1
i
Contents Abstract ………………………………………………………………………………..
iv
Introduction ………………………………………………………………………….
1
Car orientated urban city development …………………………………..
4
Social interactions in a city …………………………………………………….
10
Conflict between pedestrians and automobiles ………………………
16
Methodology …………………………………………………………………………
31
Results ………………………………………………………………………………….
34
Future urban city regeneration ………………………………………………
46
Conclusion …………………………………………………………………………….
53
References …………………………………………………………………………….
57
Image references …………………………………………………………………..
58
Appendices Quantitative activity rate charts …………………………...............
64
Quantitative activity analysis graphs ……………………………..
67
Drake Circus traffic lights crossing interaction analysis ….
70
Underpass interaction analysis ……………………………………...
72
Qualitative Findings: Selection of questionnaire results ….
73
Initial essay structure map ……………………………………………
78
ii
iii
Abstract This urban city report investigates the possible conflicts between cars and pedestrians and how this conflict may affect the levels of interaction and well-being possible at certain spaces of the city. For instance crossing busy roads either via traffic lights or an underpass could affect the rates of multiple activities. The theorists enabling the investigation of the city fabric includes Jane Jacobs: to discover the wider scale street inter-relationships (Jane Jacobs, 2007), William Whyte: to analyse the movement passages and possible group connections across spaces (William H. Whyte, 1988), and Jan Gehl: to examine, at closer personal scales, the multiple activities possible in different atmospheric spaces. (Jan Gehl, 2011) In order to utilise the methods adopted by the following theorists; Jan Gehl, William Whyte and Jane Jacobs, one would carry out observation methods to quantify the rate of multiple activities, and photographs and videos to examine the movement passages across road crossings.
iv
After the analysis of two different spaces with contrasting stereotypes, the findings collated will aim to discover new possible city planning techniques such as Home zone and further city maintenance and discuss whether these recommendations are suitable and feasible for the Plymouth city context and users.
v
Introduction The conflict amongst the pedestrian and vehicles is an aspect that is evident in most cities due to the greater necessity to export goods in and out of the city. This report will aim to examine the effects on social interactions and wellbeing when people use an underpass in Plymouth compared to traffic lights to cross the road. Following
the
case
study
findings,
recommendations for change will be discussed
for
the
improvement
of
connections between Plymouth city centre and the university campus. In addition an aim for the campus is to bring greater permeability between the high speed traffic surrounding the campus, which today reflects an island morphology. There are cities which have historically assigned
transitional
paths
that
successfully separate users, for instance in
1
Venice, where the river network is separated from the pedestrianised street, but the city moves fluidly without interruption housing vibrant activities on the streets, such as open terrace cafes, shops and newspaper stands. On the other hand cities which have had to Integration
be altered to incorporate new transport systems have interrupted the pedestrian pathway, have broken the transition passages, separating users with additional street infrastructure, as illustrated in figure 1’s movement diagrams sited from (Jan Gehl, 2011, p.101). These separating infrastructures
such
as
controlling
technology systems; signs, traffic lights Segregation
and
barriers
present
an
unpleasant
Figures 1: Illustrates Jan
atmosphere lessening the proportionate
Gehl’s analysis diagrams
scale of the pedestrian to the vehicle and
of integration and
reducing the rate of possible social
segregation occurrences
activities.
in the city.
These streets were analysed by Jan Gehl; quantifying the rate of occurring activities in certain locations 2
and
Jane
Jacobs;
using
observation
methods to analyse the street behaviours and success of eyes on the street. Following these theorist’s methodologies and forming a hybrid of techniques utilised by Gehl, Jacobs and William Whyte, one would analyse specific site locations where the pedestrian or cyclist is affected by the separation from the vehicle in the city. This separation is evident in traffic infrastructure systems such as traffic light crossing and an underpass.
