analysis local scale · movement
Highway Design in the City
analysis_local scale_ movement.i37 37 21-03-2007 11:33:04 Hove Station a n a l y s i s · local scale · M o v e m e n t
Study areas for local scale
The local scale section of the study focuses on a 2m² area. The size of the study area has been selected to enable meaningful comparison with other cities around the Str. George world.
The overall study area is broken down into two core HOVE areas, one in Hove and one in Brighton. Both areas contain a centre; Brighton’s being the busier. Both areas are multifunctional, containing commercial cores as well New Church Road as business districts. They are main destinations in the overall city fabric and centres for traffic and public transport.
Kings Way
p 038 · gehl architects & landscape projects · brighton & Hove legibility study
analysis_local scale_ movement.i38 38 21-03-2007 11:33:04 a n a l y s i s · local scale · M o v e m e n t
Study areas for local scale
Whilst the two areas share similarities, they are also very different, having specific local characteristics, problems Brighton Station and potentials.
Generally speaking, Hove is a predominantly residential BRIGHTON Trafalgar St. neighbourhood while Brighton city centre is more commercial in nature and receives higher numbers of out of town visitors. Glocester Road Brighton & Hove was once two separate towns, but
Queens Road Queens recently attained city status as one unified city. The North Road Valley Gardens separation, however, is still visible.
Dyke Road The North Laine The local scale study will investigate the individual Church Str.
potentials of each area along with connections between Western Road Road New the two. Focusing on the connections is crucial if the city of Brighton & Hove is to be experienced as ONE city North Str. rather than two adjacent ones.
Royal Pavilion Gardens West Str Str West
The Lanes p St. James St. r ?
East St. o Kings Road Old Steine b ? l e m Marine Promenade
Study area ?
Brighton is regional and Hove is local.
brighton & Hove legibility study· GEHL ARCHITECTS & landscape projects · P 039
analysis_local scale_ movement.i39 39 21-03-2007 11:33:05 a n a l y s i s · local scale · M o v e m e n t
Designing for cars and not people 1 in 4 find it difficult to drive in Brighton* 60 km/hour versus 5 km/hour Brighton & Hove’s public realm is designed for vehicles * AB Research Joseph Harding traveling at 60km/hour, not the slow moving pedestrians HOVE that share the city with motorists. Traffic signs are promi- nent and traffic intersections are confusing. Even maps in Brighton Rail Station highlight car routes. The needs of the motorist are prioritised throughout the city, whilst the pedestrian is left to navigate in a world where the car is King. The result is a public realm that is confusing and uninviting for the slow moving animal, homo sapien, moving at 5km/hour and at an average height of 5’-7” BRIGHTON
13,141 cars daily 1635 buses daily
p 21,155 cars daily r 25 buses daily o b l e m All figures indicate daily volume
bus traffic - total
vehicular traffic - total
Note: Infringing on pedestrian territory The city is planned prioritising The Bus and car volume figures indicated are provided by Brighton motorists over pedestrians & cyclists and Hove City Council. The figures cover a 24 hour period.
p 040 · gehl architects & landscape projects · brighton & Hove legibility study
analysis_local scale_ movement.i40 40 Infringing on Pedestrian’s territory 21-03-2007 11:33:07 Signage for motorists impedes on areas otherwise designated for pedestrians, further enforcing the un- derlying notion that Car is King in Brighton and Hove.
? ?
? a n a l y s i s · local scale · M o v e m e n t
Highway Design in the City Transportation arteries or barriers for pedestrian movement?
Poor east/west connections Whilst facilitating vehicular movement through HOVE Brighton & Hove, main traffic routes divide the city for 20,522 cars daily 31,460 cars daily pedestrians. The Valley Gardens exemplify the problems 850 buses daily this can cause. Because of dominant highway design, the Valley Gardens form a barrier dividing Brighton from Kemptown and the area has become one of the more heavily congested parts of the city. The interesting part though is that the volume of vehicular traffic is far from the carrying capacity of Valley Gardens – meaning that it should be possible to reduce the space allocated for 2,303 cars daily vehicular traffic and transform Valley Gardens into a BRIGHTON high quality city boulevard for people as well as cars.
