Street Reclaiming
Encouraging Community Interaction on Neighborhood Streets
~~~~~~~~~~~~~~
Victoria Transport Policy Institute
~~~~~~~~~~~~~~~~~~~~
Updated
22 July 2008
Street Reclaiming is a process for increasing the social, cultural, recreational and economic activity in neighborhood streets. It is intended to change way that people think about and use public streets to encourage interaction and increase residents’ involvement in their community. It involves reducing vehicle traffic volumes and speeds, Reallocating Road Space, and creating more attractive street environments. This concept is described in Engwicht (1999) and City Repair (2003), and reflects the recommendations of other urban planners for creating more pedestrian-friendly, socially active streets (Jacobs, 1961; Appleyard, 1989; Lennard and Lennard, 1995). It incorporates aspects of Traffic Calming, New Urbanism and Vehicle Use Restrictions, with emphasis on community-based decision-making by residents, rather than conventional “top-down” planning organized by professionals and government agencies.
Street Reclaiming is based on the assumption that each community resident must take responsibility for their contribution toward traffic problems by reducing car use and speeds in their own and other neighborhoods. Street Reclaiming activities include:
·
Creating street- and block-scale organizations and events, such as
neighborhood organizations, parties and festivals.
·
Incorporating design features that encourage community interaction into
sidewalk areas and front lawn, including benches, art displays, and planters.
·
Physically reclaim streetspace by changing materials (e.g., from
asphalt to brick), creating gateways, installing street furniture, artwork,
holding markets and fairs, and implementing traffic calming design features.
·
Psychologically reclaim streetspace, by engaging in social and
recreational activities along and within streets, to encourage residents and
visitors to consider it an outdoor living space. This includes painting the
road surface, banners overhead, landscaping and banners on the side of the
road, seating, etc.
·
Creating local activity centers, including pocket parks, bus shelters
and corner stores.
·
A commitment by residents to reduce their car use and speeds.
·
Traffic Reduction and exchange of treaties – setting up
sister-relationships with other streets in the city with exchange of agreements
to put less traffic in each other’s neighbourhood.
·
Promoting specific techniques that residents can use to reduce their
car use.
·
Improving neighborhood services and alternative travel options.
·
Traffic Calming and traffic Speed
Reduction programs.
Street Reclaiming is usually initiated by local residents or a neighborhood association. Some physical changes are implemented by local governments.
A major objective of Street Reclaiming is to reduce total automobile use. Engwicht suggests that personal travel reductions of 30-50% are possible among residents committed to Street Reclaiming principles. Because the concept of Street Reclaiming is new, there is little empirical experience to determine whether such travel impacts are feasible and durable, and what factors determine effectiveness.
Table 1 Travel Impact Summary
|
Travel
Impact |
Rating |
Comments |
|
Reduces total traffic. |
2 |
Can reduce per capita
vehicle travel. |
|
Reduces peak period
traffic. |
1 |
|
|
Shifts peak to off-peak
periods. |
0 |
|
|
Shifts automobile travel to
alternative modes. |
2 |
Encourages residents to use
alternative modes. |
|
Improves access, reduces
the need for travel. |
1 |
Supports higher-density
land use. |
|
Increased ridesharing. |
1 |
Encourages use of
alternative modes. |
|
Increased public transit. |
1 |
Encourages use of
alternative modes. |
|
Increased cycling. |
2 |
Encourages alternative
modes and improves cycling environments. |
|
Increased walking. |
2 |
Encourages alternative
modes and improves walking environments. |
|
Increased Telework. |
1 |
Encourages use of
alternative modes. |
|
Reduced freight traffic. |
0 |
|
Rating from 3 (very
beneficial) to –3 (very harmful). A 0 indicates no impact or mixed impacts.
Street Reclaiming helps achieve virtually all TDM objectives. It reduces motor vehicle traffic volumes and speeds, and therefore reduces road and parking facility requirements, provides consumer savings, and increases roadway safety. It can increase travel choice (especially nonmotorized transport), and encourages local services within neighborhoods. It supports urban infill and therefore more efficient land use. These can make neighborhoods more Livable and improve Public Health by reducing traffic, improving street environments and encouraging community interaction.