3
Car orientated urban city development Urban
cities
consist
of
numerous
‘rhythms of movement’ (Edensor, 2011, Sheller, Sociopedia, p.4) formulated via walking, cycling, running, skateboarding, motorbike and car. These forms of traffic build a dynamic network of activity shrouding
the
early
urban
city’s
masterplan with transforming patterns of movement. (Christopher Alexander, A City is not a Tree, Architectural Forum 1965, Vol 122, No. 1) The innate form of traffic is by the pedestrian which as, notified by many theorists such as Jan Gehl, William Whyte and Jane Jacobs are to be the most influential in generating natural social interaction environments. Jan Gehl investigates these activities at a personal scale quantifying the number of activities
present
in
certain
city
locations. William Whyte explores a wider city scale of social behaviour 4
mapping. (William H. Whyte, 1988) Finally Jane Jacobs investigates the streets activity networks and in which situations the activities can be initiated by social catalysts such as cafés, newsstands and shops. Therefore Jan Gehl’s close scale activity analysis
will
be
utilised
through
quantifying and observation mapping to examine the most effective city fabric to enable social activities. The physical conditions necessary to create a dynamic urban city consist of the following four aims discovered by Jane Jacobs (1961); ‘multifunctional neighbourhoods’ generate more vibrant street, ‘short blocks and connected street
systems’
creating
safer
atmospheres, ‘varied age residential areas’
which
can
maintain
more
economic growth and social interactions, and ‘high concentration of people.’ (Michael
Larice
and
Elizabeth
Macdonald, 2007, p.80) 5
However most urban cities have been made more suitable for the automobile after the prosperous 1950s vehicle manufacture period, rendering cities to neglect the steam train and focus upon car oriented cities. The new ‘networked urbanism (Graham and Marvin, 2001:30-3)’ (Sheller, 2001, p.4) reflects the city as a ‘scrambled egg’, theory by Reyner Banham.
Figure 2: 1600s Plymouth city as an egg structure.
6
Many urban cities developed initially as a defensive city with a wall ‘shell’ around the perimeter in the 1600s, as illustrated in the figure 2 city’s defensive wall plan. As rail networks were introduced the egg shell gradually broke spreading the ‘white’ to suburban areas, illustrated in figure 3, where the defensive wall has broken down allowing network links to stretch to neighbouring districts.
Figure 3: 17th to 19th century Plymouth city, scrambled egg.
7
Finally the technology growing today, creating network links across countries, illustrates the ‘yoke’ separating its nucleus via rail, automobile, planes and the Internet. (Sheller, 2001, Banham p.4) The development of the automobile as the most prominent movement passage across the city illustrates the ‘trend from living to lifeless cities and residential areas
that
has
accompanied
industrialisation, segregation of various city functions,’ resulting in duller cities which are ‘more monotonous. This points to another important need’, stimulation. (Jan Gehl, 2011, p.368) The
technique
multiple
of
transient
formulates
varied
passing
through
city
passages
behaviours
and
possible activities. (Francesco Careri, 2002,
p.97)
The
concentration
of
activities in specific locations across the city are reflected in the Derive theory by the Situationists Cartography, ‘maps based on the variation of perception 8
Figure 4.
through
the
urban
environment’
(Francesco Careri, 2002, p.84). However instead of focusing on the view of pedestrian perception, this essay study will utilise the Derive awareness of Los Angeles: fast moving traffic.
spatial ambiance, investigate at a smaller scale, utilising Jan Gehl and William Whyte’s techniques, to discover whether these locations of different transient passages can affect the levels of activity
Radburn: traffic separation such as underpasses.
within the urban city. However
Jan
Gehl
proposes,
after
analysis of contrasting cities, such as in Delft, illustrated in figure 4, the ‘traffic integration on the terms of slow-moving traffic’ was a system introduced in 1969 Delft: traffic integration – slow-moving traffic.
to be a ‘simple, straightforward, and safe’ (Jan Gehl, 2011, p.110) option formulating a public space with primary pedestrian
use
and
secondary
automobile utility. In addition Venice, illustrated in figure 4, is a successful pedestrian city as heavy Venice: pedestrian city. Transition from fast to slow-moving traffic.
goods are transported via canals, 9
‘while
the
pedestrian
system
still
functions as the city’s primary traffic network.’