Poor north/south connections Although Western Road/ North Street/ St. James Street green route 5,048 cars daily are not examples of local streets designed as highways, 900 buses daily commercial route 13,141 cars daily the routes definitely act as a barrier for pedestrian seafront route 1635 buses daily 20,522 cars daily movement. Despite serving a relatively low number of 1,700 buses daily vehicles, this east/west connection divides the city into northern and southern sections. 8,343 cars daily 21,155 cars daily 3050 buses daily p 25 buses daily r o b l 425 cars daily e ? m 775 buses daily 277 cars daily ?
? 28, 748 cars daily
Highway design in the CITY
brighton & Hove legibility study· GEHL ARCHITECTS & landscape projects · P 041
Valley Gardens
analysis_local scale_ movement.i41 41 21-03-2007 11:33:09
Problems: difficult to cross street poor entrances to pedestrian areas a lot of traffic a n a l y s i s · local scale · M o v e m e n t
Bus Traffic 3,000 buses travel daily along North street Bus congestion Brighton & Hove has a comprehensive and well-connected green route bus system. In 2005 80% of the population lived within commercial route a 15 minute walk of a bus stop. But there are also some seafront route Bus congestion negative consequences of this extensive network. Brighton & Hove has a comprehensive and well- Certain streets are subject to bus congestion that fills the connected bus system, boasting connections from street environment with a constant barrage of noise and anywhere in the city in 15 minutes. But there are also fumes. Western Road 1635 buses daily some negative consequences of this extensive network. Certain streets are subject to bus congestion that pollute We are all pedestrians the street environment with a constant barrage of noise It is important to remember that time on the bus ? and fumes. represents only a portion of the experience for bus users. For the rest of their journey, public transport patrons are We are all pedestrians pedestrians. ? It is important to note the time on the bus represents only Therefore the quality of the bus system should not be a portion of the experience for bus users. For the rest of judged by the bus journey alone, but also by the net ? their journey, public transport patrons are pedestrians. effect that bus traffic has on the public realm and on the Therefore the quality of the bus system cannot be judged walking environment. Often the quality of the public alone by the bus journey, but also by the net effect that spaces linked to important bus stops or bus routes is bus traffic has on the public realm and on the walking poor. environment. Often the quality of the public spaces linked to important p r busstops or busroutes is poor. o b Valley Gardens l e m
Bus grid lock in the city centre A poor pedestrian environment in relation to important bus routes or bus stops. Problems: difficult to cross street poor entrances to pedestrian areas a lot of traffic p 042 · gehl architects & landscape projects · brighton & Hove legibility study
analysis_local scale_ movement.i42 42 21-03-2007 11:33:14 a n a l y s i s · local scale · M o v e m e n t
Bus traffic
Bus grid lock divides the city Lewes Road 850 buses daily Over 3000 buses travel along North Street daily. The re- sult is often a queue of buses that form a wall of traffic along North Street, negatively affecting this vital street in a variety of ways. The amount of traffic hinders pedestrian movement Queens Road 900 buses daily through an area that should provide high quality con- nections between locations such as the North Laine, Pa- Western Road 1635 buses daily vilion, Lanes and seafront. The buses also obstruct the vi- sual connections from prominent sites on either side of the street.
North Street as a barrier Pavilion Parade 1700 buses daily The congestion on North Street also negatively affects the environment of the street itself for the thousands of peo- ple that move east and west along this main route. Ve- North Street 3050 buses daily hicle noise makes it difficult to hear the person walking next to you. Narrow footpaths are often crowded and dif- ficult to navigate, whilst people waiting at the undersized bus stops infringe on the space allocated for pedestrian movement. St. James Street 775 buses daily p Kings Road 25 buses daily r o b l e m green route commercial route seafront route
Note: Poor North/ South connections The Bus volume figures indicated are provided by Brighton and Hove City Council. The figures cover a 24 hour period. ?
brighton & Hove legibility study· GEHL ARCHITECTS & landscape projects · P 043 ?
