|
||||||||||||||||||
Traffic
Accessibility is probably the most important parameter when it comes to transport. If the local area lies as an island, cut off from the rest of the town, it is hardly surprising that it is also cut off from economic and social development. In the areas we are talking about, car ownership is often low, so the solution has been to improve public transport. We have seen that as part of the solution in both Scotland and Ireland. Another problem may be the traffic load from through roads. This is the case in Finglas outside Dublin, but the problem has not been solved. The residents have to make do with a pedestrian bridge over the 4-lane road that divides the original village into two parts. The solution would be a new bypass, which is naturally a costly affair. It is easier to work with traffic segregation and integration. In most projects the residents want peaceful residential roads where children can play safely. We have therefore seen many examples of measures to improve the safety of soft road-users. On the other hand, traffic segregation must not be so drastic that the streets feel unsafe. An integration of different forms of traffic in central shopping streets results in a more lively town. Cross-sectoral recommendations:
System of footpaths/cycle pathsThe suburb of Plagwitz has a well-planned transport system comprising roads, railways and canals. This system gives the area a unique quality and identity. These transport routes are at present being transformed into recreation areas that bear witness to the area's past. The Karl-Heine Canal has been cleaned up and beautified with plants and greenery. Footpaths and cycle-paths have been established along its banks. The unused railway has also been transformed into green areas, and a path system covering the whole suburb is being established.
Traffic integration and demolition of multi-storey car parks
|
||||||||||||||||||
|
In the suburb of Bijlmermeer a traffic reintegration project
is in progress. Traffic used to be segregated for safety
reasons (e.g. safe school routes), but segregation also
creates fear and a feeling of insecurity after dark. This
is a paradox that has led to much discussion in the area.
In the original concept, cars were supposed to be parked
in multi-storey car parks and the land between the blocks
of flats was supposed to be kept clear for park-like areas.
However, it has been found that the car parks are too far
from people's homes - about 400 m on average. Plans are
in hand to demolish 10 out of 30 multi-storey car parks
and to establish new, ground level parking areas at a distance
of 150 m from the flats or to establish new basement car
parks in connection with new housing. |
|
|
|
Castlemilk and HARP |
Improved accessibility
Improved accessibility can help to remedy an area's problems. It is important to be able to get to and from the area. One often sees deprived areas almost as islands in a town or city. This underlines the social and functional isolation.
Therefore, the transport network needs to be functioning smoothly for an area to benefit from a general large-city development.
In Castlemilk in Glasgow, a bus service has been established to a nearby new town with many workplaces, while in the HARP project in Dublin, the planners attach great importance to the establishment of a light railway.
Govanhill |
Quiet roads
|
In Govanhill an extensive road renovation programme has been implemented with a view to creating road space where pedestrians feel secure. The means have been new surfacings, lighting, greenery and secure areas outside ground-floor flats. Since these projects were carried out there has been a significantly bigger demand for the area's ground floor flats.
Back to ENSURE
|
|