(Jan
Gehl,
2011,
p.109)
Therefore
the
traffic
‘presents
no
security problems’, nor any separation between
‘work,
rest,
meals,
play,
entertainment, and transit.’ (Jan Gehl, 2011, p.109)
Social interactions in a city The variation of pedestrian activities between buildings is analysed by Jan Gehl through observation of everyday tasks such as shopping, going to school or work. Optional activities only occur when the conditions of the space is attractable enough or suitable for such activities. Therefore the conditions of an underpass, for example, which is a negatively perceived city space, could therefore prevent optional activities occurring and only necessary activities becoming present such as 10
Figure 5: Plymouth Cobourg Street Traffic Lights crossing pedestrian and cyclists movement paths.
walking
fast,
cycling,
skateboarding
which are all heightened transient passages to get from one side to the other. In addition Jan Gehl analyses the effects on being in the city streets and among others, ‘seeing and hearing others, receiving impulses from others, implying positive
experiences’
which
are
‘alternatives to being alone.’ (Jan Gehl, 2011, p.367)
This condition is evident
in the city fabric for instance where pedestrians are funnelled into road crossings together, as illustrated in Figure 6: Plymouth Cobourg
figure 5 and 6 movement diagrams,
Street Underpass pedestrian
formulating fellow impulses from others
and cyclists movement paths.
which could not be possible when confined in a solitary space. Even if there is low contact among strangers this can still be viewed as ‘stimulation from which other forms of contact can grow’ (Jan Gehl, 2011, p.367) as a seed of propagation.
11
The pedestrian passage around urban cities utilise pavements as analysed by Jane Jacobs who poetically described the everyday life existing on streets as Figure 7: The vibrant high street with many customer thresholds interacting with the pedestrian.
“sidewalk Ballet” (Jane Jacobs, 2007, p.80), oscillating between mixed use buildings such as residential and shops, as
illustrated
in
figure
7.
These
architectural typologies are necessary to keep “eyes on the street” (Jane Jacobs, 2007, p.80) in order to maintain safe environments.
The close contact of activity in streets is recognised by Jacobs to formulate ‘social cohesion and a sense of belonging’ via 12
the ‘casual interaction with others on everyday urban streets.’ (Jane Jacobs, 2007, p.80) The greater understanding of cities through close observation allowed Jacobs to ascertain the four ‘necessary dynamic
physical urban
neighbourhoods,
conditions
life;
for
multifunctional
short
blocks
and
connected street systems, varied age residential areas, and high concentration of people.’ (Jane Jacobs, 2007, p.80) The preceding conditions aim to ‘sustain a diversity of people and provide the critical mass to support urban amenities and services.’ (Jane Jacobs, 2007, p.80) The messy vitality of urban streets formulate vibrant street spaces for social interaction
using
the
urban
infrastructure of the sidewalk. This element of the city fabric drives the ‘causal
interaction
with
others
on
everyday urban streets’. (Jane Jacobs, 2007, p.80) 13
The sense of belonging in cities is an issue multiplying in parallel with the urban city increasing in density. More people are becoming anonymous with few
people
knowing
one-another’s’
business. This is unlike a rural district where most people living in a village environment will know each other. Therefore the success of street design must be a core driver to create vibrant cities at the pedestrian scale. When assessing different methods of travel through the city, such as being separated from traffic via a bridge or underpass,
it
is
techniques
separate
clear the
that
such
pedestrian
completely from the automobile. The resultant
pedestrian
atmosphere
is
similar to that where a sidewalk may be widened to introduce more attractive paving, discouraged traffic, ‘trees and flowers planted, and a piece of play sculpture’, may not necessarily increase pedestrian activity as there are ‘no 14
stores, no eyes watching the area’ (Jane Jacobs, 2007, p.87) resulting in unused and sterile spaces. This conclusion may be the resultant atmosphere of the underpass or bridge as they are both away from the life of the street, retail infrastructure and constant observation. The methodology within the essay will examine if this finding is evident amongst the city infrastructure of the chosen Plymouth city context. The addition of social behaviour effects from the city context was analysed by William Whyte through the study of plazas
to
discover
how
transient
passages and social groups interact and move in relation to time and climate conditions.