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analysis_local scale_ movement.i43 43 21-03-2007 11:33:15
Valley Gardens
Problems: difficult to cross street poor entrances to pedestrian areas a lot of traffic a n a l y s i s · local scale · M o v e m e n t
HOVE Cycling Environment Navigating complicated terrain
Great potential to increase cycling Brighton & Hove is home to a large contingent of cycle enthusiasts, and the city has undertaken considerable efforts to improve cycling conditions in the city. But more can be done. As the diagram to the right shows, the cycle network is still quite fragmented and incomplete, meaning that whilst cyclists can move safely and comfortably in certain parts of the city, other areas are perceived as dangerous.
Street layout for cyclists Cycling in Brighton & Hove is also complicated by inconsistent cycle lane placement. Dedicated cycle lanes are sometimes on the left hand side of the road, at other times on the right hand side. Cyclists are sometimes directed to share pavement areas with pedestrians and at other times to share the road with vehicles. In general the message sent to cyclists is that their needs are not prioritised. Rather they are allocated whatever space is left over when everyone else’s needs have been accommodated.
Official cycle route
Missing Routes 4-5 Percent cycling to work, where as only 3-4 Percent bicycle to work in the unmarked area. The cycle network is often disrupted Note: The Bicycle volume figures indicated are provided by Brighton and Hove City Council.
p 044 · gehl architects & landscape projects · brighton & Hove legibility study
analysis_local scale_ movement.i44 44 21-03-2007 11:33:19 a n a l y s i s · local scale · M o v e m e n t
BRIGHTON Cycling Environment Space for everyone?
Cycle parking In general cyclists seem to be at odds with both motorists and pedestrians. A lack of proper cycle parking leads to bicycles parked in inappropriate places that cause frustration on the part of cyclists and irritation on the part of shop owners, city maintenance workers, and pedestrians.
Need for consistent use of policies A concerted effort to adopt more consistent cycling policies will not only improve conditions for cyclists, but also for the public realm as a whole. Motorists, pedestrians and cyclists will benefit from clear and coherent zones for movement in which each mode of transport is given ample room to safely and comfortably navigate the city. green route Bicycles are a good alternative to cars and public transport. commercial route If the aim is to reduce the number of cars - prioritising seafront route cyclists and their movement through the city holds an important key.
p r o b ? l e ? m
? Official cycle route
Missing Routes
Incomplete bicycle network
Valley Gardens
brighton & Hove legibility study· GEHL ARCHITECTS & landscape projects · P 045
analysis_local scale_ movement.i45 45 21-03-2007 11:33:21 Problems: difficult to cross street poor entrances to pedestrian areas a lot of traffic a n a l y s i s · local scale · M o v e m e n t HOVE
5,412
Pedestrian Movement 01 approx Summer weekday 10 am to 6 pm 106% more pedestrians than cars in There is more to walking than walking North Street, Queens Road, Western Road Walking is first and foremost a type of transportation, but it also provides an opportunity to spend time in the public realm. Walking can be about experiencing the city 12,672 at a comfortable pace, looking at shop windows, beautiful 6,354 buildings, interesting views and other people. 7,203 16,098 The Public Life Public Space surveys conducted on July 4,122 9,852 12th and February 22nd 2006 examine how urban spaces are used and the extent that people walk in Brighton & Hove. They provide information on where people walk, 11,040 7,704 either as part of their daily activities, or for recreational 4,566 purposes. This information can form the basis on which to make future decisions on which streets and routes 7,584 10,764 540 need to be improved. 12,642 18,420 General problems 16,884 8,508 Walking demands space in which to walk freely without 1,161 being obstructed by physical elements, vehicular traffic or 8,610 19,026 other people. In Brighton & Hove, the pedestrian’s ability 6,690 to walk comfortably is often compromised by vehicular 16,134 5,112 traffic. 7,140 14,028 5,958 The shortest route from A to B is often not dedicated 14,706 to pedestrians 13,686 Pavements are sometimes lined with railings – that keep cars off the footways but fence in pedestrians
