrian subways are largely avoided because they street level. In many European cities, pedestrian subways are being
act as barriers for pedestrians, especially for disabled Additionally many people choose not to use the pedestrian closed and pedestrian crossings installed in their place as
persons and people with prams. Pedestrian subways are subways, but jump fences to cross at street level at danger part of a policy to make the city streets more people friendly
also - for good reasons - perceived as dangerous routes. The to themselves and others. What was in the 1960´s seen as a and, at the same time, reduce the volume and speed of
atmosphere in the city is more relaxed, safe and friendly if segregated, safe solution has, time and again, been found vehicular traffic.
people walk and cross at surface level. Furthermore, streets to be more a dangerous solution because it disregards the
are seen as more accessible and friendly - rather than urban fact that people prefer not to use stairs if this can in any
Waterloo Station
The study was made over a period of 60 min. on a
summer weekday in the afternoon.
Waterloo station is an area dominated by traffic and

is, correspondingly, complicated to move around
in for pedestrians. Long stretches of underground
passages leading pedestrians underground to reach
various locations are hardly the solution to improve
safety and orientation in a complex urban area.
What pedestrians should do:

336 pedestrians (60% of all observed) choose to
use the pedestrian subways using the route shown
at the upper right.
60% use the pedestrian subway at Waterloo St.
What pedestrians do:

jaywalk - crossing the four lane road as shown on the
right.
40% cross the street outside authorized crossings

Pedestrian subways Getting across
St. Giles Circus

The study was made over a period of 60 min. on a
summer weekday, 2 pm - 3 pm.
St. Giles Circus is a highly-trafficked junction between

two major roads.
Vehicular traffic has been given absolute priority
and pedestrians are expected to use the pedestrian
subways to cross.
What pedestrians should do:

use the pedestrian subways using the route shown
in the diagram.
23% choose to use the pedestrian subways
What pedestrians do:

jaywalk - crossing the four lane road as shown on the
right.
77% choose to chance a crossing at street level

Getting around Difficult access for people with special needs
The general streetscape in London is at present not laid out to accomodate people with special
needs (people in wheelchairs, people carrying heavy burdens such as suitcases or boxes, the eld-
erly, parents with prams or toddlers)
This is caused by:

- confusing layout of pedestrian crossings
- short green periods for crossing
- missing pedestrian lights at many crossings
- long forced detours for crossing streets (partly caused by guard railing and partly by unsuitable
road layout)
- frequent footway interruptions
- changing levels for walking (pedestrian subways / footbridges)
- lack of wheelchair ramps /drop kerb
- few clearly visible walkways connecting desire points
- poor access to public transport
- overcrowded footways
Lack of drop kerbs Welcome to London
Access for wheelchairs, prams or Carrying suitcases, boxes or bags through
suitcases is limited because of missing London is often a mixed experience.
facilities.
Getting across Euston Road in a wheelchair ought to be much easier and straight forward.

Getting from here to there Getting around
Two alternative walks from Waterloo Station to Hungerford Footbridge
Windy footbridge,
crossing through Waterloo Station Square -
various buildings Where to from here ?
Con
cer
tHall A
ppr
oac
h Under the railway
Abrupt end of footbridge embankment - Sutton Walk
Jubilee Gardens
d
oa
kR
Yor
Stairs to overcome Routes
from footbridge to ground
level Getting from Waterloo Station to Hungerford Concert Hall Approach
Footbridge is a confusing experience since the
station area is cluttered with signage and poles
that make orientation difficult. Large and
imposing pedestrian subway systems offer routes
in various directions once you overcome the
stairs.
The conditions for a direct, dignified walking route
are present but implies that stairs, footbridges
and pedestrian subways are removed.
Parking lot to be crossed
to reach Hungerford Footbridge Final impediment to overcome

Sitting in the city
Seating is vital for a good city area. Without a sufficient

number of seats, the city becomes a transit zone where
people move from one point to another, but where not much
is going on in the public spaces.
Good, comfortable seating placed in the right locations
provide visitors with a rest and an opportunity to stay longer
contributing to a more lively city. This also brings economic
benefits - people spend more where they enjoy being.
Below are illustrated three different seating options which
the city has to offer.
Secondary seating Public seating Outdoor cafe seating

Alternative opportunities for sitting, such as stairs, ledges, The seating that is provided in the city is an important factor in recent years outdoor cafe culture has provided European
niches, monuments, fountains or directly on the pavement. for the amount of recreational activities that take place. cities with a large number of extra seats where a meal or a
These secondary seating opportunities are mainly utilized in Older generations only enjoy sitting when comfortable bench drink can be combined with an interesting view of life in the
good weather and almost exclusively by young people who seating is available and generally this age group avoid city.
do not care as much about comfort. secondary seating.

A city without seats - Secondary seating Sitting in the city
London has a serious lack of public seats along all its most
frequented routes, forcing people who need a rest to either
do without or seek some kind of second rate support.
This happens all over London where people sit, eat, talk and
enjoy the city from various locations on steps, fountains,
signs, recesses, guard railing, footways etc.
A high level of secondary seating is a symptom of a benchless

city - a city without seats.
Many things are even

being done to stop
Sitting at the edge of With a lack of anything people from resting -
traffic can be done, better, people sit some more effective
but does not provide a where they can find than others.
proper rest. an edge, a corner or Left: Garden of Tate
Left: St. Giles Circus recess. Modern
Below: Oxford Circus Left: Euston Road Below: Haymarket
Below: Regent Street

Sitting in the city Number and distribution of public seats
118 seats - British Library

Number of public seats:
Resting places are an important part of a good pedestrian
environment. Inviting people to walk in the city involves Streets: 72 seats 176 seats - Euston Square
providing them with good quality resting options along Squares: 526 seats
primary pedestrian routes. Long stretches without benches Parks: 486 seats
are tiresome and make the journey strenuous for the elderly,
children and others.
Total 1084 seats 36 seats - Euston Road
Concentration of public seats
The number of public benches in the studied streets and
in most of the squares is extremely low. In the study area
almost all benches (93%) are placed either in the parks
(45%) or in the squares (49%).
The few benches found on streets are placed in Oxford
Street, Tottenham Court Road and Charing Cross Road.
No benches are found in Regent Street, where 60,000
pedestrians pass on a normal summer weekday.
24 seats - Tottenham Court Road
This contrasts sharply with what can be expected in other
city centres.
Strøget, Copenhagen: 9 seats per 100 metre
(main shopping street in Copenhagen)
Regent Street: 0 seats per 100 metre 0 seats - New Oxford Street
Tottenham Court Road: 2,25 seats per 100 metre
Charing Cross Road: 2,75 seats per 100 metre
New Oxford Street: 0 seats per 100 metre 0 seats - Regent Street North
Euston Road: 3 seats per 100 metre
24 seats - Oxford Street 24 seats - Charing Cross Road

0 seats - Regent Street South
150 seats - Leicester Square
0 seats - Piccadilly Circus
Garden of St. Paul´s Church (Covent Garden); Benches 82 seats - 450 seats -
donated by citizens show inscriptions of love and comfort for Trafalgar Square Victoria Embankment Gardens
the city and its inhabitants who enjoy resting in the city.
Comfort and appeal of public seats Sitting in the city
The quality of benches is just as important as the number

and location of seating. Studies show that the most used
Criteria for evaluation of the Bench Quality
benches offer a combination of pleasant views, protected
C Climate 1-5 climate and good comfort.
V View 1-5
N Noise/pollution 1-5 A set of quality criteria has been developed to evaluate
CO Comfort 1-5 individual bench areas.
D Placement 1-5 The benches evaluated here are selected because they
represent different issues to be considered when planning
_______ 1 2 3 4 5 _______ public seating in the city.
Scale: Poor Good Round stone bench at British Library
Rating: C= 4, V= 3, N= 3, CO= 1, D= 5
Score: 16 St. Martins Place, Oxford Street & British Library
A new bench type has been developed to meet requirements
to discourage homeless people, skaters and graffiti - all big
issues in a large city.
The result has been a new stone bench which offers so little
comfort to tired pedestrians that it might not have been put
up in the first place. Stone benches, as in St. Martins Place
and on Oxford Street, are cold, hard and uncomfortable. The
benches on Oxford Street are, furthermore, placed so low
(40 cm above ground) that the elderly and the disabled are
People resting at Leicester Square Camping equipment at Euston Square
Rating: C= 2, V= 2, N= 5, CO= 2, D= 3 largely prevented from using them. Greater care is needed if
Rating: C= 5, V= 5, N= 5, CO= 4, D= 4
Score: 23 - (highest quality score) Score: 14 comfortable seating is to be achieved.
Trafalgar Square & Euston Square

Benches with low comfort are a common feature also found
in important places such as Trafalgar Square. These benches
are few and cold to sit on. They ought to be supplemented by
wellplaced, comfortable benches.
Leicester Square & Tottenham Court Road

The traditional benches are, when placed in the sun and
Benches at Tottenham Court Road New stone benches at St Martins Place with good views of city life and other attractions, by far the
Rating: C= 3, V=4, N= 3, CO= 4, D= 4 Rating: C= 3, V= 3, N= 2, CO= 1, D= 1 best in the city for longer or shorter rests. There is a variety
Score: 18 Score: 10
of benches and Tottenham Court Road has more modern
versions.
Long benches frame Trafalgar Square Stone bench along Oxford Street
Rating: C= 4, V= 5, N= 3, CO= 2, D= 4 Rating: C= 2, V= 1, N= 1, CO= 1, D= 2
Score: 18 Score: 7 - (lowest quality score)

Sitting in the city Outdoor cafe seats
Outdoor serving has become a common part of the European

streetscape. Even during colder periods of the year, many
Location of Outdoor Seats
people like to use outdoor seating.
Sitting at a cafe provides an opportunity to relax, get
refreshments, enjoy the sunshine, while being able to both Total 81 cafes
observe and be a part of the street´s public life.
In spite of the popularity of outdoor cafe seating, it is
Total 1309 outdoor cafe seats
important to note that cafe seats cannot replace public
benches, since one has to pay to be able to enjoy the Concentration of outoor cafes
4 cafes - Euston Road
service. 42 cafe seats
However, outdoor service areas offer a great quality to the 1 - 25 seats
streetscape and have - in the case of London - a great 26 - 50 seats
potential to be further developed. 51 - 100 seats
Outdoor cafes in London

In the research area there is a moderate number of outdoor
serving areas, supplemented by the many smaller outdoor
cafes in side streets.
To the right is illustrated the distribution and number of cafe 12 cafes - Tottenham Court Road
seats in the study streets and squares. The illustration shows
a lack of outdoor cafes in Regent Street (southern part),
176 cafe seats
Euston Road and Tottenham Court Road, while Leicester
Square has a high concentration of outdoor serving areas.
9 cafes - New Oxford Street
A more even distribution ought to be obtained in order 85 cafe seats
to secure more liveliness and diversity in some areas and
lower the concentration in other areas. As such, Leicester
Square and adjoining streets are dominated by bars and 10 cafes - Regent Street North
restaurants, deteriorating the general quality of the public
realm. If a good thing is multiplied by 100 it is not necessarily
179 cafe seats
many times better.
0 cafe seats 16 cafes - Charing Cross Road

- Oxford Street
146 cafe seats
0 cafes - Regent Street South
0 cafe seats
25 cafes - Leicester Square
583 cafe seats
0 cafes - Piccadilly Circus
0 cafe seats 1 cafe 4 cafes
16 cafe seats 82 cafe seats
Public Spaces - page 52 Trafalgar Square Victoria Embankment Gardens
Seats and sitting at lunchtime on summer weekdays Sitting in the city
1194
Examing usage patterns on a normal summer 176 118
weekday reveals strong indications that public
benches are greatly missed. 60
38
88
37% of all seating is secondary seating 21 31 British Library
68
Even in busy streets like Regent Street, people 0
Euston Square
find steps or niches to rest. 40 36
The diagramme to the right displays the usage
of the various seating options by location. 17 0 Euston Park
For benches and cafe seats, two numbers are
given - the actual amount of seats and the
37% Secondary seating seats used. 176
108
583
33 24
Tottenham Court Road 8
626
179 146
17% on Public benches
84
59
Average between 150
noon and 4 pm 24
41 14
11 0 90
Secondary seating Regent Street 65 244
Leicester Square 181

Public benches
Available seats
Used seats
Outdoor cafe seats 82
68
Available seats 58
Used seats 16 49
0 Trafalgar Square 13 Covent Garden
46% on Café seats

Hearing and talking in the city
Noise and fumes are annoying factors in the street

environment. Too much noise creates an uneasy and stressful British Library
environment, restricting talking, listening and social events.
Different noise levels give different opportunities for public Euston Road
life to evolve.
London has tremendous noise levels in most streets and
squares where the pleasure of promenading, resting and
engaging in conversations is deeply affected. Tottenham Court Road
Oxford Street, with its more than 70 dbA during the day,
gives hardly any possibilities for engaging in conversation.
Even resting in this traffic environment appears to be less
New Oxford Street
attractive. Similar noise levels are recorded in the other
study streets, with buses and lorries, the main offenders as Oxford Street
they halt and accelerate.
Charing Cross Road
Regent Street
Leicester Square
Piccadilly Circus
Victoria Embankment Gardens
Waterloo Road
Lower March
70 - 75 dbA:
A stressful traffic environ-
ment. Talking and listening
becomes hard if not
impossible.
Photo: Oxford Street
High background noise makes

70 - 75 dbA hearing and talking hard
60 - 65 dbA Low background noise permits

people to talk and hear
Noise level is measured in dbA.