15
Conflict
between
pedestrians
and
automobiles The problem with cities overshadowed by the automobile, are that they cast unsuitable atmospheres to walk and meander freely through streets. The ‘sidewalk contacts are the small change from which a city’s wealth of public life may
grow.’
(Michael
Larice
and
Elizabeth Macdonald, 2007, p.91) Figure 8: Los Angeles city road access and empty streets without pedestrian activities.
An extreme example of a city where the pedestrian is secondary or non-existent to roads is Los Angeles, illustrated in figure 8. Los Angeles is an ‘example of a metropolis
with
little
public
life,
depending mainly instead on contacts of a more private social nature.’
16
(Michael
Larice
and
Elizabeth
Macdonald, 2007, p.91) Los Angeles’s city depends on the automobile due to the city being planned as a sprawl, inevitably resulting in large distances to travel, only possible by vehicular transport. The
roads
landscapes
stretching can
across
formulate
the
islands,
surrounded by road networks, creating an
unsuccessful
environment
for
pedestrians to perform activities along the street and cross without their natural conversations and activities being punctured by the automobile passage. This contextual ambiance is reflected in many cities, for example Plymouth City Centre. Plymouth as a compact medieval city, illustrated earlier in figure 2, is constructed of ‘interwoven’ patterns ‘of
17
activities’ dictating the city structure. (Jan Gehl, 2011, p.101) Figure 9: Plymouth University highlighting the road network and the two man-made crossings for investigation.
The highly functionalistic structure built through greater vehicular networks which separated contrasting functions, formulating ‘monofunctional areas’ (Jan Gehl, 2011, p.101) such as Plymouth University campus.
Plymouth University is located in the centre of Plymouth and acts as a nucleus where
traffic
migrates,
circulating
around the campus, similar to an island.
18
Figure 9 illustrates the context of study within the city of Plymouth. The two significant
areas
of
crossing
the
vehicular road is via the underpass at the top left and traffic lights crossing at the bottom of the map. This disconnection of the campus to the pedestrianised shopping street, Armada Way, restricts constant movement flow due to the method of crossing the boundary road, Cobourg Street. The
‘importance
of
an
integrated
transportation system to city life’, for example, ‘combined networks of public transit, pedestrian and bicycle systems’, ‘can be observed in those cities in which transportation has always been on foot.’ (Jan Gehl, 2011, p.109) This city structure alludes to cities such as Venice as illustrated in figure 10, who’s ‘life and traffic exist side by side in the
same
space,
which
functions
simultaneously as a space for outdoor 19
Figure 10: Venice
stays and connecting like.’ (Jan Gehl,
traffic system
2011, p.109)
running in parallel.