Pedestrians are subjected to unpleasant noise and Pedestrian volume on a summer weekday from 10 AM to 6 PM 13,350 fumes caused by vehicular traffic. Note: Figures for New Road are from 2005
Main routes Daytime primary network
p 046 · gehl architects & landscape projects · brighton & Hove legibility study
analysis_local scale_ movement.i46 46 21-03-2007 11:33:21 a n a l y s i s · local scale · M o v e m e n t
5,412
Pedestrian Movement 01
More people than vehicles The Public Space Public Life Surveys also begin to provide a quantitative hierarchy of pedestrian movement. The 12,672 diagram here depicts pedestrian movement in the study BRIGHTON area. The survey indicates that the heaviest pedestrian traffic 6,354 occurs along Queens Road and Western Road, continuing into North Street. 7,203 16,098 9,852 4,122 Whilst these streets are also main vehicular routes, they accommodate significantly more pedestrian traffic than er rettet!!! LJL 11,040 7,704 vehicular traffic.
4,566 North Street 11,400 16,134 10,764 Queens Road 6,000 16,098 7,584 540 Western Road 14,776 18,420 12,642 18,420 The design of these streets, however, does not reflect the 16,884 8,508 relative distribution of vehicular and pedestrian traffic 1,161 volume. The streets are predominately designed for vehicles. 8,610 19,026 6,690 Comparison to other cities of comparable size 16,134 5,112 Pedestrian volume on a summer weekday, between 10am and 6pm
7,140 Busiest Streets in: 14,028 5,958 Brighton & Hove (Population 250,00) 14,706 Western Road: 18,420 13,686 Odense, Denmark (Population 185,000) Vestergade: 24, 680 Wellington, New Zealand (Population 179,000) Lambton Quay: 23,360
Pedestrian volume on a summer weekday from 10 AM to 6 PM 13,350 Potential to invite more pedestrians Note: Figures for New Road are from 2005 The relatively low number of pedestrians in Brighton & Hove indicates significant potential to improve pedestrian culture and increase the number of pedestrians utilising the public realm.
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analysis_local scale_ movement.i47 47 21-03-2007 11:33:22 a n a l y s i s · local scale · M o v e m e n t
3.804
Pedestrian Movement 02 Summer weekend 10am - 6pm Walking for pleasure Any city can have heavy pedestrian traffic. People often need to walk between bus stops, car parks or rail stations and their final destinations. But a good indication of the 14,085 quality of the pedestrian environment is the volume G 6,516 BRIGHTON of pedestrian traffic when people don’t have to walk, but choose to do so because the public environment is 8,502 24,324 A enjoyable. 3,420 17,130
Comparing weekday and weekend pedestrian volume is D a good way of determining which streets invite residents B 18,894 7,818 and visitors to spend time in the city, and which do not. 6,504 E 29,916 The figures below indicate the change in pedestrian volume from the C 642 weekday to weekend. (timeframe: 10am to 6pm) 2,604 H 10,308 A. Sydney Street 25%
B. Gardner Street 55% 16,890 27,522 C. Kensington Grds. 31% 7,150 1,440 11,652 D . Gloucester Place 90% 38,004 15,792 E. Dyke Road 305% 34,428 10,116 F. St. James Street 50% 13,928 J G. Trafalgar Street 56% Weekday network Weekend network H. Jubilee Street 21% I 35,988 15,294 14,502 25,698 F Too few locals walk K Of course certain roads such as Trafalgar Street and Dyke Road are simply more heavily used for commuting and it’s understandable that they experience more pedestrian traffic on a weekday. Such streets, however, should still Pedestrian volume on a summer weekend from 10 AM to 6PM 29,970 offer an array of activities so as to encourage use at all Note: Figures for New Road are from 2005 times of the day and year. Main routes The number of people varies between weekday and weekend. The Lanes are more used in the weekends.