60 - 65 dbA: Sound levels double for every 8 dbA:
More peaceful environ- 68 dbA is twice as loud as 60 dba, and 76 dbA is four times
ment. as loud as 60 dbA etc.
Good possibilities for
communicating with The recording was done on a winter weekday where random
others. tests where done to detect notable differences between the
Photo: Victoria various public spaces.
Embankment Gardens
Climate in the city
In northern Europe, the climate plays a very important role for the use of outdoor spaces. Rain,
wind and shadows often prevent public life from reaching its full potential.
In early spring, northern Europeans tend to linger in the sun whenever a possibility is given.
Thus cafe owners provide guests with blankets and gas heaters as means to prolong the outdoor
season.
Careful planning of squares and streets has enormous effects on the climate offered at street
level. Protection from wind and possibilities for sun are important factors when planning outdoor
spaces.
High buildings and long smooth facades have a tendency to catch the wind and even reinforce it.
This is the case on Euston Road, where the many larger and higher units create strong winds that
make the street an unpleasant place to walk. (This is further reinforced by the lack of detailing and
lack of functions). The wind effect needs to be decreased in order to create pleasant streets for
promenading and resting.
The possibility of sun in the streets is dependent on the time of year and time of day, as well as the
orientation and height of the buildings. Most streets are only filled with sun for shorter parts of the
day. The smaller spaces/pockets lining the streets become extra important in this respect, since
they increase the possibility for enjoyment of the sun. As such, opportunities to take advantage of
available sun and shelter when providing seating need to be explored.
Wind is often a problem near tall buildings, where strong winds will make passage difficult.
Centre Point at St. Giles Circus and Euston Road are classic examples.
Photo: Vesterbrogade, Copenhagen
Winter time is time for being indoors. Early spring (February) at Covent Garden The parks offer large spaces to be used throughout the year

Looking at the city Ground floor frontages
A - Attractive
Small units, many doors (15-20 units
per 100 m)
Diversity of functions
No closed or passive units
Interesting relief in facades
Quality materials and refined details
B - Pleasant
Relatively small units (10-14 units per
100 m)
Some diversity of functions
Only a few closed or passive units
Some relief in the facades
Relatively good detailing
C - Somewhere-in-between
Mixture of small and larger units (6-10
units per 100 m)
Some diversity of functions
City Quality at Eye Level - The ground floor facade Only a few closed or passive units
Uninteresting facade design
The quality of the building frontages facing the footway is an Somewhat poor detailing
extremely important factor for the quality of an urban area. D - Dull
Good ground floor facades are rich in detail and exciting to Larger units with few doors (2-5 units
walk by, interesting to look at, to touch and to stand beside. per 100 m)
Activities inside the buildings and those occurring on the Little diversity of functions
street enrich each other. In the evening, friendly light shines Many closed units
out through the windows of shops and other ground floor Predominantly unattractive facades
activities and contributes to both a feeling of security as Few or no details
well as genuine safety. Interesting ground floor facades also E - Unattractive
provide good reasons for walking around in the city in the Large units with few or no doors
evenings and on Sundays, engaging in the age-old pastime: No visible variation of function
window shopping. Blank walls, on the contrary, underline Closed and passive facades
the futility of visiting the city outside working hours. Monotonous facades
No details, nothing interesting to look at

Ground floor frontages Looking at the city
On-street tree planting:

Tottenham Court Rd & Charing Cross Rd
Euston Road
Euston Road
Charing Cross Rd near St. Giles
Typical London side street

- many smaller units, many experiences
London is perceived as a green city St. Giles Circus

New Oxford Street
due primarily to its many large parks.
But the central city streets, where
Regent Street North people have their daily walks, are
mostly characterised by a lack of
green elements. Tottenham Court Rd
and Charing Cross Rd are exceptions.
Here, on-street tree planting has been
Oxford applied in some parts. If the planting
Street were enhanced and included the
entire stretch, a valuable character Cambridge Circus
Regent Street South Charing Cross Road
and sense of unity would emerge.
Ground floor frontages in London are generally welcoming

and transparent and the units reasonably sized, which
contributes to a diverse and lively street environment. Retail
streets like Regent Street, Oxford Street, Tottenham Court
Quality of Ground floor frontages Road and Charing Cross Road are the most interesting
Category A streets, where larger retail stores alternate with longer
Category B stretches of smaller units.
St. Martins Place
Category D
Euston Road is more uninteresting, with dull facades, no
Category E transparency and larger units. New Oxford Street is also Charing Cross Rd near
dominated by larger units with few doors and does not Cambridge Circus
Concentration of poor ground floor frontages
address the street.
Looking at the city A city of poor aesthetic coordination
Waterloo Station Square - 102 elements Regent Street - 45 elements per 100 metre
Streetlight
Rubbish bin
Waterloo Station
Traffic sign
Large sign
Traffic box
eet
Str
rgyll Kiosk
le A
Litt
Pole
Traffic light
St. Giles Circus - less important information placed right in Bus stop
the centre of the footway Yo Commercial sign

rk
Ro
ad
The city is full of information and features that are placed to Guard railing
ease wayfinding, give light at night, secure pedestrians from
traffic and make traffic work. t
Stree
These street elements have grown to an extent where over
Han
they dominate the streetscape in some areas, giving a
confused, un-aesthetic and completely cluttered pedestrian
landscape.
Many unused poles are to be found, where signs have been Waterloo Station. Apart from the various elements, the
removed but the poles remain. Unnecessary information station foreground has been divided into minor islands,
is often given and phone booths from various companies making pedestrian passage to and from the station more
take up space. Bus shelters divide the footways, giving only complicated and confusing. This is, aesthetically, a Frequently crowded footways are due to an unfortunate
limited room to pass on the most used streets (e.g. Oxford completely unacceptable Welcome to London. combination of narrow footways and bulky street elements.
St, Regent St).
Examples:
Piccadilly Circus 96 elements
Oxford Circus 85 elements
St. Giles Circus 81 elements
Regent Street 45 elements per 100 m
Oxford Street 69 elements per 100 m
Tottenham Court Road 67 elements per 100 m
Charing Cross Road 68 elements per 100 m
New Oxford Street 67 elements per 100 m
Euston Road 62 elements per 100 m
Leicester Square 254 elements
Waterloo Station Square 102 elements
Pedestrian landscape with 43 poles Bus shelters minimize walking space at Regent Street

Poor maintenance and unappealing street elements Looking at the city
London Bridge Station Leicester Square Piccadilly Circus

Garbage - so much of it and nowhere to put it. Paving in London is generally of a poor standard.
The current refuse disposal system, where plastic bags Paved areas can be seen in grey, red, yellow, blue and
are left on the footway, creates large problems with white tones. The pavement is often broken and repairs
This page:
smelly, broken bags leaking their contents out into the are equally poorly made.
Cluttered pavements and low quality paving are citywide
streets, attracting rats and creating a low-quality street Even new paving is laid in bits and pieces.
problems.
environment. The garbage bags fill already-cluttered Apart from the aesthetic problems, this creates further
footways and add to the discomfort and difficulties of difficulties for the elderly, people with prams and people
walking. who carry heavy burdens. The risk of tripping and getting
injured is ever-present.

The city by night Evening activities
The number of evening activities and their location are

important factors for the vitality of the city and the perception
of safety. If there are few activities, or if the evening activities
are very concentrated in a few areas, the visitor gets the
impression of a deserted city and avoids going there in the
evening.
To the right is illustrated the number and character of evening Euston Road
activities in the study area. It is quite evident that Regent
Street is a deserted area at night, where only few people
look at window displays. Only a few cafes or kiosks are open
at night, while more activity generally takes place in the side
streets.
Charing Cross Road is part of London´s Theatre District and
located in an area with many bars, cafes and restaurants. As
such, Charing Cross Road is a busy street all day. Generally,
the amount of activities is a positive supplement to the
street environment. However, an overload of bars does not Tottenham Court Road
necessarily add to the general feeling of safety.
To achieve a more citywide location of evening activities and

to improve the perception of safety, it is important to spread
out night time activities to larger parts of the city centre and
incorporate important city streets and squares. New Oxford Street
Regent Street North

Evening Activities
Recorded on a winter weekday,
Below: The main evening activity is restaurants and bars 9pm - 11 pm, 2003
Oxford Restaurants and bars

Street Shops and kiosks
Charing Cross Road
Regent Street South Discos and Casinos
Hotels
High concentration of evening

activities
Areas of almost no evening activities

Lighting The city by night
London is characterised by a multitude of lighting colours

Lighting at Leicester Square and types. No coherent lighting strategy seems to have been
developed to coordinate lighting in streets and squares to
ensure high aesthetic quality at night, or a proper ligthing
level to improve safety.
In recent years, lighting has been rediscovered as a means to
enrich our experience of the city, to enhance certain streets
and squares and to strenghten public life after closing time.
As such, there are numerous examples of good lighting
policies, e.g. Lyon (France), St. Polten (Austria). (The Lyon
lighting policy is described in Part 3 - Recommendations).
Leicester Square is an unfortunate mix of

lighting types Un-coordinated street lighting: Charing Cross Road
Leicester Square: Illustration of lighting types and colours
Park lamp - warm glow Medium placed lamps - cold light

Good street lighting: Chinatown at night. Warm light from
Neon light Tall lamps - warm glow
ground floor restaurants are mixed with street lamps.
Bright spots at building facades
Leicester Square has many differents light sources and colours.

At night, lighting divides the square into two separate parts: The park area and the surrounding streets.
The park area is lit in the early evening by park lamps, but left dark and unappealing later in the evening.
The streets are dominated by neon signs on the buildings, spots on facades, light from shop windows or bars and tall
masts with bright white light. This adds to unaesthetic mixture of many colours, many lighting fixtures and conflicting
lighting strategies.
The total image of Leicester Square at night is of low quality, unbecoming for one of London´s finest squares.

The city by night Metal shutters
Metal shutters in Oxford Street and Tottenham Court Road
During the day, Oxford Street is a lively place

with lots of shops and pedestrians.
When the stores close, many facades are
closed by metal shutters, making the street
dull to be in and decreases the feeling of
safety.
Above: Chinatown - Shops are open. People stroll through.

Recent years have seen an unfortunate increase in the closing- St. Giles Circus
Oxford Circus
down of storefronts outside shopping hours. This turns the
streets into dark, unattractive tunnels by night, and ruins
any ideas of window-shopping and promenading in the Above: Oxford Street: 94 metre metal shutters at night
evenings and on weekends. The city becomes dark, deserted
and frightening. The shutters, are of course, part of an
effort to avoid break-ins. The Danish Criminal Board advises
shopowners to avoid metal shutters because of their negative Euston Road
impact on the streets. Metal shutters tell passers-by that after St. Giles Circus
closing time the city closes as well, and becomes an unsafe
place to be in. It is important to note that a number of other Goodge Street
safety measures are available, such as more open-lattice Above: Tottenham Court Road: 118 metre metal shutters at night
structures or armed glass, which preserve the transparency
between street and shop.
Below: Chinatown - Shops are closed. People rush through.
Kalverstraat Amsterdam: Today, the city has At Strøget, Copenhagen, the majority of
removed most metal shutters from this street shopwindows are lit at night, having a positive
resulting in a quite different night scene where effect on the level of pedestrian traffic and
people pass by to window shop. the level of crime.

Security The city by night
Lower Marsh no.105 Caruso K3
Security in Lower Marsh Security is an important factor for the development of public
life. People need to feel safe at day and night time to keep
4000
visiting the city and to bring their children.
Experienced security and real security might not be identical
2670
phenomena, so making streets feel safe has much to do with
1956 creating a friendly environment that people find inviting.
2000
1212 1236
972 984
762 810 624 Residents and activities generally add to the feeling of
570 372 security. Lights from windows - a symptom of eyes on the
0 street - give visitors the feeling that help is close by if trouble
should arise.
8-9 9-10 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 6-7
AM PM
The scale and detail of buildings is also important at night,
Pedestrian count showing the movement through the as well as transparence and light from window displays.
street during the day. After closing time between 5 Furthermore, sufficient light to find your way and to be able
and 6 pm the street hastily becomes deserted. Day to recognise the faces of passers-by add to a general feeling
of security.
During the day, Lower Marsh in the Waterloo area is a nice little friendly market street filled with colourful stands, plenty of
goods and many locals conversing in the street.
At night the street changes to a deserted, closed street with long stretches of metal shutters, predominantly closed shops and
almost no pedestrians. Lower Marsh suffers greatly from its lack of residents and its lack of night time functions other than a
few bars.
Lower Marsh was the only street where the street life studies were abandoned after 7 pm because of uneasiness by the student
surveying in that specific location.
Evening: 96 metres of metal shutters Evening Oxford Street at nighttime.

Cycling in the city
Cycling is a quality alternative transport mode - cheap and an excellent way of exercising.
London has excellent natural conditions for developing a good cycle culture since the topography
does not provide too many difficulties and the density of dwellings and workplaces is high. This
makes journey distances very acceptable and cycling a natural transit mode.
In London, various attempts have been made to create cycle routes and better facilities for cyclists.
The Cycling environment
The effort and the intention is good but more needs to be done in order to create a working cycle
network. Today there is no such network, but bits and pieces of cycle lanes in the city centre which
do not constitute a coherent system. TfL and the boroughs are working towards a network, called
LCN+ (London Cycle Network Plus) but today cycling is comparatively scarce and generally quite
dangerous. Only a few skilled, agile and devoted cyclists dare to take up the challenge to cycle
on the roads. Cycling is not yet an integrated part of the city culture and motorists are not used to
looking out for cyclists.
As such the cyclists find themselves in unclear, undefined zones and tend to
ride aggressively in order to be noticed by motorists.
This behaviour often causes dangerous situations, as well as conflicts with pedestrians.
The facilities offered for cyclists around the world are varied. In Copenhagen, the cycling policy
- Think twice ! has been to establish cycle lanes in all major streets in order to offer a city-wide network of
Cyclists are lured into a city with no comfortable and reasonably safe routes. Bike crossings have been established parallel to the
coherent cycle paths, few cycle signals customary pedestrian crossings at intersections. Cycle lanes have frequently been established
and no greater observance from vehicular at the expense of kerb-side parking or traffic lanes, thus promoting cycling and discouraging car
traffic. traffic. (More regarding other cities´ cycle policies in Part 3 - Recommendations).
Intersections are not laid out to accomodate cyclists. Cyclists Cycle lanes are not part of a larger system but are merely Parking obstructs the small bits of cycle lanes already laid
turn and cross on the same terms as cars. fragmented. out.
Cycling in the city
Cycling facilities: Tottenham Court Road (TCR)
Euston Road
Above: Cycling facilities on TCR are few and Above and below: Extensive cycling facilities
scattered. Cyclists tend to behave like vehicles, are found in some side streets to Tottenham
placing themselves in the middle of the road Howland Street Court Road. Cycling facilities could be made
to be seen by motorists. at less expense, giving possibilities to expand
Below: Cyclists crossing at Cambridge Circus. the overall network.
Torrington Place
Goodge Street
Below: Mixing buses and cycles exposes Below: Cycle lanes are marked through
cyclists to danger. crossings in some side streets.
Percy Street
Stephen Street
Existing cycling facilities
Cycle route
St. Giles Circus

Summary of Part 1
The following sums up the findings in Part 1 on three different levels of scale:
City level
Describes problems at a large-scale level. Problems which are evident for the whole city.
Public Space level

Describes medium-scale problems regarding the design of streets and squares.
Detail level
Describes the small-scale problems of a cluttered streetscape, quality and pavements.
City level
Traffic dominates the streetscape
- Traffic conflicts with other city users.
Poor conditions for cyclists

No cycle network.
No standards for cycle lanes.
No awareness from motorists.
Extensive jay-walking
A city-wide problem, registered in Regent Street, Piccadilly Circus,
Cambridge Circus, St. Giles Circus, Oxford Circus, Waterloo Station area.
Crossing at red lights

31% of all crossings at Piccadilly Circus are made at red light.
50% of all pedestrian signals at Piccadilly Circus are red for periods of
at least 60 seconds.
High noise levels in most London streets

Summary of Part 1
Public Space level

Narrow footways Fine ground floor frontages
Oxford Circus experiences 239% of pedestrian traffic beyond comfortable Good detailing and fine facades can be found in many central London
capacity. streets.
Euston Road is the only exception in the study area, having generally
Footway interruptions poor ground floor frontages.
74 unnecessary footway interruptions in study area.
Concentrated night-time activities
Difficult crossings Concentration of night-time activities around Charing Cross Road.
Pedestrian islands. Almost no night-time activities on Regent Street.
Pen crossings. Problems with extensive use of metal shutters - 94 metres in Oxford
(30% avoid pen crossings in Regent Street) Street, 118 metres in Tottenham Court Road.
Pedestrian subways . Security problems in Lower Marsh.
40% of all pedestrians surveyed jaywalk at Waterloo Road to
avoid going through the pedestrian subways.
77% of all pedestrians surveyed choose to chance a crossing at
street level at St. Giles Circus to avoid going through the
pedestrian subway.
Detail level
Obstacle course on the footway Great variety in pedestrian crossings
Extensive use of guard railing (425 metres at Piccadilly Circus). Lack of proper marking on pavement.
Poorly-placed street furniture. 30% of all pedestrian crossings in study area are without pedestrian
Cluttered streetscape. signals.
Too many street elements, signs, poles etc. 74% of all pedestrians at Cambridge Circus cross without pedestrian
Technical cabinets are above ground, not underground. signals.
Commercial signs and advertising.
Poor access
Lack of seats Lack of drop kerbs.
No public benches on Regent Street. Lack of elevators to the Underground.
Secondary seating accounts for 37% of all seating in the study area. Difficult access at bus stops and for entering buses.
Low aesthetic quality in the streetscape

On-street tree planting is un-cohesive in Tottenham Court Road and
Charing Cross Road.
Poor paving quality.
Garbage is spread out across all city streets.

