06-22-04 PTRC - Laserfiche WebLink

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A few years ago, Hamilton-Baillie spent several months researching traffic and street design in northwest Europe, followed by a stint as a Loeb fellow at Harvard. A former researcher at Sustrans, a sustainable-transportation nonprofit agency, he has become a leading proponent of the shared-spaces and second-generation approach, which he says meets the needs of automobiles while returning streets to their historic function as civic gathering places. But the implications, especially in the United States, are nothing less than radical. Reversing decades of conventional wisdom on traffic engineering, Hamilton-Baillie argues that the key to improving both safety and vehicular capacity is to remove traffic lights and other controls, such as stop signs and the white and yellow lines dividing streets into lanes. Without any clear right-of-way, he says, motorists are forced to slow down to safer speeds, make eye contact with pedestrians, cyclists and other drivers, and decide among themselves when it is safe to proceed. "The more you post the evidence of legislative control, such as traffic signs, the less the driver is trying to use his or her own senses," says Hamilton-Baillie, noting he has a habit of walking randomly across roads -- much to his wife's consternation. "So the less you can advertise the presence of the state in terms of authority, the more effective this approach can be." This, of course, is the exact opposite of the "Triple E" traffic-calming approach, which seeks to control the driver through the use of speed bumps, photo radar, crosswalks and other engineering and enforcement mechanisms. The "self-reading street" has its roots in the Dutch "woonerf" design principles that emerged in the 1970s. Blurring the boundary between street and sidewalk, woonerfs combine innovative paving, landscaping and other urban designs to allow for the integration of multiple functions in a single street, so that pedestrians, cyclists and children playing share the road with slow-moving cars. The pilot projects were so successful in fostering better urban environments that the ideas spread rapidly to Belgium, France, Denmark and Germany. In 1998, the British government adopted a "Home Zones" initiative -- the woonerf equivalent -- as part of its national transportation policy. "What the early woonerf principles realized," says Hamilton-Baillie, "was that there was a two-way interaction between people and traffic. It was a vicious or, rather, a virtuous circle: The busier the streets are, the safer they become. So once you drive people off the street, they become less safe." Contrast this approach with that of the United Kingdom and the United States, where education campaigns from the 1960s onward were based on maintaining a clear separation between the highway and the rest of the public realm. Children were trained to modify their behavior and, • under pain of death, to stay out of the street. "But as soon as you emphasize separation of functions, you have a more dangerous environment," says Hamilton-Baillie. "Because then the driver sees that he or she has priority. And the child who forgets for a moment and