p 048 · gehl architects & landscape projects · brighton & Hove legibility study
analysis_local scale_ movement.i48 48 21-03-2007 11:33:23 a n a l y s i s · local scale · M o v e m e n t
3.804
Pedestrian movement 02
The Lanes - feast or famine? The Lanes experience a complete change in character 14,085 from weekday to weekend. Pedestrian numbers increase, showing that The Lanes are a popular place for weekend G 6,516 BRIGHTON strollers enjoying optional activities.
8,502 24,324 A 17,130 It is no surprise that this intimate and pleasant area is 3,420 popular during the day time. With its narrow streets and varied shops, it is an attractive tourist destination. But D the scene changes dramatically after closing time. Due B 18,894 7,818 to its mono-functional retail nature, The Lanes become 6,504 deserted at night. This leads to a perceived lack of security E 29,916 C and safety, and the area becomes a barrier between the 2,604 642 city centre and the beach promenade. H 10,308 In the winter, The Lanes fail to attract local citizens and 16,890 27,522 7,150 experiences a significant drop in footfall. 1,440 11,652 Changes in pedestrian traffic compared to a summer weekday be- 38,004 15,792 tween 10am and 6pm. 34,428 10,116 13,928 J weekend I. Market St. 49% I J. Union St. 27% K. East St. 33% 35,988 15,294 14,502 25,698 F K
winther I. Market St. -39% J. Union St. -40% K. East St. -45% Pedestrian volume on a summer weekend from 10 AM to 6PM 29,970
Note: Figures for New Road are from 2005 I. Market St. -35% night J Union St. -20% K. East St. -42%
brighton & Hove legibility study· GEHL ARCHITECTS & landscape projects · P 049
analysis_local scale_ movement.i49 49 21-03-2007 11:33:23 a n a l y s i s · local scale · M o v e m e n t
Public Space Network Street hierarchy
Lack of legibility This diagram illustrates the hierarchy of Brighton & Hove’s main pedestrian routes based on volume of pe- destrian traffic. Despite the clear indications of a street hi- erarchy, there is little variation in the character and iden- tity of pedestrian routes. Heavily used routes are sometimes narrow and difficult to manouevre in, whilst less travelled paths are wider and more attractive. This ambiguity makes the public realm more confusing and less inviting - legibility of the city is muddled when the routes intended for pedestrians are not discernible from secondary or tertiary routes.
Hierarchy based on pedestrians To ensure a sense of liveliness as well as legibility, it is important to concentrate activity and movement along specific routes. The public space analysis indicates a street hierarchy that can be used to determine where activity should be concentrated and what interventions can be made to promote a lively and pleasant urban environ- ment.
main pedestrian routes
secondary pedestrian routes
missing links green route
commercial route disconnects in pedestrian network seafront route
poor entrances to vital city area
East West connections are characterised Disconnected pedestrian network and Disconnection to seafront ? by changing quality and lack of identity poor entrance to the North Laine
? p 050 · gehl architects & landscape projects · brighton & Hove legibility study
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analysis_local scale_ movement.i50 50 21-03-2007 11:33:28
Valley Gardens
Problems: difficult to cross street poor entrances to pedestrian areas a lot of traffic a n a l y s i s · local scale · M o v e m e n t
Public Space Network Discontinuous and Inconsistent BRIGHTON Missing link The diagram to the left illustrates other problems with the public space network; discontinuity, missing links and poor entrances to key city areas. Important routes are often completely disconnected from each other. The intersection at the Clock Tower, where the two most heavily travelled pedestrian routes meet, is not designed with the needs of the pedestrian in mind. In other cases, especially in The Lanes, an otherwise well maintained and pleasant route virtually disappears into a run down alley-way. Ship Street and East Street are examples of heavily used streets, whose quality and character drastically deteriorate when moving south, resulting in a poor connection between lively areas in the Lanes and the seafront.