PART 2 - Public life
Contents of Part 2
Method
Walking in the city
- pedestrian traffic on a summer weekday
- pedestrian traffic on a summer Saturday
- summer pedestrian traffic compared with winter pedestrian traffic
Staying in the city
- staying activities on a summer weekday
Who spends time in the city

- comparison on selected streets
Public Life - page 69

Method
Euston Road
British Library
Euston Square
Regent St New Oxford St
Oxford St
Charing Cross Road
Piccadilly Covent Garden

Circus
Regent St
Leicester
Square Victoria Embankment Gardens
Trafalgar
rafa
falga Square
Hungerford
Footbridge
S Waterloo Station
Lower Marsh
Study areas Counting positions for pedestrian traffic

The counting positions have been chosen to provide the best
400 800 1200 m possible overview of pedestrian traffic in central London. The Squares and streets where staying activities
1 : 40,000 zones for recordings of staying activities are equally chosen have been recorded
with the intention to achieve knowledge of the whole.

Method
Method
The method for collecting this information has been develo-
ped by GEHL Architects and used in previous studies in
Perth, Melbourne, Riga, Stockholm, Oslo, Copenhagen and
a number of provincial cities in UK and Scandinavia. In order
to compare London with the cities mentioned in the opening
chapter, the counts and surveys in London have been done
using exactly the same methods.
The method applied in London includes pedestrian countings
carried out in selected streets for 15 minutes every hour bet-
ween 10 am and 10 pm. (count results have been extrapola-
ted to produce an hourly estimate).
Survey period
the surveys took place on winter and summer days
with nice weather in February and July, inside
school terms.
the data was collected on weekdays and Satur-
days, during the daytime and in the evening.
Survey days
Tuesday 25 February 2003,
8 am to 8 pm.
Weather: Clear and sunny, 14oC
Wednesday 9 July 2003,

Pedestrian countings and observations 8 am to 10 pm.
The purpose of this part of the study is to examine how Weather: Sunny and pleasant, 23oC
urban spaces are used. It provides information on where Thursday 10 July 2003,
people walk and stay, either as part of their daily activities or 8 am to 10 pm.
for recreational purposes. Weather: Mild and sunny, 25oC
This can form the basis for future decisions on which streets Saturday 5 July 2003,
and routes need to be improved. 10 am to 6 pm.
This part of the study also provides information on how Weather: Sunny / partly cloudy, 22oC
much - and where - people sit, stand or carry out various
stationary activities in the city. This is a good indicator of the Pedestrian traffic
quality of the urban spaces. A high number of pedestrians The findings from the surveys on a weekday and a Saturday
walking in the city does not necessarily indicate a high level in July are presented in the following pages. Comparisons
of quality. However a high number of people choosing to will be made with other cities.
spend time in the city indicates a lively city of high urban
quality.

Walking in the city Pedestrian traffic on a summer weekday
Weekday 10 am - 6 pm 0
,29
17
10
5,8 Euston Road
0 Distribution of
,83 pedestrian traffic
12
5,0
10 on individual
footways

9,3
10
29
3,750
,91
0
30,25
0
0
28,86
19,37
0
12,
06
0
Regent Street North 0

12,05
13
0
96,11
,20
0
0 New Oxford Street

91,64
26,9
9,2
80
Oxford
90
43
Street
,55
0
S
Charing Cross Road

Regent Street South
35
,53
Weekday 6 pm to 10 pm
0
Recordings:
Wednesday 9 July 2003, 6 pm to 10 pm.
Weather: Sunny and pleasant, 23oC
Thursday 10 July 2003, 6 am to 10 pm. 18,0
Weather: Mild and sunny, 25oC Recordings: 10
Wednesday 9 July 2003, 8 am to 6 pm.
Weather: Sunny and pleasant, 23oC Hungerford Footbridge
Thursday 10 July 2003, 8 am to 6 pm.
Weather: Mild and sunny, 25oC
In order to make comparisons with Saturday recordings S
the pedestrian traffic between 8 am and 10 am has been
left out in the illustration above
0
, 22
10
Public Life - page 72 Lower Marsh
Comparison with a summer Saturday Walking in the city
0
Saturday 10 am - 6 pm 64
11,
Weekday
The pedestrian counts show a concentration of pedestrian
Euston Road traffic around Oxford Circus where three times as many
Pedestrian traffic pedestrians walk as in any other place in the city.
30 The same pattern is repeated in the evening, except in
6,8 separated on
individual footways Charing Cross Road, which enjoys an active night-time
scene.
Saturday
On Saturdays, Oxford Circus is even more heavily congested,
Tottenham Court Road with a 21 - 38% increase on weekdays.
Regent Street experiences an even more dramatic increase
of pedestrian traffic: 35 - 42% more than weekdays.
27
Tottenham Court Road and New Oxford Street are unaffected,
,3
while Euston Road has half its weekday pedestrian traffic.
10
Charing Cross Road is close to major attractions at Leicester
Regent Street North Square, Covent Garden and Trafalgar Square and, partly
because of this, experiences a 48% increase in pedestrian
11,190 traffic compared with weekdays.
25,8
10
132,2
New Oxford Street Summary
50
20
110,6 The pedestrian counts show high amounts of pedestrian
traffic in some areas. But the numbers are not as high as one
39,8
Oxford could expect in a city of the size of London. The pedestrian

pattern is quite uneven and some streets seem only sparsely
59
50
Street
,01
used while others (Oxford Street) carry far too much. This
0
Charing Cross Road points to the present situation where some major streets
Regent Street South are not fully used and where the full potential is yet to
be developed. Future developments of urban quality in the
50
studied streets will certainly create a more widespread use

,36
of the city centre.

0
Recordings:
Saturday 5 July 2003, 10 am to 6 pm.
Weather: Sunny / partly cloudy, 22oC
Note: Pedestrian traffic on Hungerford Footbridge was not

10 recorded during a summer Saturday.
,4
12
Lower Marsh Public Life - page 73
Oxford Street C1 og C2 sammenlagt
Recordings:
16000
Oxford Street West Wednesday 9 July 2003, 8 am to 10 pm. 16000 Oxford Street East
All day: 127,857 Weather: Sunny and pleasant, 23oC 14916
14784 All day: 138,080
14388 Thursday 10 July 2003, 8 am to 10 pm. Euston Road
14286

13695 13554 14000 13569
14000
13236 13014
13002 12852
12234 12009
12000 12000
10812
10000 10000 9732
8622 Tottenham Court Road
7800
8000 8000
7218 7116
5970
6000 5730 5568
4626
4332
Oxford Street 3930
4000 4000
3432
Pedestrians per hour

Regent Street 2778
2000 2000
New Oxford Street no. 56a + Opposite G1 og G2 sammenlagt

0 0
8-9 9-10 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 6-7 7-8 8-9 9-10 8-9 9-10 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 6-7 7-8 8-9 9-10
AM Time PM Oxford Street
AM C1
Timeog C2
PMsammenlagt
275
Oxford Street West S
Oxford Street East
250 249 246

240 250
238
228 226
221 226
225 217 217
225
214
200
200 All day: 17,575 200
180
4000
175
175
162
144 1572 2016
2000 1572 1836
1464 1518 1572 1548
150 1224
894 150
792 672
120 546 130
348 119
125
0 125
96
100 8-9 9-10 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 6-7 7-8 8-9 9-10
93
100
AM Time PM 100
77 66
72
75 57
New Oxford Street 75
Pedestrians per minute

46 46
50 50 50
34
31
24 25 26 26 26 26
25 25 20
13 15 25
9 11
6
0 0 0
8-9 9-10 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 6-7 7-8 8-9 9-10 8-9 9-10 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 6-7 7-8 8-9 9-10 8-9 9-10 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 6-7 7-8 8-9 9-10
AM Time PM AM Time PM AM Time PM

Regent Street no. 235 A3 og A4 sammenlagt
Pedestrian traffic on a summer weekday Walking in the city
8000 7602 Tottenham Court Road E1 og E2 sammenlagt
7026 Regent Street North Tottenham Court Road
6312
6186 All day: 60,690 All day: 44,640
6000 5490 5424
6000
4890
Euston Road 5082
4614 4590
4000 4347
3276
3276 4000 3801

3576 3612 3660

2550 2766
2526
2520
2000 Regent Street no. 235 A3 og A4 1626
sammenlagt
1740
2274
1902
2000 1842
1548
1272

0
8-9 9-10 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 6-7 7-8 8-9 9-10
8-9 9-10 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 6-7 7-8 8-9 9-10
AM Time PM
125
127 Tottenham
AM Court
Time Road
PM E1 og E2 sammenlagt
117 Regent Street North
103
105
90
100 92 82 New Oxford Street Tottenham Court Road
100
85
75 Oxford Street 77 77
75 72
55 55 63

Regent Street 60 60 61
50 43 42
42
50
27 29 31 38
32
25 26
25 21
0
8-9 9-10 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 6-7 7-8 8-9 9-10 Oxford Street 0
AM Time PM As a main shopping street, Oxford Street attracts tourists and 8-9 9-10 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 6-7 7-8 8-9 9-10
8000 AM Time PM
visitors from all over the city. Pedestrian traffic peaks between
6582 Regent Street South 11.30 am (lunch) and 6.30 pm (shops close). Charing Cross Road
Charing Cross Road no. 101 F1 og F2 sammenlagt
50,700
S
6000 5604 All day: All day: 48,540
5316
5304 5112 5220 6000
4968
4872
4000
4056 A different story: under utilised with few shops or cafes. In New
4080
Oxford Street, a quite constant pedestrian flow is evident of 4000 3738 3681
3624

3456
2148 people walking to and from other destinations. 3015 3162
2514
2994
2000 1554 2292 2370
1386 1524 1344
2000
1440
582 Regent Street 1404
738

0 Regent Street has half the pedestrian traffic of Oxford Street. Charing Cross Road no. 101 F1 og F2 sammenlagt
8-9 9-10 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 6-7 7-8 8-9 9-10 Pedestrian traffic peaks in Regent Street at 5 pm. 0
AM Time PM 8-9 9-10 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 6-7 7-8 8-9 9-10 10-11 11-12
125 AM Time PM
110 Regent Street South Tottenham Court Road
100 93
A typical pattern of morning, lunch time and evening rush 100
Charing Cross Road
89 88
83 85 87 hours. 86
81
75 68

75 68
Charing Cross Road 62 61 60 58

53
50 50
50
36 Charing Cross Road slowly picks up through the day peaking at 50
38
42 40
23 26
25
22
5.30 pm. Unlike the other streets countings continued in Charing 23
24
25
10 Cross Road until midnight where an increase in pedestrian 25
12
traffic appeared. (With people going home from the now-closed
0 0
pubs).
8-9 9-10 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 6-7 7-8 8-9 9-10 8-9 9-10 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 6-7 7-8 8-9 9-10 10-11 11-12
AM Time PM AM Time PM

Hungerford Footbridge North and South K1 og K2 sam m enlagt Euston Road / British Library J1 og J2 sammenlagt
Hungerford Footbridge Euston Road / British Library

6000
All day: 30,550 All day: 27,460
4290 Euston Road
4000 4000

3162
2352 2526 2532
2430 2550 2646 2538
2448 2292 2406 2376
2154 2064 2226 2196
1794 2000 1902
2000 1614 1650 1554 1578
1290 1368 1374
696
0 0
8-9 9-10 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 6-7 7-8 8-9 8-9 9-10 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 6-7 7-8 8-9 9-10
Hungerford Footbridge North and South K1 og K2 sammenlagt Euston Road / British Library J1 og J2 sammenlagt
Hungerford Footbridge New Oxford Street
72 Euston Road / British Library

75 75

Oxford Street 53
44 42
50 43 50 42
39 41 42 41 Regent Street 38 37 37 40 40
36 Charing Cross Road 34 32
30 26 26
27 28 22 23 23
25 25
12
0 0
8-9 9-10 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 6-7 7-8 8-9 8-9 9-10 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 6-7 7-8 8-9 9-10
S
Euston Road no.194 H1 og H2 sammenlagt
Lower Marsh no.105 Caruso K3
Lower Marsh Euston Road / Euston Station

4000 All day: 12,170 4000 All day: 22,840

2670 2928 2826

2322
1956 2076
2000 2000 1572 1521
1236 1452 1428 1470
1212 1284 1272
762 810 624
972 984
570
Hungerford Footbridge 1170 930
372 588
Pedestrian traffic moves constantly across the Thames, peaking
0 0
at evening rush hour. 8-9 9-10 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 6-7 7-8 8-9 9-10
8-9 9-10 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 6-7
AM Time PM Lower Marsh AM Time PM
Around lunch time, many come to do their shopping in the
market. In the evening people come through here on their way Euston Road no.194 H1 og H2 sammenlagt
Lower Marsh mo.105 Caruso K3 home.
Lower Marsh
Euston Road / Euston Station
Euston Road

Euston Station is a key location for many commuters and, as

49 47
50
45
such, pedestrian traffic is affected by morning and evening rush 50
39
35
33
hour. 24 26 25 25 21
16 20 21 24
25
13 14
10 16
10
21
Euston Road / British Library 25 20
16
10
6
Pedestrian traffic shows a mixed pattern throughout the day.
0
Kings Cross is close by, having some effect in the morning and 0
8-9 9-10 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 6-7 8-9 9-10 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 6-7 7-8 8-9 9-10
AM Time PM
evening hours, while lunchtime is also busy, possibly because AM Time PM
of the concentration of offices in the area.