In addition city streets have been analysed through the theory of Home zone by Ben Hamilton-Baillie (Ben Hamilton-Baillie,
Urban
Design
International, 2008, Volume 13, no. 2). This
review
analyses
streets
and
discovers liveable street thinking and practice. For instance at the present ‘as streets become less attractive, people 20
are less inclined to spend time in them’, such as the underpass is seen as an unpleasant space to enter due to the lack of
maintenance
and
natural
light,
resulting in less ‘social activities’. (Ben Hamilton-Baillie,
Urban
Design
International, 2008, p.130) A reasonable hypothesis was generated through the street analysis, ‘that an incoherent and unattractive public realm does not promote general health and well-being.’ For example busy roads present ‘underpasses, bridges, concrete kerbs,
barriers,
traffic
islands’
fragmenting the space, ‘isolating small residual spaces for pedestrians from each other and from the traffic,’ (Ben Hamilton-Baillie,
Urban
Design
International, 2008, p.130) presenting non-welcoming places for activities to occur, as illustrated in figure 11. This analysis
is
similar
to
Gehl’s
understanding that the separation of activities results in dull atmospheres. 21
Figure 11: Illustrates the ‘impact of traditional engineering measures on the urban environment.’ (Ben HamiltonBaillie, Urban Design International, 2008) As a result Homezone is a strategy where by ‘the removal of the familiar characteristics highway,
such
associated as
road
with
the
markings’,
‘bollards and barriers can dramatically change the relationship between people, places and traffic.’ The absence of rules requires the driver to ‘rely on cultural signals and informal social protocols’ bringing the driver into part of ‘the social surroundings and context.’ (Ben Hamilton-Baillie,
Urban
Design
International, 2008, p.133)
22
To
achieve
an
understanding
of
Plymouth’s city development of car and pedestrian pathways is through the study of Patrick Abercrombie’s new Plymouth city masterplan designed after the World War Two bombings. Abercrombie’s ‘scheme of civic rebuilding and development’ ensuring ‘that the places where people live, work and play and their means of movement are arranged and shaped to obtain a maximum of health, safety, convenience, prosperity and enjoyment for everyone.’ (J.
Paton
Watson
and
Patrick
Abercrombie, 1943, p.11)
23
Figure 12:
Within the new Plymouth city plan,
Recreational
provision
activity plan
envisaged by providing subways and
envisaged by
bridges as illustrated in figures 12, 13
Abercrombie.
and 14 at the ‘heavily-trafficked points’ (J.
Paton
for
pedestrians
Watson
and
were
Patrick
Abercrombie, 1943, p.55), such as at Cobourg Street.
24
This area of Plymouth was designed to house Public Baths, a Health Centre, B.B.C. and other Cultural buildings with many activities across the city envisaged such as tennis courts, children’s play grounds and bowls rinks in this central B.B.C location, illustrated in figure 12. Today the central island is utilised as the Plymouth University Campus. The area is functioning in a similar cultural manner, attracting many usages such as Figure 13: Plymouth’s vision for pedestrian traffic.
education,
study,
and
exercise
encouraging a large number of people to cross the boundary road to enter the campus.
25
The illustration, figure 14, presents the original plan of subways dividing the pedestrian from the automobile at vehicular nodes presenting an attractive Figure 14: Plymouth subway node original plan.
atmosphere of pedestrian, cycling and further activity nodes.
26
Today the busy roundabout with the interconnected
underpasses,
as
illustrated by the photograph in figure 15, presents a pleasant green, restful location in the city. However the perception of the underpass may alter the number of visitors to this idyllic location.
The
report
will
examine
through personal, on-site interviews with fellow passers of their opinion of Figure 15: Plymouth subway node seen today.
the underpass environment and whether a different form of city infrastructure would be more effective here.
27
Figure 16: Underpass chosen for investigation inbetween the university and train station.
The
development
of
multiple
technologies overlapping Abercrombie’s masterplan, such as higher automobile use and new infrastructure such as traffic light crossings, have formulated new atmospheres which may have not been envisaged before.
For example the subway passage as photographed in figure 16, which was designed to enable people travelling to and from the station and city centre, may not have originally been designed to accommodate
for
the
passage
of
Plymouth University students branching away from the main public stream. This passage today allows safe access and 28
merges students and non-students into the same context.
Figure 17: Traffic lights crossing.