Entrances to city areas are seldomly celebrated Entrances to vital city areas, most notably North Laine, are often completely neglected and disjointed from nearby areas of movement and activity. Most of the entrances into North Laine are signed but the run down and barely accessible entrances, especially along Gloucester Place, fail to invite people into this lively and interesting area. main pedestrian routes p secondary pedestrian routes r ? o ? b l e disconnects in pedestrian network m ? poor entrances to vital city area
Missing links in the pedestrian network
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analysis_local scale_ movement.i51 51 21-03-2007 11:33:29 a n a l y s i s · local scale · M o v e m e n t
approx Getting Across 50% jaywalk
North Street Jaywalking -a natural consequence of poor street design If given the choice, people will choose to take the shortest route between A and B, to walk directly from one desti- A F nation to the other along their desire line. In Brighton & E G Hove, however, the shortest route is often not an option, Old Steine as guard railings and traffic islands dictate the path pedes- B C D trians must take to legally cross a street. For roughly half Legal: Illegal: St. James Street the time, human nature prevails, resulting in jay-walk- A: 46% 54% ing. B: 54% 46% C: 55% 45% The conclusion is that pen crossings and guard railings do D: 50% 50% not work. They almost force people to act illegally, which Old Steine ? E: 54% 46% increases the number of accidents. Research conduct- ? F: 32% 68% ed along the newly renovated Kensington High Street in G: 29% 71% London actually indicates that removing guard railing and Recorded route pen crossings decreases the number of traffic accidents in- Desire line volving pedestrians! ? Old Steine The Old Steine intersection is a confusing conglomerate of detours, guard railing, and poor paving. This combination results in a barrier that restricts east / west pedestrian movement.
People that do attempt to cross from east to west often choose the most direct route, which is rarely offered as a legal option. The result is a high number of dangerous and illegal crossings.
The city “unzipped” or disjointed Old Steine
p 052 · gehl architects & landscape projects · brighton & Hove legibility study
Clock tower analysis_local scale_ movement.i52 52 21-03-2007 11:41:32 The intersection of Queens Road and North Street is a treacherous jungle of guard railing, signage, and vehicular traffic. Despite the apparent efforts to curtail jay-walking and to protect the pedestrian, the “over design” and focus on vehicular flow has only made the intersection more dangerous for pedestrians. Guard railing simply impedes on pedestrian desire lines, encouraging people to take creative and often dangerous routes across the street.
The only place where a majority of pedestrian crossings are legal in on the southern end of the intersection across Queens Road. Else where pedestrians are constantly weaving in and out of traffic, walking in the carriage way to avoid be fenced in by guard railing, and running across the street rather than waiting over 1.5 minutes for the less than 10 second “walk” signal. a n a l y s i s · local scale · M o v e m e n t
Getting Across
Time in sec.. Legal: Illegal: Green: Red: Queens Road / North Street North Street A: 37% 63% 7 93 Legal: Illegal: Legal: Illegal: B: 48% 52% 15 60 A: 37% 63% A: 78% 22% C: 42% 53% 30 45 Bond street D: 79% 21% 70 45 B: 48% 52% B: 27 people jaywalking
Dyke Road Queens Square C: 42% 53% in 5 minutes New Road North Street D: 79% 21% Queens Road A B A B C North Street D
Recorded route Desire line Clock tower New Road and North Street The intersection of Queens Road and North Street is a The intersection here is a key connector between North Laine, treacherous jungle of guard railing, signage, and vehicular Queens Road/ North street the new Jubilee Library and The Lanes. Again, however, the traffic. Despite the apparent efforts to curtail jay-walking location of the pedestrian crossing forces people to take a and to protect the pedestrian, the “over-design” and focus longer route than they desire. The result is a large number of on vehicular flow has only made the intersection more people putting themselves and others in danger by crossing dangerous for pedestrians. Guard railing simply impedes where there is no signalled intersection. pedestrian desire lines (preferred routes), encouraging people to take creative and often dangerous routes across After the New Road project is completed and Jubilee the street. Library begins to attract even more patrons more and more The only place where a majority of pedestrian crossings are pedestrians will wish to cross here, increasing the problem. legal is on the southern end of the intersection across Queens Road. Elsewhere pedestrians are constantly weaving in and out of traffic, walking in the carriageway to avoid being North street fenced in by guard railing, and running across the street rather than waiting over 1.5 minutes for the less than 10- second “walk” signal.