Pedestrian traffic - summer and winter Walking in the city
129,738
Comparison: Winter weekday / Summer weekday
118,455
110,370
101,520
Oxford Street on a summer day.
57,324
Winter and summer pedestrian traffic
50,780
In London, the differences between summer and winter
47,832
pedestrian traffic are very low - in Oxford Street , summer
levels are only 15% higher. This suggests a city that can
41,820
41,370
be further developed for public life to evolve and include
38,230
37,500
activities other than the most necessary.
33,930
In other cities, larger differences are to be found. Copenhagen
25,392
experiences a 50% increase in pedestrian summer traffic
22,490
21,470
21,321
compared with pedestrian winter traffic. Part of the
explanation is that more tourists come to Copenhagen
during summer, but a much more important factor is the
recreational dimension. Copenhagen has, during the last
40 years, developed a city with many good quality spaces
(100,000 m2 of pedestrianised areas in the city centre.) In
summer, people no longer come exclusively to shop or work,
but also come to enjoy the city, to meet friends and relatives,
to sit at a square and sip a cappuccino or to enjoy the city
Euston Road west

Regent Street south
Charing Cross Road

Regent Street north
Oxford Street west
Euston Road east

Oxford Street east
Winter Streets
Summer Streets
scene from a public bench. As such, Copenhagen is a much

more lively city during summer today than it was 40 years
ago. Public life has been expanded to include more activities
than the most necessary ones (as going to work, going to
lunch, shopping etc.) because of improvements in the public
space.

Walking in the city Pedestrian traffic on a summer Saturday
Recordings:
Weather: Sunny / partly cloudy, 22oC Euston Road
New Oxford Street
Oxford Street Oxford Street no.270 B1 og B2 sammenlagt

Regent Street
Charing Cross Road
Oxford Street West Oxford Street West

All day: 110,622
20000 19344 322
325
294
18000 17658 300
273
16386 S 266
15960 275
16000 257
15396
250
14000
225
202
12120
12000 200
175
10000
8844 147
150
8000
125
82
6000 100
4914
75

4000
50
2000
25
0 0
10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6
Oxford Street at Oxford Circus.
Pedestrian traffic on a summer Saturday Walking in the city
New Oxford Street New Oxford Street
4000
All day: 11,190 New Oxford Street no.56A + Opposite G1 og G2 sammenlagt

Pedestrians per hour Euston Road
50
2000 1722 1812 1902 1644 29 30 32
27
1542 26
1194 20
25
846 14
528 9
0 0
10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6
Oxford Street C1 og C2 sammenlagt

Oxford Street C1 og C2 sammenlagt New Oxford Street
Oxford Street East Oxford Street East

Oxford Street
24000
All day: 132,210 Regent Street 400
23268 388
Charing Cross Road
375
22000 352
21144
20508 342
350
20000
325 309
18516
296
17766
18000 300
S
275
16000
250
14000 212
225
12708
192
12000 11508 200
175
Oxford Street
10000
The Saturday recordings show a dramatic increase in pedestrian
traffic and a different pattern. Oxford Street becomes a 150
113
8000 destination for pleasure walks, shopping, window shopping
125
6792 and general amusement. The pedestrian traffic starts picking
up at 11 am and peaks at 4 pm, stretching Oxford Street to its
6000 100
limits.
75
Pedestrinas per minute

4000
New Oxford Street
New Oxford Street, has a very different level of activity. Although 50
2000 it is a direct extension of Oxford Street it carries only 8% of the

pedestrian traffic. 25
0 0
10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6

Walking in the city Pedestrian traffic on a summer Saturday
Tottenham Court Road Euston Road - British Library
6000 All day: 27,310 All day: 11,640
Euston Road
4368
4164 4152 4176
4000 3702 4000

2664
2334
Tottenham
2000
Court Road E1 og E2 sammenlagt
1746 2000
1482 1410 1560 1512
1116
1800
1410 1350

0 Euston
0 Road / British Library J1 og J2 sammenlagt
10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6
Tottenaham Court Road
69 69 70
75 62 Euston Road - British Library

Oxford Street
Charing Cross Road
44
50 39 50
29 Regent Street
26 30
25 24 25 24 23
25 25 19
0 0
10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6
Charing Cross Road

8000
All day: 39,850
6576 6600
6276 S
5832 5904
6000
Euston Road / Euston Station

4000
All day: 6,830
3684 4000

2928
2046
2000 2000
942 822 888 864 1008 834 882

588
Low er Marsh no.1 05 c aruso K3
0 Lower Marsh 0
4000 Euston Road no.194 H1 og H2 sammenlagt
10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 All day: 12,410
10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6

1 872
Charing Cross Road 2000 1 692 1 668
1 446 1 620 1 500 1 482
1 1 34
125
110 110
105
97 98
100 Lower
0 Marsh no.105 caruso K3
10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6
75
AM Time PM
61

49
Lower Marsh 50 Euston Road
50 50
31
27 31
24 28 28 25 25
25 25 19 25 16 17 15
14 15 14 14
10
0 0 0
10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6
AM Time PM AM Time PM AM Time PM

Regent Street N1 +N2 sammenlagt
Pedestrian traffic on a summer Saturday Walking in the city
Regent Street N1 og N2 sammenlagt
Regent Street far North Regent Street far North

All day: 25,850
100
6000 Euston Road 100
75 64
381 6 3957 56

4000 59
351 0 3342
52
31 38
50 39
2340 35
21 06
2000 1 572 26
25
Regent Street no. 235 A 3 og A 4 sammenlagt Tottenham Court Road
0 0
10- 11- 12-1 1-2 2-3 3-4 4-5 5-6 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6
AM Time PM Regent StreetAMno. Time
235 A3
PM og A4 sammenlagt
New Oxford Street

Regent Street North Regent Street North
All day: 59,010 Oxford Street 175
10000 157 160
9444 9576 154
9252
Regent Street 142
851 4 Charing Cross Road
150 132
7908
8000
125 101
6072
6000 100
4938 82
Tottenham Court Road 75

4000 55
3306
The total amount of pedestrian traffic is similar to weekdays.

50
S
2000
Charing Cross Road 25
During Saturdays, Charing Cross Road´s location, near important
0 public places and near a district with restaurants, cafes, pubs 0
Regent Street no
10-11123
11-12 A1
12-1 og
1-2 A2
2-3 sammenlagt
3-4 4-5 5-6 and bars, increases pedestrian traffic by about 50% from a 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6
AM Time PM
normal weekday. AM Time PM
Regent Street no 123 A1 og A2 sa
Regent Street South Regent Street South
All day: 50,360
Lower Marsh 175
10000 The little market street has a steady flow of pedestrian traffic
9294 155
throughout the day. The total amount of 12,000 pedestrians is 141
8484 150
8238 8094 quite considerable given the location, and equals the pedestrian 137 135
8000
traffic in New Oxford Street, which is far more centrally located. 125
6546 109
6000 Euston Road 100
4524
Euston Road is fairly quiet on Saturdays with only minimal 75
activity. This is unsurprising as the main reason for going to 75

4000 3474 58
Euston Road is to access public transport or work in one of the
office blocks. 50
1704 28
2000
25
Regent Street
0
The busiest part of Regent Street is just south of Oxford Street
0
10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 where the number of pedestrians is 17% higher than in the 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6
AM Time PM southern part. Overall, pedestrian traffic is 45% of Oxford Street AM Time PM
levels and more constant throughout the day.
Walking in the city Crowding
Summer weekday Summer Saturday Winter weekday
Note:
In December severe crowding dominate the commercial streets.
Footway without any registered crowding

Footway with some crowding Street capacity
Footway with severe crowding Oxford Street and Regent Street are under enormous pressure during weekdays, and even more during Saturdays when Londoners
as well as tourists go to the city to shop. As a major shopping street with a large variety of goods to offer various age groups, Oxford
Street attracts visitors beyond the actual footway capacity.
Crowding at different times The graphs opposite show the extent to which the limit for comfortable carrying capacity described in part 1 - 13 people per metre
The illustrations above show that Oxford Street and the footway - is exceeded.
northern part of Regent Street are experiencing severe The results are a stressful environment where the movement options of the individuals are limited. This extensive use will cause a
overcrowding year-round. gradual deterioration of the streetscape.

Oxfo r d Str e e t n o . 216 C1
Street capacity at Oxford Circus Walking in the city

Re ge nt Stre e t Oppos ite A4
Oxford Street West Regent Street North Regent Street North Oxford Street East
Northern footway Western footway Eastern footway Northern footway
(Effective width at counting position: 8 m) (Effective width at counting position: 4 m) 125 (Effective width at counting position: 5 m) (Effective width at counting position: 7 m)
105 105 104

Re ge nt Stre e t no.235-241 A3
100 93 89
52 ped. /min.
175 175 167
166 Limit for comfortable 69
75 75
carrying capacity

65 ped. /min. 152

151 145 55 57
53 Limit for comfortable
49 49 142 139
150 137 135 50 43 50 carrying capacity 150
40
33
120
26
125 25 25 125
109 15
Western footway Eastern footway
104 ped. /min.
Limit for comfortable All day: 19,360 All day: 39,650 91 ped. /min.
100 0 100 87
carrying capacity 0
10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 carrying capacity
69
75 AM Time PM AM Time PM 75

47
39
50 50
Oxford S tre e t Oppos ite no. 223-235 C2

25 25
Northern footway Northern footway
All day: 58,240 All day: 54,940
0 0
B1
10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6
110,620 132,210 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6
Oxford Street west Oxford Street east
59,01
Oxford Street West Regent Street north Oxford Street East
0
Southern footway Southern footway
(Effective width at counting position: 6 m) (Effective width at counting position: 5 m)
50,3
225 221
Regent Street south Recordings:
6
0
200 200
200
Weather: Sunny / partly cloudy, 22oC 189
175 175 157

157
144
150
131 128 Regent Street South Re ge nt S tre e t Oppos
Regent ite no.120
Street South A2 150
Western footway Eastern footway 124
120 123
125 (Effective width at counting position: 6 m) 125 (Effective width at counting position: 3 m) 125
Re ge nt S tre e t no.123 A1
93 101
100 100 95 100
78 ped. /min. 90 89
74
Limit for comfortable
78 ped. /min. carrying capacity 76

75 75 75 75
carrying capacity
65 ped. /min.

47 50
50 35 46 46 50 50 carrying capacity
50
39
33 39 ped. /min.
Limit for comfortable
26 20 carrying capacity
25 25 19 25 25
Southern footway 9 Western footway Eastern footway Southern footway
All day: 52,380 All day: 16,700 All day: 33,660 All day: 77,270
0 0 0 0
10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6 10-11 11-12 12-1 1-2 2-3 3-4 4-5 5-6
AM Time PM AM Time PM AM Time PM AM Time PM

Staying in the city Staying activities on a summer weekday
1258
Recordings:
Cultural activities
Wednesday 9 July 2003, 10 am to 8 pm.
Commercial activities Weather: Sunny and pleasant, 23oC
Children playing Eus ton S qua re Thursday 10 July 2003, 10 am to 8 pm.
Lying down Spending time in the city.
Secondary seating 114 Average in the period between noon and 4 pm:
197
Seated on outdoor cafés 4373 Activities
Seated on benches
Standing
British Library The number and character of outdoor staying activities in
London illustrate a city with few public spaces of good quality.
In a city the size of London, one could expect a far higher use
Euston Square Victoria Embankment Garden rate in the public spaces. However, the generally low quality of
the public spaces has a strong effect on the amount of people
339
Charing Cross Road who choose to stay in the city.
As such, some places are extensively over-used, such as Covent
Garden, while others such as Piccadilly Circus are only sparsely
used.
As stated earlier, the high rate of secondary seating points to
Le ice s te r S qua re a lack of benches. People find other resting options - standing
380 against a pillar, sitting on stairs or guard railings etc.
684 It is also rare to find children playing in the city centre.
Comparison
Copenhagen city centre experiences a midday average of 5900
Tottenham Court Road staying activities on a summer weekday. The main part of
431 these activities are people in cafes (33%). The inner city has, in
254 general, been developed to accommodate visitors and provides
501
good quality public space.
215
Charing
Cross Road
Regent Street
Covent Garden
Cultural activities
Leicester Square
Commercial activities
Picadilly Circus
Children
Cultural playing
activities
Victoria Embankment Garden
Trafalgar Square
Lying down
Commercial activities
Secondary
Children playing seating
Staying activities on a summer weekday Staying in the city
Piccadilly Circus
400
Euston Road
Number of persons
291 293
Leicester Square 300
256
1198
1200
Tottenham Court Road 200 173
1100
100 88
New Oxford Street

Oxford Street
0
Regent Street 11.00 am 1.00 pm 3.00 pm 5.00 pm 7.00 pm
Time
900
Leicester Square
Piccadilly Circus
795 Trafalgar Square
800
Leicester Square
Trafalgar Square
Leicester Square is busiest in the evenings, when many people
700
700 come to visit the restaurants, cafes or cinemas. The benches in
the park are extensively used, while people also enjoy sitting on 646
the grass. Leicester Square can appear overcrowded at certain 594
600 times, especially in the late afternoon and early evening. 600
545
Piccadilly Circus
500 479 Piccadilly Circus is presently under-utilized. It has no public 500
456
benches, high traffic noise and a low-quality urban realm.
People tend to stand here talking or, alternatively, sit down on
382 the fountain steps. 400
400
333 Trafalgar Square
Number of persons
Number of persons
Just reopened, Trafalgar Square still lacks enough benches to 300

300
offer visitors. The two fountains and the new stairs serve as
alternative sitting options. It is notable that although Trafalgar
210
Square is app. 4000 m2 larger than Leicester Square, the
200 200
activity level is about 80% lower. This is partly due to the fact
that Leicester Square is more conveniently located, in close
relation to areas where many people walk, and due to the fact
100
100 that Trafalgar Square is still dominated by traffic, not closely
connected (except The National Portrait Gallery), has a more
monumental layout as well as function and lacks good quality
0 sitting options. 0
11.00 am 1.00 pm 3.00 pm 5.00 pm 7.00 pm 11.00 am 1.00 pm 3.00 pm 5.00 pm 7.00 pm
Time Time

1600 1582
Staying in the city
1500 Covent Garden
Cultural activities
Commercial activities Euston Road
1400 1386
Children playing
Lying down
Secondary seating 1300
Seated on outdoor cafés Tottenham Court Road
Seated on benches 1200