It is uncertain how durable these TDM benefits are over the long run (for example, whether Street Reclaiming programs continue after organizers leave a neighborhood), and to what degree they spill over to other geographic areas (for example, whether residents will reduce their driving and speeds on streets outside of their neighborhood).
Engwicht emphasizes the psychological, social and cultural benefits of creating more pedestrian-oriented street environments that encourage cooperation and interaction among residents, and give vulnerable people (children, elderly, handicapped, low income) greater mobility and opportunity. He argues that this can result in more creativity, enjoyment, health, and economic security within a community.
Street Reclaiming programs rely primarily on residents’ efforts and behavior changes. Costs include planning and construction for changes in street design, and reduced mobility for motorists (although this is voluntary, so the cost may be minimal).
Table 2 Benefit Summary
|
Objective |
Rating |
Comments |
|
Congestion Reduction |
1 |
Reduces automobile use. |
|
Road & Parking Savings |
1 |
Reduces traffic. May
require street improvements. |
|
Consumer Savings |
2 |
Reduces automobile use and
increases travel alternatives. |
|
Transport Choice |
3 |
Increases travel choice,
especially nonmotorized modes. |
|
Road Safety |
3 |
Reduces traffic volumes and
speeds. |
|
Environmental Protection |
2 |
Reduces vehicle travel and
improves urban environments. |
|
Efficient Land Use |
2 |
Reduces automobile use,
improves urban neighborhoods. |
|
Community Livability |
3 |
Reduces traffic, and
encourages community development and interaction. |
Rating from 3 (very beneficial) to –3 (very harmful). A 0 indicates no impact or mixed impacts.
Street Reclaiming has a variety of equity impacts. Generally, it benefits street residents and people who value nonmotorized transport benefit most, while people who want to drive fast through a neighborhood are worst off. It tends to reduce the external costs of motor vehicle traffic such as congestion, accident risk, noise and air pollution. It tends to benefit people who are economically, physically or socially disadvantaged, since they rely more on nonmotorized and are particularly vulnerable to traffic impacts.
Table 3 Equity Summary
|
Criteria |
Rating |
Comments |
|
Treats everybody equally. |
0 |
Mixed impacts. Is largely
voluntary. |
|
Individuals bear the costs
they impose. |
3 |
Reduces automobile
externalities. |
|
Progressive with respect to
income. |
2 |
Generally, benefits
alternative travel. |
|
Benefits transportation
disadvantaged. |
2 |
Benefits non-drivers. |
|
Improves basic mobility. |
1 |
Reduces lower-value vehicle
trips. |
Rating from 3 (very
beneficial) to –3 (very harmful). A 0 indicates no impact or mixed impacts.
Street Reclaiming is most appropriate in neighborhoods where residents and businesses want to change their streetscape and their travel habits. It is implemented primarily by neighborhood associations, but may also involve local planners and businesses.
Table 4 Application Summary
|
Geographic |
Rating |
Organization |
Rating |
|
Large urban region. |
1 |
Federal government. |
0 |
|
High-density, urban. |
2 |
State/provincial
government. |
0 |
|
Medium-density,
urban/suburban. |
2 |
Regional government. |
1 |
|
Town. |
2 |
Municipal/local government. |
2 |
|
Low-density, rural. |
1 |
Business Associations/TMA. |
2 |
|
Commercial center. |
2 |
Individual business. |
1 |
|
Residential neighborhood. |
3 |
Developer. |
0 |
|
Resort/recreation area. |
3 |
Neighborhood association. |
3 |
|
|
|
Campus. |
2 |
Ratings range from 0 (not
appropriate) to 3 (very appropriate).
Incentive to Reduce Driving
Street Reclaiming includes aspects of Traffic Calming, Pedestrian and Cycling Improvements, Road Space Reallocation, Smart Growth and Parking Management. It supports and is supported by most other TDM strategies.