brighton & Hove legibility study· GEHL ARCHITECTS & landscape projects · P 053
Clock tower Theanalysis_local intersection scale_ movement.i53 of Queens 53 Road and North Street is a New Road and North Street 21-03-2007 11:41:35 treacherous jungle of guard railing, signage, and vehicular The intersection here is a key connector between North traffic. Despite the apparent efforts to curtail jay-walking Laine and the new Jubilee Library and The Lanes. Again and to protect the pedestrian, the “over design” and focus however the location of the pedestrian crossing forces people on vehicular flow has only made the intersection more to take a longer route than they desire. The result is a large dangerous for pedestrians. Guard railing simply impedes on number of people putting themselves and others in danger pedestrian desire lines, encouraging people to take creative by crossing where there is no signaled intersection. and often dangerous routes across the street. After the New Road project is completed and Jubilee The only place where a majority of pedestrian crossings are Library begins to attract even more patrons more and more legal in on the southern end of the intersection across Queens pedestrians will be wishing to cross here and the problem Road. Else where pedestrians are constantly weaving in and will only be further compounded. out of traffic, walking in the carriage way to avoid be fenced in by guard railing, and running across the street rather than waiting over 1.5 minutes for the less than 10 second “walk” signal. Cranbourne Street
160 152 140
120 104 minutre
r 100 87 e 78 p 80 s 57 68 n 64 ped./min. a
i 60 51 r Limit for comfortable carrying capacity
t 37 s
e 40 d
e 20 P 0 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Time
Bond Street
160 140 120 minute
r 100 e 81 p 77 80 63 66 s 65 n a
i 60
r 55 t 28 s
e 40 24
d 26 ped./min. e 20 P Limit for comfortable carrying capacity 0 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18
Time
Gardner Street
160 140 120 minute
r 100
e 83 p 80 63 76 71 80 s n a
i 60 42 r 53 t
a n a l y s i s · local scale · M o v e m e n t s 31
e 40 d
e 20 19 ped./min. P Limit for comfortable carrying capacity 0 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18
Time Moving Along Crowding and congestion
Efficient space for walking Gehl Architects’ studies from around the world suggest that the maximum pavement volume for comfortable
pedestrian movement is 13 people per minute per North Street metre width of footpath. Anything above this level is considered to be overcrowding. (Other methodologies 160 assess crowding according to the number of people that a 140 120
street can carry – however such methodologies deal only minute r 100 77 96 e 86 83 with capacity and not quality). When Copenhagen´s main p 80 66 72 s n
a 62 i 60
street, Strøget, reaches the level of 13 persons per minute r
t 30 s
e 40 32 ped./min.
per metre footpath width, people start finding alternative d e 20 Limit for comfortable carrying capacity routes. This has been the case for the last 30 years. P 0 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18
Crowding is a sign of low walking quality. When Time crowding occurs, the pleasure of walking is severely curtailed and walking turns into a fight to get from one point to another.