Standing
1130
Victoria Embankment Garden New Oxford Street
1100 1100
Charing Cross Road
Oxford Street
1039
Regent Street Covent Garden
1000 1000 972
Victoria Embankment Garden 900

900
800 800
700 700
600 600
Covent Garden
500
500 Covent Garden was included in the recordings for comparison.
There is a high use rate from lunchtime onwards, with cafe
seating and people watching performers, talking and enjoying
400 the street-scene. Again, there are few benches. These are used 400
extensively while quite a lot of people find other options on
328 332
pillars, steps, in niches etc.
Number of persons
Number of persons
300 300
Victoria Embankment Gardens 254
247
This is mainly used as a lunchtime park by office employees in
200 the area. As such, the use rate after 2 pm falls to 1/3 of the 200
activity during lunch hours.
125
100 100
0 0
Time
Time
Staying activities on a summer weekday Staying in the city
Euston Road
British Library
British Library
200
Euston Square
128
Number of persons
99
100
64
35
11.00 am 1.00 pm 3.00 pm 5.00 pm 7.00 pm
Time
Regent Street 400
Euston Square Charing Cross Road
Number of persons
Oxford Street
307
300 Regent Street 300
240
209 224
Number of persons
207
200 200
153 164
152
102
100 100
0 0
Time
British Library and Euston Square Time
Pedestrian traffic is generally low on Euston Road and this
affects the amount of staying activities. At the British Library
people pass by to rest for a short while. Euston Square serves
as a waiting room for people waiting for buses or trains.
Charing Cross Road
Regent Street
500
Regent Street offers few staying activities. Even so people find
secondary places to sit or stand, while looking at window
displays or having conversations. It is notable that Regent Street 406
400
experiences the same amount of staying activities as Piccadilly 369
354
Regent Street Circus.
Number of persons
312
300 276
270 Tottenham Court Road and Charing Cross Road 300
237 Charing Cross Road is used slightly more than Tottenham Court 243
Number of persons
217
Road. If the adjoined public spaces on Tottenham Court Road
200 were developed, the amount of staying activities would most 200
155
likely increase.
100
100
0 0
Time Time
Average of Oxford Street Average of Regent Street

The recordings indicated a high level of similarity in the Between 10 am and 8 pm
Average Between 10 am and 8 pm
Average
distribution of the various age groups in Regent Street, Charing 70 70
Cross Road and Tottenham Court Road. The average figures
show an almost total lack of children, but the elderly are also 60 54 60 53
seldom to be found. Approximately 94-96% of all pedestrians
are 15-64 year olds. 50 50
43
Percent
40
Percent
Oxford Street stands out from the others by having more 35 40
children and elderly, even though the street at certain times
30 30
feels immensely crowded and unfit for these age groups.
20 20
Below is displayed an age study from the main pedestrian street
in Adelaide, Rundle Mall, which has achieved a good mix of 10 6 10
age groups - 25% children and elderly. In London this group 2 3 3
0 1
comes up to 18% in Regent Street at 10 am - the maximum in the 0 0
study areas. London is, at present, not laid out to accommodate
0-6 7-14 15-30 31-64 >65 0-6 7-14 15-30 31-64 >65
families with children - few areas are pedestrianised and walking
conditions need to be improved greatly, especially to allow Age Age
prams to move around more easily.
11Comparison
am Average of Charing Cross Road Average of Tottenham Court Road
Rundle Mall, Adelaide 11 am Between 10 am and 8 pm
Average BetweenAverage
10 am and 8 pm
80 70 70
70 60 60 53
50
60 50 50
44 43
50
Percent
40
Percent
40
Percent
37,5 37,5
40
%
30 30
30
20
20 20
10 10
10 5 10 10
2 4 3
0 0 1
0 0 0
0-6 7-14 15-30 31-64 >65 0-6 7-14 15-30 31-64 >65 0-6 7-14 15-30 31-64 >65
Age Age Age
(Rundle Mall: A pedestrian street with good
facilities for children)

10.00 14.00 10.00 14.00
70 70 70 70
62
60 60 60 60
51
50 50 50 47 50 45 45
Percent
Percent
Percent
Percent
40 40 35 40 35 40
30
30 30 30 30
20 20 20 20
13
8 10 7 10 10
10 3 4 5
2 3 2 3
0 0
0 0 0 0
0-6 7-14 15-30 31-64 >65 0-6 7-14 15-30 31-64 >65 0-6 7-14 15-30 31-64 >65 0-6 7-14 15-30 31-64 >65
Age Age Age Age
Regent Street
Oxford Street
16.00 16.00
20.00 20.00
70 70
70 70
60 60 58 60 60
50 52
50 47 50
50 50
41 41 40
Percent
Percent
Percent
Percent
40 40 40 40
32
30 30 30 30
20 20 20 20
10 6 10 5 10 10
3 3 3 4 4 3 4
2 1 1
0 0 0 0
0-6 7-14 15-30 31-64 >65 0-6 7-14 15-30 31-64 >65 0-6 7-14 15-30 31-64 >65 0-6 7-14 15-30 31-64 >65
Age Age Age Age
10.00 14.00 10.00 14.00

70 70 70 64 70
64
60 60 56 60 60
51
50 50 50 50
43
39
Percent
Percent
Percent
Percent
40 40 40 40
34 33

30 30 30 30
Charing Cross Road
20 20 20 20
10 10 10 10 5
3 2 2 3
0 0 0 0 0 0 1
0 0 0 0
0-6 7-14 15-30 31-64 >65 0-6 7-14 15-30 31-64 >65 0-6 7-14 15-30 31-64 >65 0-6 7-14 15-30 31-64 >65
Age Age Age Age
16.00 20.00 16.00

20.00
70 70 70
70
60 60 58 60 60
47 48 48 50
50 45 50 50 50 48
Percent
Percent
Percent
Percent
40 40 36 40 40
30 30 30 30
20 20 20 20
10 7 10 10 10
3 3 1 3 2
1 0 0 0 0 0
0 0 0 0
0-6 7-14 15-30 31-64 >65 0-6 7-14 15-30 31-64 >65 0-6 7-14 15-30 31-64 >65 0-6 7-14 15-30 31-64 >65
Age Age Age Age

Summary of Part 2
The following sums up the findings in Part 2 in three different categories
Walking in the city

Describes walking patterns and amount of pedestrian traffic
Staying in the city

Describes amount and type of stationary activities
Who walks in the city

Describes age variations on pedestrians
Walking in the city

Severe crowding in commercial streets.
Reasonably low amounts of pedestrian traffic in other streets.
App. 30 % increase in pedestrian traffic on summer Saturdays compared
to summer weekdays.
Summer traffic and winter traffic are very alike.
Points to a low recreational activity rate in the public spaces.

Summary of Part 2
Staying in the city

Overload of activities and cafes in Leicester Square and Covent Garden.
Few activities in other areas .
Public life in London is, at present, mostly about walking - the city still
awaits to be developed regarding recreational activities.
Points towards low urban quality.
Who walks in the city

95 % of all pedestrians are 15 - 64 years old.
Points to a city not laid out for recreational activities and to a city
where little is done to accommodate age groups with special
needs.

PART 3 - Recommendations
Conclusions and Best practice
Contents of Part 3
Introduction to Part 3
Key recommendations
1. Capitalise on the unique qualities
2. Create a better balance between traffic and other city users
3. Improve conditions for walking in the city
4. Ensure access for all
5. Improve conditions for staying in the city
6. Improve the visual quality of the streetscape
7. Improve conditions for cycling
Turning a city around
Process
Reflections
Introduction to Part 3
The Public Space and Public Life study area has not been London’s inner city as a whole, but selected streets, squares, station areas and
parks. The idea has been to achieve general knowledge about the overall situation by studying selected places and the recommendations
reflect this strategy. The project primarily focuses on problems at the detailed and at medium levels of scale, but the recommendations
aim primarily towards the whole, the common features, as opposed to detailed comments on the chosen study areas.
A number of recommendations aimed at pointing out some general suggestions for future quality improvements for all parts of central
London are presented under 7 different sub themes.
These recommendations should be read as a series of measures that can deliver a good-quality urban environment over time, rather than
as a strict set of rules to be carried out to the letter.
A gradual change of culture is crucial. The Mayor´s transport strategy aims to make London a superb city for walking by 2015. This will
require a drastic change in both policy and mindset. Cities that have successfully improved the environment for people have, as part of the
process, developed a different culture and a new way of thinking about the balance between people and traffic.
The recommendation chapter sets out what a good city should look like.
The recommendations are not - given the present culture of priorities and approaches - seen as practical in the short term. Instead, it
will depend on an incremental approach to the suggested »quick-win« actions, as well as generating the shifts in attitude and policy
suggested through the rest of the report. As a result, large-scale achievements can become possible.
Given the same opportunities Londoners will make the same choices as people in other cities.
Recommendations - page 95
Key recommendations 1. Capitalize on the unique qualities
1. Celebrate London as a green city

London examples
a) Establish more entrances to the city´s parks and Much has happened in London during
squares. the past years, especially along the River
b) Establish better access. Thames on the South Bank.
c) Give high priority to pedestrians and cyclists in parks and
reduce or remove vehicular traffic.
d) Establish new squares and parks for recreation.
2. Improve the City Squares

a) Improve the number and the quality of people-oriented
public squares.
3. Celebrate the River Thames

a) Create walkways from the city to the river as well as along
it to achieve an improved connection between the
city and the river.
b) Improve access and relation between the city and the
river by improving the waterfront, creating soft edges and The South Bank promenade offers Walkway between St. Paul’s and the Thames
relocating vehicular traffic now running along the water. splendid views and various uses. offers direct and unimpeded access.
c) Increase activities on the water, such as sailing and
rowing.
1. Best Practice Key recommendations
Celebrate the parks Celebrate the squares Celebrate the river
Above: Bryant Park, New York, was gloomy Above: The historical square. Above: An outdoor cafe culture has spread out
and dominated by drug dealers. Recently Welcome Park, Pennsylvania along Copenhagen’s waterfront, introducing
the park has been thoroughly renovated. The beach sand on the pavement and beach
fence has been removed and the park made Below: The traditional square. furniture.
more open and inviting. Cordoba, South America.
Above: Bryant Park after renovation. Below: The modern square. Above: Ice rink, Melbourne.
Below: Renting out boats in the parks, Paris Schouwburgplein, Rotterdam. Below: Riverfront promenade, Bilbao.
Key recommendations 2. Create a better balance between traffic and other city users
1. Create a better balance between traffic and

other city users A combined strategy ; Strasbourg
a) Make the most of the Congestion Charge to use
freed-up space for quality improvements. A survey of travel habits from 1989 showed that 73% drove
b) Reduce through traffic. cars, 11% took the bus, while 15 % cycled or walked on their
c) Create new patterns for goods deliveries. trips to and from central Strasbourg. Attempts had been
d) Improve the visibility and accessibility of surface made for several years, but Mayor Catherine Traumbert was,
public transport to encourage more bus use in 1989 the first to adopt plans for long-term urban renewal
and walking. This will take pressure off the in which city life, cyclists and public transport were given
road system and the congested tube and rail high priority. Car traffic in the centre reduced dramatically.
networks. Dedicated bus- and pedestrian streets With the introduction of the new north-south tram line, a
can improve the bus system. comprehensive, linear public space policy was well on its
e) Improve conditions for walking and encourage way. Pedestrians and cyclists were to have much better
people to walk. conditions, the deteriorating spaces of the city were to be
f) Create pedestrian streets and pedestrian priority renovated and the new tram line to have first priority in
streets where many people already walk to improve city traffic. These objectives were combined into a strategy
conditions for walking and city life, as well as to in which laying the tram tracks inspired the rethinking of
reduce traffic. the squares, streets and roads touched by the tram route.
g) Reduce the amount of parking to control traffic Thus both suburban and inner-city spaces were renovated
coming into the city centre. Copenhagen has gradually as work on laying the new tram tracks progressed.
successfully used this policy, gradually bringing In the city centre itself, several streets were completely
the amount of parking spaces down and thus closed to car traffic and reserved for line A and pedestrians.
achieving less traffic while encouraging use of At the same time, streets were renovated from facade to Above: In the central city areas the tram
public transport, walking and cycling. facade. In other streets, a modest stream of car traffic was runs quietly through pedestrian areas.
allowed alongside pedestrians, cyclists and the trams.
2. Improve traffic safety A modern tram was selected as the new means of
a) Improve traffic safety by introducing precise transportation in competition with bus systems and
standards for crossings, stoplights etc. underground rail systems. The new trams have an elegant,
b) Improve traffic safety to allow disabled, the elderly transparent design. Large, low windows provide a good view
and families with younger children to move more inside and out, making passengers part of the street scene
freely. at stops and riding through town. An unusually low floor
ensures good access for everyone.
3. Reduce the impact of traffic on the city Strasbourg´s tram system has become a great success and
exceeded all expectations. Only a few years after their
environment introduction, the city’s new trams carried 70,000 passengers
a) Encourage the replacement of old cars, lorries and every day, compared to a forecast of 50,000. Since 1990,
buses in order to lower noise, reduce fumes and the use of public transport has increased by 43% and the
improve safety. number of trams serving the city centre has been doubled
b) Introduce green waves at stoplights to avoid by introducing an extra line on part of the line A route. More
engines idling. lines, with a total track length of 35 km, are on the drawing
c) Reduce the provision for cars. board.
d) Make medians in streets to curb traffic and Tram stops have been carefully designed
facilitate safe pedestrian crossings. to reflect the good quality public transport
system. Above: Place de l´Homme de Fer.
Types of people friendly streets
Bus terminal ; Copenhagen

Copenhagen has improved existing bus
facilities and space-demanding bus terminals
have gradually moved out of the city centre.
Modern buses driving on gas have been
introduced to lower noise and fumes.
Pedestrian street Pedestrian priority street Boulevard