Street Reclaiming requires the support and initiative of residents on a street, and some activities require support from local officials.
Barriers include rigid zoning and traffic regulations, resistance from some residents, and lack of funding.
Engwicht (1999) describes Street Reclaiming activities. He recommends:
· Residents should lead the
planning process.
· The planning process should
encourage community interaction and creativity.
· All aspects of street uses
(transportation, aesthetics, social interactions) should be considered in
street design and management.
· Street design and management
should encourage community interaction.
· Street reclaiming should
encourage people to take more responsibility and control of their streets.
|
Don’t
be afraid to try something new. Remember, amateurs built the ark.
Professionals built the Titanic. |
Many
European cities have become increasingly pedestrianized, woonerf residential
streets (in Dutch, woon means “residential” and erf means “yard)
where vehicles traffic is slowed to walking speeds. In the
The
organization Walkable Communities has participated in dozens of community
planning charrettes, in which residents and experts work together to design and
organize roadway improvements, many of which include Traffic Calming.
On PARK(ing) Day people transform parking spots into small parks. PARK(ing) Day seeks to create awareness about the need for more open spaces in cities and challenge the way people think about how streets are used. These places where cars would sit all day became active places of recreation, interaction and play. PARK(ing) Day seeks to create awareness about the need for more open spaces in cities and challenge the way people think about how streets are used.
Living
Streets turn public roads into quality environments that encourage walking,
cycling and social interaction. The
Living
Streets give priority to pedestrians and cyclists, and create safe places for
people to walk, cycle, play and meet friends. Cars and other motor vehicles are
not excluded but the street is designed to make drivers aware that they are
driving in an area where pedestrians and other users have priority.
As
part of the scheme, residents who have their streets developed as Living
Streets sign a Community Contract declaring that if their street becomes a
living street they will consciously reduce their speed in other residential
streets.
Christopher Alexander, et al (1977), A Pattern Language, Oxford University
Press (
Donald Appleyard (1981), Livable Streets,
Timothy Beatley (2000), Green Urbanism; Learning from European Cities, Island Press (www.islandpress.com).
Dan Burden (1999), Street Design Guidelines for Healthy Neighborhoods, Center for
Livable Communities, Local Government Commission (
Stephen Burrington and Veronika Thiebach (1995), Take Back Your Streets; How to Protect Communities from Asphalt and Traffic, Conservation Law Foundation (www.clf.org). Guide provides justifications and information on implementing traffic calming.
City Repair (2003), Placemaking Guidebook, City Repair Project (www.cityrepair.org).
David Engwicht (1999), Street Reclaiming; Creating Livable Streets and Vibrant Communities, New
Society Publishers (www.newsociety.com),
available through Detour Publications (www.detourpublications.com/catalogue/urban2.html#sr);
summarized at www.lesstraffic.com.
Reid
Jane Jacobs (1961), The Death and Life of the Great American Cities, Random House (
Suzanne Crowhurst Lennard and Henry Lennard (1995), Livable Cities Observed, Gondolier (
Todd Litman (1999), Traffic Calming Costs, Benefits and Equity Impacts, VTPI (www.vtpi.org). Report details various costs and benefits of traffic calming.
Living Streets Initiative (www.livingstreets.org.uk) is a campaign to create streets that give priority to walking, cycling and play.
City of
Project for Public Spaces (www.pps.org) provides information on “placemaking” and community redevelopment techniques.
PTI, Slow Down You’re Going Too Fast, Public Technology Incorporated (http://pti.nw.dc.us/task_forces/transportation/docs/trafcalm). Good introduction to traffic calming available on-line.
Seattle (1996), Making
Streets that Work, City of
Walkable Communities (www.walkable.org) helps create people-oriented environments.
This
Encyclopedia is produced by the Victoria Transport Policy Institute to help
improve understanding of Transportation Demand Management. It is an ongoing
project. Please send us your comments and suggestions for improvement.
Victoria Transport Policy Institute
www.vtpi.org info@vtpi.org
Phone & Fax 250-360-1560
#30