Problems related to street layout In Brighton & Hove the problem with crowding and congestion on pavements is often caused by a street layout that prioritises car traffic and leaves too little space for pedestrians. Cranbourne Street
This is despite the fact that in many of the areas there are 160 152 more pedestrians than cars. We need to start planning in 140 favour of the people who use the spaces most, not the 120 104 minutre
r 100 87 e 78
vehicles that travel through them. p 80 s 57 68 n 64 ped./min. a
i 60 51 r Limit for comfortable carrying capacity
t 37 s
e 40 d
e 20 P 0 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Time
p 054 · gehl architects & landscape projects · brighton & Hove legibility study
Bond Street analysis_local scale_ movement.i54 54 21-03-2007 11:33:40 160 140 120 minute
r 100 e 81 p 77 80 63 66 s 65 n a
i 60
r 55 t 28 s
e 40 24
d 26 ped./min. e 20 P Limit for comfortable carrying capacity 0 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18
Time
Gardner Street
160 140 120 minute
r 100
e 83 p 80 63 76 71 80 s n a
i 60 42 r 53 t
s 31
e 40 d
e 20 19 ped./min. P Limit for comfortable carrying capacity 0 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18
Time
North Street
160 140 120 minute
r 100 77 96 e 86 83 p 80 66 72 s n
a 62 i 60 r
t 30 s
e 40 32 ped./min. d
e 20 Limit for comfortable carrying capacity P 0 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18
Time Cranbourne Street
160 Cranbourne Street 152 140 a n120 a l y s i s · local scale · M o v e m e n t 160 104 minutre 152 r 100 87 1e 40 78 p 80 1s 20 57 68 n 104 64 ped./min. a
i 60 51 minutre r Limit for comfortable carrying capacity t r 100 37
s 87 e 78
e 40 p
d 80 s
e 57 68 n 20 P 64 ped./min. a
i 60 51 r Limit for comfortable carrying capacity t 0 37 s
e 40 Moving Along d 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 e 20 P 0 Time Crowding and congestion 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Time General problems Crowding is generally:
Bond Street Bad for commerce - since people have difficulty in stopping / looking at 160 Bond Street 140 window displays 120 160 minute
r 100 1e 40 81 Bad for safety p 77 80 63 66 1s 20 65 n - since the fast walking pedestrians will move out onto a
i 60 r minute 55 t r 100 28 s e the road or people will accidentally be pushed into the
e 40 81 p 24 77
d 80 63 66
s 26 ped./min.
e 65 n 20
P road
a Limit for comfortable carrying capacity
i 60
r 55 t 0 28 s
e 40 24
d 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 26 ped./min. e 20 P Limit for comfortable carrying capacity Bad for those with special needs 0 Time - since people in wheelchairs, parents with prams, people 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 with disabilities, children and the elderly generally need Time more space for walking than that available on a crowded footpath. These groups are effectively excluded from any walking under such conditions
Gardner Street Bad for encouraging people to walk - since people will avoid walking in the city if it is 160 Gardner Street 140 unpleasant and problematic to do so 120 160 minute
r 100
1e 40 83 p 80 63 76 71 80 1s 20 n a
i 60
minute 42 r 53 t r 100
s 31 e 83
e 40 p 76 71 80 d 80 63 s
e 19 ped./min. n 20 P a
i 60 42 Limit for comfortable carrying capacity r 53 t 0
s 31 e 40 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 d
e 20 19 ped./min. P Limit for comfortable carrying capacity 0 Time 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18
Time
brighton & Hove legibility study· GEHL ARCHITECTS & landscape projects · P 055
North Street analysis_local scale_ movement.i55 55 21-03-2007 11:33:46 160 North Street 140 120 160 minute
r 100 77 96 1e 40 86 83 p 80 66 72 1s 20 n
a 62 i 60 minute r t r 100 30 77 96 s e 86 83
e 40 p 32 ped./min.
d 80 66 72 s e
n 20 Limit for comfortable carrying capacity P
a 62 i 60 r
t 0 30 s e 40 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 32 ped./min. d
e 20 Limit for comfortable carrying capacity P 0 Time 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18
Time • Where do people stay? • Hierarchy of spaces • Public space typology • Why are some spaces more popular? • The grass is greener on the other side • Sitting in the city • Age & gender • A seasonal city? • Necessary versus optional activities • Attractive ground floor frontages • Safety
analysis_local scale_ movement.i56 56 21-03-2007 11:33:46