Strøget, the main street of Copenhagen, Strædet, Copenhagen, marked the Champs-Elysees, Paris.
was pedestrianized in 1962. The new introduction of a new type of city street With a combined pedestrian area of
The City Goods Ordinance; Copenhagen street was immediately popular allowing to the city centre. Only 8 - 11 metres 47,300 m2, the renovation of Champs-
Copenhageners to walk peacefully down wide, this street used to carry heavy Elysees is one of the most comprehensive
In 2002 the obligatory trial-scheme “City the length of the inner city. traffic, including several bus lines. In public space projects in Europe. Doing
Goods Ordinance” was introduced in On ordinary winter days, main sections 1989, it was experimentally reclassified away with parking lanes made it possible
Medieval Copenhagen. of Strøget carry some 25,000 pedestrians as a pedestrian priority street, meaning to expand the footways on both sides
Vans and lorries heavier than 2,500 kg are between the hours of 10 am and 6 pm. On a street where pedestrians and bicycles of the street from 12 to 24 metres. A
not allowed to stop in the designated area summer days, pedestrian traffic reaches have priority, but where cars may enter simple, carefully detailed pavement of
unless they have a City Goods certificate. some 55,000 people a day. These figures at slow speeds. The street is divided grey granite runs the entire length of the
Lorries heavier than 18,000 kg need a special have stayed remarkably stable. into short one-way sections to prevent promenade, bringing calm and unity to
certificate. With a width of 10 - 12 metres, Strøget through-traffic. Bus routes were relocated the space. Widening the footways has
The purpose with the trial-scheme is to reduce can handle some 145 pedestrians per to streets on the edge of the old city dramatically expanded city life.
the number, size and age of the cars driving minute, and on summer days, it reaches area.
into the area. A report from 1997 states that this capacity for a good part of the day. This mixture of pedestrians, bicycles and
every day about 3,500 vans and lorries over This has been the situation for some 30 cars now shares the street space.
2,500 kg total weight made 6,000 trips to the years now.
1 x 1 km central area.
www.citygods.kk.dk/english.html
Key recommendations 2. Create a better balance between traffic and other city users
Public transport
Main station
Entrance
Footway
Pedestrian Taxi bays

Bus terminal
crossing
35.000
pedestrians
Vehicular traffic - 30.000 vehicles per day per day
Footway
Above: Lyon has made good connections for

Above: Euston Station, buses are hidden Above: Copenhagen main station pedestrians at interchange facilities, where
behind Euston Park and access is limited. Pedestrians have high priority and good access bus systems and tram systems join up.
to public transport as well as taxis.
Access to major transport hubs An extensive network of bus routes

Good pedestrian access to train stations, bus terminals and the Underground is vital to ensure as many The recent increases in bus usage highlights the benefits that can arise
people use public transport as possible. Improving accessibility to, and visibility, of public transport from use of this mode. Buses are able to penetrate the city core and offer
facilities enables better interchange and encourages use of sustainable modes. It is also key to addressing direct access to many destinations for a wide range of users, particularly
social exclusion issues. those who might have physical difficulty in using rail networks or do not
have access to private transport.
Below: Waterloo Road, poor access to bus Below: Strasbourg, tram stop
stops and the station encourage people to High quality design has been introduced for Bus speeds and reliability are improving due to bus priority measures and
jaywalk. main tram stop linking the pedestrian network to the effects of Congestion Charging. Buses offer a viable alternative to many
the public transport system. journeys made on rail networks.
All bus journeys include a walking element and both modes complement
each other well. An accessible and visible bus operating environment
encourages activity at the surface level. It can also highlight the ease and
directness of journeys made on the surface (by bus and/or foot) and this
can help alleviate pressure on other public transport modes. This stimulates
demand for a better pedestrian environment. More surface activity can also
generate more social interaction and economic opportunities, bringing life
to city streets.
It is therefore very important to have a high-quality, effective, accessible
and uncomplicated bus network.

Adelaide - free central city buses Copenhagen - buses as tram lines

N
KING WILLIAM RD
Adelaide
K I N T O R E AV E
MORPHETT ST
Festival
Centre
Adelaide Zoo- 800
FRO
metres from stop 10
Wine
Centre
Casino
ME
City SK8 State Uni of Uni of SA
Skate Park Parliament Library Adelaide City-East Botanic
Uni of SA House Royal
City-West RAILWAY Campus Gardens
RD
Adelaide Museum, Adelaide
Campus Convention STATION 8 9 Art Gallery 10 Hospital
6 7 Centre
CITY LOOP clockwise D
BEELINE NIC R
BEELINE
NORTH TERRACE B O TA
CITY LOOP anti-clockwise
21 22 23 Grosvenor 24 25 V1 26 27 CITY LOOP bus route 28
GS Stamford
Riviera AC EDS Building The 29
EAST TCE
20 Motor Inn
19 Registration & Licensing Plaza Mansions Y2 11
Princes Arcade Townhouse HINDLEY ST RUNDLE MALL RUNDLE ST RUNDLE RD
Holiday Inn on Hindley
KING WILLIAM ST
5 B 4 B HS RM
Roma Mitchell
Arts Education
LIGHT i 31 30
to the Centre X1 to the
beach GRENFELL ST hills
CURRIE ST
CITY LOOP bus route
O-BAHN
HINDMARSH
BEE LINE bus route

SQUARE 12
SQUARE

Ambassador Tandanya
Hotel 13
CITY LOOP clockwise
HUTT ST
WAY M O U T H S T PIRIE ST
MORPHETT ST
PULTENEY ST
B B B Australian
Tax Office
TH 14
TERRACE
B B
FRANKLIN ST FRANKLIN ST FLINDERS ST
Central
18 Bus Station VICTORIA
B B PO SQUARE 32
GROTE ST
3 B
GROTE ST
17 B 16 34
WA K E F I E L D S T
33 B
i
BEELINE
CITY LOOP clockwise
WEST
PASSENGER TRANSPORT
2 Hilton
International
1 GLENELG CITY LOOP 15 INFOCENTRE
Adelaide bus route
Central Hotel TRAM Open Monday to Saturday
Market National
Archives of
from 8am - 6pm and Sunday
Chinatown Australia 10.30am - 5.30pm B
LEGEND
G O U G E R FOR
S T ADELAIDE FREE BUS
A N G SERVICES
AS ST MAP
City Loop Bus Route runs every Bee Line Bus Route runs every 5 minutes Central Bus
15 minutes in both directions Mon-Thurs 7.40am - 6.00pm X1 Skylink Airport Shuttle
Station
Bus Stop
Mon-Thurs 8.00am - 6.00pm Friday 7.40am - 9.20pm
Friday 8.00am - 9.15pm Saturday: Runs every 17mins 8.27am - 21 Adelaide Free Bus Stop B Backpacker/Hostels
Saturday: Runs every 30mins approx 10.30am then every All Adelaide FREE buses are
The Beeline and the City Loop
Sunday:
8.15am - 5.15pm
Runs every 30mins Sunday:
15 mins 10.30am - 5.35pm
Runs every 15mins
O-Bahn bus stops fully accessible and feature
low floors and ramps The A-bus network
10.00am - 5.15pm 10.00am - 5.30pm
A-buses have recently been introduced in Copenhagen to improve linkages to the new
Café/Restaurant Precinct
Adelaide, Australia, introduced free bus services in Adelaide
the O-Bahn
cityBuscentre to avoid vehicular
Airport / City Bus stops
Glenelg Tramway Railway Route here (Bookings Essential)
Phone: 8332 0528
traffic moving from CITYone central

LOOP 99C destination toBEELINE
another.
99BThis has been quite successful. metro and existing train lines. The new bus system uses the A-buses as a spine for
Mostly tourists, but also the elderly, students and families with children are enjoying public transport to and from the city. In addition other, less frequent buses, take care of
1 Victoria Square (Trams)
2 Central Market (China Town)
PO Post Office (Franklin Street)
3 Morphett Street (Family and Community Services)
HS Hindley Street
improved access to city locations.
4
5
6
Hindley Street (Light Square)
Hindley Street West (Holiday Inn, Motels, Cafes, Marcellina’s)
The Terraces West
25
24
Roma Mitchell House (Bank Street)
EDS Building (Registration and Licensing)
suburban bus routes.
Further suburban buses are kept outside the central city ring, leaving more room for the The A-buses are scheduled to run at least six times every hour and consist of six lines
23 University (Morphett Street Bridge)
7 Arts Centre (Morphett Bridge)
GS George Street
8 Railway Station (Casino, Hyatt, Festival Centre,
19 Hindley Street (Townhouse on Hindley)
connecting the most important public transport hubs in the city, encouraging more
Adelaide Convention Centre)
dedicated, central free bus service to run more frequently.
AC Arts Centre, JamFactory (Morphett Bridge)
9 State Library / Museum (Art Gallery)
8 Railway Station (Casino, Hyatt, Festival Centre)
10 Botanic Gardens (Royal Adelaide Hospital, Wine Centre)
RM Rundle Mall (Bee Hive Corner)
efficent use of the public transport system.

11 Parklands (Rundle Street)
TH Town Hall (Treasury Building, Flinders Street)
12 Tandanya (Grenfell Street)
13 Hindmarsh Square (Pulteney Street)
Central focus points for the free bus service have been:
14 St Pauls (Cathedral)
15 Fire Station (Wakefield Street)
- easy access for everyone: buses can lower to kerb height and extend access ramps,
17
18
Her Majesty’s Theatre (Grote Street)
Central Bus Station (Backpackers Hostel) To make the A-buses clearly distinguishable they are supplied with red corners (buses
19 Hindley Street (Townhouse on Hindley)
while the flat bus floor allows people to move around more easily once inside.
20
21
Hindley Street West (Holiday Inn, Motels, Cafes, Marcellina’s)
The Terraces (Newmarket Hotel, Day Surgery)
in Copenhagen are yellow), with the most important stops written on the side. Electronic
- environmentally friendly buses powered by gas. devices are being installed at every bus stop or bus terminal to show when the next bus
22 University West (George Street)
23 University (Morphett Bridge)
24 EDS Building (Registration and Licensing)
- display of local events, by letting bus design display e.g. cultural events.
25
26
27
Roma Mitchell House (Bank Street)
Government House (Myer)
Central Shopping (David Jones)
will arrive. This technology will also help control the buses in the streets, so they can run
- good information: all stops are announced by drivers, who are trained in customer
28
29
Frome Street (Royal Adelaide Hospital)
Rundle Street (East End, Cafe’s, Pubs) as “pearls on a string”.
30 East End
service and who can tell passengers what connecting transport mode to catch.
31
32
Hindmarsh Square (Academy Cinemas)
Pulteney Street (Corner Flinders and Pulteney Streets)
The A-buses are supplied by two ring lines, which with equally frequent running times
- connecting with major transport hubs, such as the train and tram systems. will make it easy to get across the city without having to go to the centre.
33 Fire Station (Wakefield Street)
34 Gawler Place
- connecting with pedestrian desire links, such as museums, the central shopping areas,
cultural institutions etc.

Key recommendations 3. Improve conditions for walking in the city
1. Create a coherent pedestrian policy 5. Create interesting walking routes

a) Introduce a new balanced traffic culture including a) Regulate for good, attractive ground floor frontages
walking and cycling. and soft edges.
b) Step up pedestrian priority. b) Supply good quality surfaces on footways.
c) Introduce pedestrian streets, pedestrian priority c) Ensure free vistas, interesting views and reasonable
streets or widen footways. seeing distances.
d) Introduce more walking routes with pedestrian d) Develop a distinct coherent design for walking
priority, good crossings, good quality material; routes passing across major streets, e.g. Covent
same pavement and same lighting throughout the Garden - Leicester Square connection.
route, clear marking of “gateways”, where one
street succeeds another. 6. Improve pedestrian crossings
2. Expand the room for walking a) Create one standard for pedestrian crossings
in central city areas.
a) Widen overcrowded footways to make adequate b) Avoid pedestrian crossings without pedestrian
room for pedestrians to be able to walk comfortably. signals or markings in pavement.
b) Minimise the amount of street furniture and street c) Make pedestrian crossings in a straight line at
elements in busy streets. ground floor level.
d) Create direct routes, avoid detours.
3. Remove obstacles on the footway e) Avoid /remove pen crossings.
f) Close pedestrian subways.
a) Create one zone for walking - one for street furni- g) Remove push buttons where possible.
ture. h) Improve pedestrian priority at stoplights.
b) Carefully plan bus stops not to be obstacles . j) Supply pedestrian crossings with pedestrian
c) Remove guard railings as part of introducing a new signals in signal regulated crossings.
traffic culture based on people (as described in k) Supply pedestrian crossings at all traffic signalled
introduction to Part 3). intersections.
d) Reduce goods and signboards on busy streets. l) Ensure conveniently placed crossings.
e) Curb the amount of people sticking out flyers,
wearing billboards or using loud-hailers.
4. Avoid unnecessary footway interruptions

a) Close off under-used side streets and delivery
lanes in main streets.
b) Take footways across minor side streets, delivery
lanes etc.

Pedestrian crossings ; Bilbao Taking footways across side streets ; Copenhagen

Gammel Kongevej, a major Danish boulevard, was renovated
in 2001, improving conditions for pedestrians and setting
new standards for city streets in Copenhagen.
It was decided to give pedestrians high priority throughout
the street, which is a main local shopping street. As such the
main use - promenade walks - was enhanced. Footways have
been taken across all side streets, which were quite under-
used compared to the pedestrian flows on the main street.
The result has been a dignified city walk where vehicular
traffic gives way to pedestrians at every crossing. Further
turns to the side streets across the opposite traffic lane are
no longer possible, which ensures an even flow of vehicular
traffic along the street.
Above: Bilbao BEFORE Footways are taken across all side streets on
Where footways are taken across side streets, the pavement
has been widened and small oases have been created where
For many years Bilbao had a traffic culture predominantly a tree and a bench offer good possibilities for resting.
laid out for vehicular traffic. However, the Guggenheim
Museum kicked off greater development of the city. Public
spaces have been renovated, a new metro system has been
introduced, the riverfront is now open to the public and
a rather large improvement scheme has been carried out
at street level where guard railings have been removed
and pedestrian subways have been replaced by pedestrian
crossings. Below: Footways are taken across all side streets giving Below: Benches offering by-passers a rest have been placed
pedestrians high priority. in connection to the narrowed side street entries .
Below: Bilbao AFTER Photo: Gammel Kongevej Photo: Gammel Kongevej

Key recommendations 4. Ensure access for all
1. Ensure access for all

Access to public transport
a) Avoid pedestrian subways.
b) Avoid overhead walkways. Accessibility to public transport and a good quality pedestrian landscape is vital to achieve a higher rate of public transport.
c) Avoid stairs or steps without any ramps. Routes to and from stations and terminals need to be clearly signed and provide comfortable walking paths to invite people
d) Supply lifts or escalators to underground stations. to use the underground, the trains or the buses. Below are examples of the obstacles people meet when commuting, and
e) Supply drop kerbs at all pedestrian crossings. which keep some people from being able to use public transport at all.
f) Improve access to buses by introducing modern
buses with lower floors, hydraulics to align kerb
side and bus floor and portable ramp for wheelchair
access.
g) Make bus stops accessible by avoiding clutter
around bus stops, clearing kerb space and securing
alignment between kerbside and bus floor.
h) Ensure good accessibility to key points.
j) Relieve crowding on footways by expanding
footways and establishing pedestrian streets in
order not to exclude children, elderly and disabled
people and to improve walking quality.
London: Copenhagen:
Entering tube stations frequently happens by several sets of Elevators are placed at every metro station.
stairs, excluding disabled people.
London: Strasbourg:
Old buses are inaccessible to wheelchair users. Platforms are at the same level as tram floors.

Ensure good accessibility
Greater emphasis is being planned worldwide on improving city access for people with special needs, such as wheelchair
users, families with children and the elderly. One special challenge is access to public transport, which is vital for a number
of visitors. Even smaller steps, such as continuing footways and drop kerbs, are making huge differences for a number of
people.
Copenhagen: Zürich BEFORE: Bilbao:

One city-wide type of clearly-marked pedestrian crossings. A set of lifts, escalators and stairs provide access via the Taking footways across side streets at same level has eased
pedestrian subway to the main station. access considerably for wheelchair users and prams.
Copenhagen: Zürich AFTER: Barcelona:

65,000 vehicles and 50,000 pedestrians cross at ground Closing the subway and making a pedestrian crossing has Barcelona has developed a citywide policy to ensure better
level in Copenhagen´s most busy crossing at a daily basis. created a straight forward route to the main station. access for people with special needs.

Key recommendations 5. Improve conditions for staying in the city
1. Invite people to stop, stand, sit and enjoy b) Make secondary, hidden squares in courtyards
more visible by making entrances clear and inviting,
in the city such as Somerset House.
c) Develop small squares and widened footways
a) Create more public space /more squares
along main streets into good quality public space
/pedestrian areas.
offering activities and possibilities to rest.
b) Improve public spaces in general.
f) Create pockets of local squares or parks along
c) Supply many more public benches, especially at
walking routes by refraining from building on empty
frequently used routes.
sites.
d) Improve sitting comfort, views and placement.
e) Create “talkscapes”, such as benches facing each
other, to create good possibilities for social 4. More resting options /benches along
interaction. walking routes
f) Invite outdoor cafes to more locations in the inner
city, including major walking routes. a) Ensure soft edges and inviting facades for resting.
g) Good possibilities for various uses and activities. b) Introduce points of support for leaning.
h) Provide space for physical activities, play and c) Redevelop widened footways to encourage
unorganised activity in the streetscape. resting.
j) Possibilities for organised activities day & night, d) Create sitting opportunities at closed side streets
taking account of residents. along the major streets.
k) Improve the night-time activity level, taking account
of residents.
l) Spread night time activities to larger parts of the
5. Create a good environment
city centre. In other cities, night time activities are
a) Reduce noise to facilitate conversation.
controlled through licenses. Licenses are reduced
b) Ensure good views and possibilities for seeing.
in some areas and increased in other areas.
c) Protect against traffic.
m) Possibilities for outdoor entertainment, summer &
winter.
6. Make the best of the climatic conditions
2. More squares, better squares a) Plan public spaces carefully according to the
English climate to make the most of the natural
a) One of the major shortcomings of central London conditions.
is the lack of good squares for public life. b) Create good sitting possibilities in the sun.
Only two urban squares, Covent Garden and c) Supply protection against wind and drafts.
Leicester Square, are presently serving this need d) Avoid footbridges.
and both are heavily overcrowded on good days. e) Avoid long stretches of slick facades and tall
Ideally, central London needs another ten squares buildings.
providing high quality public space.
Bench inscriptions, Edinburgh
3. More oases along walking routes Dedicated citizens donate benches in
Edinburgh with wonderful inscriptions
a) Improve existing public spaces to serve as oases expressing their love for the city and for the
for resting. joys of sitting in the city.

Passive recreation
Active recreation
Above: Moveable chairs give multiple use Above: Karate display, Copenhagen. Above: Playing at Battery Park City,
possibilities, Townhall Square, Melbourne. New York.
Below: Public Reading Room in Bryant Park, Below: Playgrounds can work as recreational Below: Rollerskating, Battery Park
New York. oases for children and adults, New York. City, New York.
Below: Outdoor free public cinema in the city, Below: Basketball, Battery Park
University Square, Copenhagen. Below: Chess tournament, New York. City, New York.

Key recommendations 5. Best Practice
More Squares, better Squares
Below: Pioneer Courthouse Square, Portland (before and after) Rathausplatz, St. Pölten, Austria (before and after)
Sankt Hans Torv, Copenhagen Pioneer Courthouse Square was designed with an emphasis The primary reason for renovating the Town Hall Square in
In converting Sankt Hans Torv from its old function as a busy on urban activity and providing a meeting place. The square St. Pölten was to establish a lage unifying stone surface for
intersection to its new function as a square for recreational is a fine example of a public space created on the initiative fixed or free-standing furniture. Variations in patterns and
activity, the surface traffic was diverted to the edge of the and energy of citizens of the town, who also raised a great materials of surface articulate the floor of the square and
square. This created a new city space with its back against deal of funding through personal sponsorship. The names describe zones for various functions.
the buildings on the northeastern sunlit side of the square. of the thousands of donors are stamped on the red brick The varied and expressive staging of the lighting provides an
pavement that covers the square. important theme in the architectural treatment of the space.
Underground parking was built beneath the square.
It is an interesting example of how a well designed public Placa del Sol, Barcelona Place de Centre Pompidou, Paris
space can act as a catalyst to the renovation of a whole A local urban square showing that a minimal but precise The square in front of the Centre Pompidou is blessed
district. The redesign of the square and its lively atmosphere design can result in high use for residents. by a central location and a great deal of visitors to the
marks a change in the status of the neighbourhood and cultural centre. Throughout the year the square accomodates
symbolises the rebirth of the quarter. numerous popular events attracting passers-by.

More Oases along walking routes More resting options along walking routes
Below: Somerset House, London. Below: Amagertorv, Copenhagen. Below: Karl Johan, Oslo. Below: Strøget, Copenhagen.
A nice urban retreat, today quite hidden. Redesign financed by surrounding shops. Outdoor serving along the main street. People enjoy watching people.
Above: Somerset House, London. Above: Paley Park, New York. Above: Rundle Street, Adelaide. Above: Bilbao.
Children and adults are amused by the playful A combination of water, trees and a change in Resting options along the street. Carefully designed paving and benches create
water jets. paving create a peaceful oasis in the bustling a unique atmosphere at the main street in
city. Bilbao.

Key recommendations 6. Improve the visual quality of the streetscape
1. Develop a Design policy

London examples
a) Introduce a coherent design profile, which could m) Immediate removal of unused items.
be different from borough to borough but needs to n) Introduce sustainable materials and better quality
be coordinated across the city. in paving etc.
b) Create a footway standard. o) Think of the footway, cycle lanes and the street as a
c) Create a signage policy to coordinate efforts. whole in a design process, not as individual elements.
d) Create a design policy to coordinate street furniture. p) Enhance important views and vistas.
e) Create a standard for kiosks, newspaper stands
and bus shelters. 4. Building facades
f) Continue the tradition of the special London street
furniture. a) Make a general policy for active ground floor frontages
in important streets.
2. Strengthen London´s green character b) Avoid long stretches of larger units, where possible
using the formula: narrow units, many doors.
a) Supplement street planting to achieve coherence, c) Ensure that the building scale carefully observes
improve the streetscape and reduce speed. the human scale.
b) Remove park fences and rails where they are not
needed to establish a strong connection between 5. Develop a Lighting and Safety policy
city and park. Above: London has a unique traditional
a) Develop a lighting policy to coordinate colours and street furniture tradition.
3. Clean up the streetscape lamp types in streets and squares.
b) Develop individual projects for good quality lighting in
important squares and streets. Below: Kensington High Street (3d
a) Start a general clean up of the streetscape, supported
c) Establish a policy for lighting facades. simulation) has recently been renovated
by campaigns informing the public about what is going
d) Improve lighting to make the streetscape more developing new standards for lighting,
on, appealing to citizens and shopkeepers to support
appealing at night. street furniture, paving and on-street
the clean up.
e) Provide good lighting for orientation - being able to planting.
b) Introduce permissions for putting up street signs and
furniture. see faces of passers-by, signs etc.
c) Reducing the overall number. f) Ensure transparence and light from shop windows
d) Minimize the number of poles. at night.
e) Remove unnecessary signage. g) Avoid metal shutters at day and night time in all
f) Scale road signs in the city to a streetscene, not a areas.
freeway.
g) Remove guard railings. 6. Improve maintenance
h) Revise and check up on messages to the blind,
much of which is outdated. a) Ensure clean streets and squares.
j) Avoid piles of signs, boxes, bags etc. b) Exchange broken paving and mend holes immediately
k) Avoid “graffiti” on the pavement and roads made by based on standard, quality guidelines.
traffic engineers. It devalues the quality of the c) Repair broken or worn down elements immediately.
streetscape. d) Remove graffiti immediately.
l) Create a better garbage-collecting system. Remove
garbage from the streets.

City furnishings ; Melbourne Glass disposal ; Frederiksberg,

(Copenhagen)
Melbourne has been renovated to promote it as a city of fine streets. The linear character of the spaces is
underlined by rows of trees and street lamps, and the regular wide footway in particular communicates the Recycling glass containers at
message that this is a city street welcoming pedestrians. street level have been replaced
The Urban Design Office drew up a programme of street furniture for new public spaces with bluestone with this new system of
pavements. The programme includes a wide assortment of public space furnishings with perforated steel underground collecting stations.
plates as the unifying material. A dark green colour that harmonizes well with the colour of the pavement
was chosen for the new benches, tables, screens, planters and rubbish bins. Restaurants at the water front in
The new city furnishings have been introduced throughout the city wherever new pavements have been Copenhagen, now have a vacuum
laid. At the same time, older public furnishings as well as the jumble of private furnishings have been based system where all garbage is
removed. Private café chairs in plastic and so on are not accepted on the stylish new pavements. Instead, sucked out from individual stands
outdoor serving establishments are required to use the city´s official furnishings - green tables, chairs and to an underground collecting
planters - that can either be leased or purchased from the municipality. station.
Turning mono-functional areas around ; Stockholm

New ideas are adopted to regain lost public space.
In Stockholm, Sweden, new housing has been built outside existing
multi-storey car parks. Empty streets dominated by cars and concrete
are changed to narrow streets lined by housing and shops.

Key recommendations 6. Best Practice
Lighting Policy ; Lyon Paving ; Copenhagen

Lyon has developed a »yellow lighting plan« which
has set out guidelines for overall artistic and
functional lighting of streets, squares, buildings
and special urban elements such as the bridges
and banks of the rivers, as well as selected
historical monuments.
Work is ongoing to light the main street of the
city, Rue de la Republique, with a course of facade
lighting that emphasises the central importance
of public space while giving pedestrians soft,
Above: Special illumination of city bridges functional lighting reflected by the facades. The
and important sights along the river. plan is being carried out gradually as building
Below: Along Rue de la République the idea owners pay to have the lighting fixtures installed,
is to highlight the streetscape with overall after which they are run and maintained by
facade lighting. municipality.
Above: Copenhagen has one

standard for footway paving used
throughout the city.
Below: Town Hall Square and Amagertorv, Copenhagen.
During recent years most squares in the inner city have been redeveloped
Main street “Manski”, Kuovola, Finland with new paving. Most pavings are now in granite in either more
simplistic, classical patterns or in a more colourful artistic mix. In Town
Hall Square a bronze line leads the blind across the square to reach
Strøget, the main pedestrian street.
Below: Place des Terreaux is distinctive for

its surprising use of water and lighting.
In winter the lights and reflections from the

snow cast their spell on the streetscape. Light
fixtures, like the rest of the street furniture,
were specially designed for this project.

7. Improve conditions for cycling Key recommendations
Cycling in Copenhagen 1. Improve conditions for cycling

a) Create a cycle policy for London, setting out goals
to be achieved.
b) Create a strategy for a gradual development of
cycle facilities.
c) Create a coherent cycle network of good, connected
routes.
d) Create safe, raised cycle lanes, separated from
traffic lanes by kerbs.
e) Run campaigns to encourage cycling and to create
greater awareness about cyclists in traffic.
Cycle paths, whether painted or f) Provide clear markings at intersections.
with proper kerbstones, are placed g) Provide cycle signals at intersections.
between footways and parking. h) Establish good and convenient bicycle parking
facilities.
Modal split to workplaces in

the City of Copenhagen (1999)
Bicycle traffic accounts for 1/3

of all commuting traffic.
Copenhagen has, through a number of years, worked systematically
on improving of the facilities offered to cyclists. Today a good
connected system has been achieved, resulting in fewer accidents Cycle paths are marked blue at
and many more cyclists. A major problem today is crowding on cycle major intersections.
paths (measures have been taken to widen cycle paths from 2,2 m
to 3,0 m to ease cycle traffic).
Facts:
Increase in cycle traffic 1980-1996: 66%
Increase in cycle traffic 1996-2002: 31%
Percentage of work force who cycle to work: 32%
Percentage of cyclists who continue cycling during winter: 60%
Length of proper cycle paths with kerbside: 323 km
Length of green cycle paths: 32 km
Number of signal intersections with cyclist priority: 36%
Cycle traffic per day: 1,02 million km
Number of serious cyclist casualties: 0,46 /1 million km
Cycle signals. Cycles start two sec- Bicycle traffic trends show that bicycle traffic to and from the
Amount spent annually on cycle path maintenance: 618,000 £
onds before cars. city centre has increased by 81% from 1980 to 2000.

Poetic, Coordinated and Social Public Space Policy - Lyon, France - 1.3 million inhabitants (Greater Lyon)
Public Spaces and Traffic Process
In order to create a human face to the city, the traffic As a response to the deteriorating quality of the
policy is aiming at putting car parking underground. public realm under the pressure of a growing number
Many of the renovated spaces in the centre of the city of cars entering the city centre, combined with social
have 4 to 6 stories of parking garages under the car- tension between suburbia and down town, one of
free surface of the public space. A partly public and the mayors, Henry Chabert, formulated the policy
private firm has been established to build and run to create a city with “a human face” (or surface) in
the new parking structures. 1989.
New tramlines and a metro are giving alternative Poets and other artists have been asked to generate
forms of transportation. the spirit of the place, the genius loci, before the
brief is given to the architects or landscape architects
Types of Public Spaces who were designing the spaces.
Most of the renovated public spaces in the Inner A large number of public meetings and interaction
City were existing “classical rooms” in the historic with the local people are other characteristic elements
Policy Profile city fabric, whereas the spaces in the suburban of the process, which has also aimed to create a good
The public space planning is coordinated with districts were “free floating” spaces between high- interaction between the private and public sectors.
social policy with the aim of creating “a city with a rise housing blocks. These suburban spaces had
human face” and a city for all its inhabitants. Equality to be redefined and redesigned for new uses, thus Results
and balance between projects in the Inner City and creating new types of public spaces. Lyon suffered an industrial decline in the 1970’s,
in suburban districts are underlined, for instance by but has reformulated its role and become a very
giving the same architect the commission to design A fixed set of materials and furniture dynamic city. The policy has changed the appearance
public spaces in both the centre and the suburbs. A “Lyon vocabulary” of materials to be used in the and image of the city, with a large number of high
Three different types of plans have been developed: spaces has been developed, particularly to underline quality public spaces.
A green plan, which focuses on the city’s public the identity of the city but also to limit the number
spaces, a blue plan that deals with the way the city of materials to be maintained. To stress the equality
meets the rivers, and a “yellow” plan, a lighting plan. between different districts, the same street furniture
The latter addresses the character and quality of can be found in suburban housing projects as well as
lighting of monuments and other buildings as well in central city spaces.
as the streets, squares and parks. It is also a tool
for collaboration between the public and the private Organising the task
sector in relation to the quality of lighting in different The city created two new organisations to cope
locations. with the coordination of public space policy. On
Lyon is actively supporting smaller shops in the the political level an organisation called “Group de
inner city by stopping all further development of out- Pilotage Espaces public” was formed, headed by
of-town shopping centres. the mayor. This group, with representatives from
all departments involved in the process, meets
Distribution of Public Spaces once or twice a month. A parallel interdisciplinary
Projects are spread over the city, with a balance organisation called “Group Technique de Suivi”, with
between the Inner City and suburban districts. experts from all departments, is meeting every week
to prepare and coordinate the technical and practical
sides of the implementation of the plans.

Democratic and Pioneering Public Space Policy - Barcelona, Spain - 3.5 million inhabitants
The public space policy has been called “projects oases”, often established on derelict land or former
versus planning” as it turned the traditional planning industrial sites. Promenades and other types of new
methods upside down by focusing on what interpretation of the rambla motif are frequent as well
independent small projects can do for a city district - as a series of spaces dominated by gravel and soft
and for a whole city. Instead of waiting for the grand shapes, mostly for playing. In this city with high density
coordinated master plan to be developed, the city has in both building mass and in traffic volumes, all the
been implementing public spaces - even where no different types of open spaces are highly appreciated.
spaces existed - by tearing down derelict buildings,
using old railroad yards, or renovating existing spaces. Organising the task
Without any great need of coordination, these projects The city created a new office called Servei de
improved the city for inhabitants. Projectes Urbans to work with new projects in the 10
No standard designs but “tailor-made” solutions city districts. Meetings are held with local people in
place-by-place, involving a great number of local each district as part of the process, and architects at
architects. the office coordinate the technical and administrative
Two different occasions and policies With the slogan “the gallery in the street”, aspects of the project. There are a large number
1. The new democratic society and public spaces contemporary sculptures have been an integrated part of local architects from private practice working in
The policy to create new public spaces for free of the public space programme with the dual intention collaboration with - and doing projects for - the office.
meeting and talking was formulated in Barcelona after of giving each place its unique character and to create
the fall of the dictatorship of general Franco. The new discussions between local people. Process
democratic government that came to power in the first The new democratic city council selected Oriol
free elections in 1979 promoted new public spaces Distribution of Public Spaces Bohigas as a city councillor for urban design. Bohigas
to give inhabitants immediate improvements in living Hundreds of projects in many different scales, from was both the director of the School of Architecture and
conditions and open up democratic discussion. major parks to local piazzas, or just a little corner with partner of a major private practice, and he formulated
2. The Olympic Games and the city plan a couple of trees and a bench standing on a fine new the general approach. The results show an interesting
The Olympic Games in 1992 was used as a great urban floor, are spread over the whole surface of the relation between the public and private sectors, as the
opportunity to make large-scale improvements to the city. public investments in new city spaces were followed up
city. Investment was used to drive development of the It functions like a kind of urban acupuncture, where by property owners renewing surrounding buildings.
city plan, where unfinished parts were completed and the whole body of the city becomes better without a The early projects were designed after architects’
derelict industrial sites were transformed into new city great need for coordination of projects. competitions and later the office for public space
districts. In this way, Barcelona got new sports arenas design was put into place to work continuously with
but also a new district of housing with a leisure harbour Public Spaces and Traffic the projects.
connecting new city districts to the beach along the Initially the public space policy was not an integrated
coast. part of any major traffic plan and in most cases projects Results
were made without taking space from driving and only The idea of reconquering public spaces was
Public Space Policy Profile a few of the many spaces have underground parking formulated in Barcelona as a political idea of providing
Barcelona has been pioneering public space policies, garages as part of the new designs. Later projects democratic space as well as a vision for re-creating the
where a great number of imaginative new designs have with more traffic and parking emphasis have been art of making public spaces.
been applied across the city. emerging, such as parks on top of freeways. Nowhere in the world can the viewer see so many
New public spaces in each neighbourhood for people different examples of new and experimental designs of
meeting, talking, discussing, playing and unwinding. Types of Public Spaces parks, squares and promenades in a single city as in
Barcelona has developed a wide range of public Barcelona.
space types from small hard scapes in the form
of piazzas, to large parks that function like “green

A Better City - Step by Step - Copenhagen, Denmark - 1.3 million inhabitants (Greater Copenhagen)
No new parking structures have been established Results
in the Inner City for some years and kerb side parking Copenhagen Inner City has gained the reputation
has been reduced by an average of 2-3% annually. of being a fine place for urban recreation, where each
Surfaces have been converted to accommodate other new step has increased the quality for people on
people-oriented activities. bicycles and on foot. These qualities of life are part
New metro lines have been built recently to give of the reason that a growing number of people want
better access to the Inner City from some of the to live in the centre of the city, where new housing
new development areas of the Oerestad, a new town has been built along the harbour fronts. Copenhagen
being built close to the city centre. has also experienced a general development from
the first pedestrianisation years, where public life
Types of Public Spaces revolved around walking and shopping, to a more
The new public spaces in the Inner City consist of developed city culture where the number of mixed
renovated existing “rooms” in the historic city, all activities increase and where people spend four
with a modest and fine human scale. times as much time as before the redevelopment
Policy Profile The spaces are mainly streets and squares, which schemes started.
Copenhagen´s step-by-step policy covers a zone through time have got different functions as “living The public money invested in renovating public
where a series of policies are applied to create better rooms”, “dining rooms” for staying activities or spaces has been paid back through an increased
conditions for soft traffic and people on foot. “corridors” for strolling along as part of urban number of tax payers in the city - more residents - and
Public spaces are seen as a network of streets recreation. an increased turnover for city-based businesses. The
that link with public transit and a series of piazzas general image of Copenhagen has changed towards
or squares that open up for different activities and Organising the task a much more attractive city as a base for larger
urban recreation. For many years the design of public spaces has corporations and businesses in general.
been taken care of by the City Architect´s office, while
Distribution of Public Space Projects the City Engineer´s office, paved and maintained
Early projects were all in the historic core of the them. In recent years the organisational structures at
Inner City. Later, local spaces in the outer districts Copenhagen City Hall have been reorganised and an
of the city were developed and, more recently, new office established especially for public space design
spaces have been established along the waterfront. and policy.
Public Spaces and Traffic Process

Bicycle lanes and bicycle priorities in different The policies have been emerging gradually from
forms have been applied throughout. Access to the early experiments with the first pedestrian streets
Inner City is possible by car but driving through is in the 1960s to the 1980s, where consistent and
restricted, so walking or cycling is easier. coordinated policies were formulated.
In the Inner City most of the public spaces are Copenhagen has changed gradually through the
part of traffic calming measures and a series of last 30 to 40 years, from a city dominated by cars to
different types of street designs have been applied a city centre for daily life for people on foot.
from pedestrian-only, to pedestrian-priority streets
and to streets with other limitations for driving.

How to turn a city around?

As can be seen from the enclosed “City Approaches” What can be learnt and what can be done:
each one of the Reconquered cities that have Based on the strategies adopted in other cities upon
undergone remarkable quality improvements in the publishing of a Public Space-Public Life Survey of
recent years, has its own story to tell. Though the this type, a typical process might look like this.
resulting qualities are quite comparable, each city
has developed its own strategies and processes, Stage 1 Discussion of the recommendations
which over a period of time have accomplished these Debate and identification of the relevant areas
results. of action. Including discarding of non-relevant
suggestions. Discussions on how to change the mind
Based on this wide range of different routes towards set / change the culture and how to keep the process
the goal, it is a special challenge for London - being running.
a particularly vast and complex city - to develop its
own course of action. It must co-ordinate the efforts Stage 2 A strategy on three levels
of the many boroughs, institutions, land owners The problems raised at different levels of scale need
Change will come with time and administrative units towards a unified strategy to be dealt with in a planning process and in an
Changing a city culture does not happen overnight. - aimed at ideological changes as well as practical implementation process, resulting in a differentiation
It is a development that will happen for years to improvements. between the following:
come. In most cities, it has taken several decades 1) What recommendations can and should be
in a gradual process. In London the poor quality What can be learnt - and what can be done: implemented immediately
offered to pedestrians, combined with the admirable Leadership 2) What could reasonably be accomplished
political goal of creating one of the finest Cities One thing which can be learnt by looking at other inside a short span of years
for People by 2015, underlines the need to work cities (and at cities where no major improvements 3) What should be transformed into long-term
pointedly with the all-important change of mindset. have been accomplished) is the important role of strategies and used whenever projects in
This report should hopefully be one building stone in good, visionary and inspiring leadership. the city are to be made.
this process. Each of the cities has had visionary torch bearers Annual progress reports follow up on these levels of
and leaders in the process: A Mayor, a little strategies.
How to turn cities around? group of devoted council members, an inspired City
Cities are ever changing, and it is impossible to Architect or other civil servants, NGOs and grass- Stage 3 Evaluation
know how London, in all its complexity, will and can roots organizations. Copenhagen had extraordinary Evaluations of the general progress and the
develop. The Public Spaces and Public Life study cooperation between three devoted individuals - the improvements of the public realm should be part of
points to many different problems and potentials at Mayor, the City Architect and the City Traffic Engineer. the overall strategy.
all levels of scale, but rather than presenting a fixed But it is interesting to note that the city turnrounds
future plan for the city it sets out some measures of have, in nearly all cases, been driven by visionary
success and some quality criteria that can last, as leaders, individuals, people.
they are based on understanding how people use
and experience cities.

Process
How to go on - developing strategy plans
Problems raised Planning process Implementation
Detail level Design Short term
Public Space level Space programme Medium term
City level Strategy Long term

Reflections
Walking and life in public spaces A continuous process

The surveys and recommendations of the study have focused on a selected area of the city, and The study raises series of problems on different levels of scale as illustrated in the diagram. These
the findings reveal a very low level of quality for walking as well as a lack of urban recreational life problems are described in parts 1 & 2.
in the streets and squares of London. Changing a city is a continuous process, and a further planning process and a process of
implementations is yet ahead. It is therefore necessary to see the recommendations as part of a
Foremost among the problems are the unusually poor conditions offered for walking city-wide. larger process of changing the culture of the city where tackling each issue in isolation will not be
Given the political goals of creating a superb city for walking by 2015, the existing poor conditions effective at changing the overall streetscape.
are a challenge to be given very high priority. London is dependent on people walking given the
present traffic system and the overall function of the city. Improving the conditions for urban Projects at detail level and public space level dominate the problems raised in the report, and
recreational life in public spaces is another important area urgently awaiting improvements. as illustrated these can be dealt with at different levels in the planning process. Small projects
like continuing footways across side streets can be acted upon immediately. Larger projects, like
Traditionally, the recreational life of London is found in the parks which act as breathing zones in developing a cycle network, can only be dealt with as a strategy at city level, and be implemented
the dense city fabric and invite people to promenade, linger and play. The life of the parks can over a longer period.
spread to the rest of the city, and there are great potentials for a more urban recreational life
to develop, where the city´s streets and the squares can be used for strolling, staying and for A network of places
children playing. Reasons for why public life has retreated to parks are both historical and a The recommendations put forward are based on a changed traffic culture resulting in a change in
growing impact of vehicular traffic, which has filled squares and streets with noise and fumes. city culture. New spaces for urban recreation can be developed but not only as single projects.
Improvements to public spaces therefore need to happen through a gradual holistic approach to Future developments should result in the establishment of an extensive network of good quality
traffic improvements and improvements of the streetscape, squares and the city culture. public spaces for people, creating an overall balance between city users.
The potential of people

The vibrant life of London is a great potential in this regard - the large numbers of people in the
city, the colourfulness, the multi ethnic society, the different user groups and age groups.
London is full of people waiting for the opportunity to spend more quality time walking and staying
in the city.
“Conditions for walking need to be improved”

“Conditions for recreational activities in the city need to be developed”


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Towards a fine City for People

TfL Surface Transport Natasha Brown, London Borough of Camden

Tal Ben Amar

Disclaimer issued by Transport for London & Central London Partnership

Web page : This report can be downloaded from www. gehlarchitects.dk

Bob Kiley, Commissioner Transport for London

Patricia Brown, Chief Executive Central London Partnership

Public spaces - problems and potentials

creating a better balance between vehicular traffic, pedestrians and cyclists

The condition of pedestrian, traffic and cycling environments

The traffic environment

The pedestrian environment

necessary: functional, such as shopping and commuting

The cycling environment

Turning a city around - the levels of change required

Improving conditions for public space and public life

A range of solutions is proposed to create these conditions:

The process of introducing change

Developing a new culture

London - A vibrant and unique city

City level City level

Public Space level

A better city for people

Reasons for studying public life in cities

Placa del Paisos Catalans, Barcelona

The Public Spaces and Public Life study

Part 1 - Public Spaces

Place des Terreaux, Lyon

Tottenham Court Road

Regent St New Oxford St

Piccadilly Covent Garden

Copenhagen Melbourne city centre Stockholm city centre Edinburgh

Riga city centre Copenhagen city centre Birmingham

Comparison with other cities

Regent Street Oxford Street New Oxford Street

Total length 1200 m Total length 1960 m Total length: 690 m

Regent Street Oxford Street New Oxford Street

Tottenham Court Road Euston Road Charing Cross Road

Total length: 1070 m Total length: 1700 m Total length: 870 m

Tottenham Court Road (TCR) Euston Road Charing Cross Road

Trafalgar Square Euston Square & Euston Park

Total area: 27,000 m2 Euston Square (ped. area): 4,200 m2

Pedestrianised area: 12,650 m2 Euston Park (ped. area): 6,800 m

Victoria Embankment Gardens (north of Embankment Station)

Total area (northern part): 17,000 m2

Character: Victoria Embankment Gardens is a recreation area close to the

1 : 2000 Embankment Station

Section - Lower Marsh 1 : 500

Hungerford Footbridge Waterloo Station area

Waterloo Station Square: 5,500 m2

Forming the pedestrian landscape

- where Car is King

- walking along - hearing and talking

- getting across - climate in the city

- getting around - looking at the city

- sitting in the city - the city by night

- cycling in the city

Three types of pedestrian activities

Of the three distinct categories of activities that people carry

A Good City offers a wide range of necessary as well as

Public Spaces - page 28

A key word list for Urban Quality

Activities & Interaction

Public Spaces - page 29