This is a similar situation present at the traffic lights, crossing Cobourg Street inbetween Drake Circus and Roland Levinsky
University
building
as
presented in the photograph figure 17. The funnelling of individuals to the crossing was envisaged by Abercrombie through suggesting ‘raised verges’ to be ‘used to deter pedestrians crossing the roadway except at pre-defined surface crossings.’ (J. Paton Watson and Patrick Abercrombie, 1943, p.55)
29
This original plan for the road stated a similar urban plan to American City planning due to the road being the centre
and
pedestrians
becoming
secondary to the network. In relation to the transient passages of the underpass and traffic lights, the crossing of Cobourg Street, will be studied to examine how the punctuation of traffic can affect the level of activities occurring at these two node crossing points. As David Harvey noticed, that amongst
the
‘infrastructure
and
concentrations of mobile capital’, the natural pedestrian movement flow of ‘spatio-temporal fixes (Jessop, 2006)’, (Sheller, SAGE, p.4) can ‘enhance the potential mobility of some’ spaces, while also detracting ‘in a relatively slow or intentionally
disconnected
position.’
(Sheller, SAGE, p.4)
30
Methodology The case study question will examine the effects
on
wellbeing
social when
interactions people
use
and an
underpass in Plymouth compared to traffic lights to cross the road. The condition of spaces, for instance the traffic lights and the underpass, house two very different ambiances. The analysis of these ambiances and whether more people prefer to utilise these locations for multiple activity types and longer interaction, could be analysed following Jan Gehl’s graphical chart, illustrated
in
figure
18,
of
the
‘relationship between the quality of outdoor spaces’ and the rate of activity occurrence. (Jan Gehl, 2011, p.13)
Figure 18: Jan Gehl’s activity occurrence rates relationship chart. 31
There are two man made methods of crossing the boundary road into the University;
traffic
underpass.
The
lights,
and
assemblage
an or
segregation of people was investigated by Jan Gehl who discovered that the ‘dispersal of people and events that takes place when there are many parallel paths instead of a compact street system’ (Jan Gehl, 2011, p.109) is undesirable. For example ‘underground pedestrian networks
or
various
forms
of
“skywalks”.’ (Jan Gehl, 2011, p.109) This segregation
of
traffic
between
pedestrian and automobiles can cause transcending ‘duller to drive, duller to walk, and duller to live along the roads and streets because a significant number of the people in transit are now segregated from other city activities.’ (Jan Gehl, 2011, p.109) According to Jan Gehl’s theory, the separation of transition pathways via an underpass is an unsuccessful urban 32
fabric element, and the interwoven pathways are the more exciting and vibrant atmospheres. Therefore is the man made traffic light crossing a better solution inviting more activities and interaction? In addition photographs will be obtained to evidence the range of multiple activities possible in both transient crossings which reflects the personal small scale methods used by Jan Gehl with gathering qualitative data amongst various
space
ambiances,
and
quantitative data, recording the number of different activities occurring. To achieve such data to quantify Gehl created a chart in which to record the number and type of activities occurring in varying atmospheric spaces. Secondly the movement across the crossings are to be evaluated through movement mapping as
utilised by
William Whyte through time lapse and movement passages coded on plaza 33
maps. The distance between individuals and groups when transcending across either infrastructure may determine their
effectiveness
relating
to
the
discovery by Jane Jacobs where close contact on streets equates to greater ‘social
cohesion
and
a
sense
of
belonging’ (Jane Jacobs, 2007, p.80) due to the regular interaction.
Results The results from the site surveys were expected to show that the range of activities at the traffic lights and the underpass will depend on the ambience of the setting, for instance the time of day and the rate of traffic flow across Cobourg Street. This being due to heightened attention required at traffic lights, which may puncture the present activities or conversation resulting in necessary concentration on the road. In this instance the underpass may prove 34
to be more successful due to the lack of concentration needed and therefore the continuation of natural conversation and movement flow. The results collated after observation and movement mapping revealed that even though, at the traffic lights, the individuals may have to wait and concentrate
on
the
current
road
condition, they are usually waiting Figures 19: Underpass interaction proximity analysis.
amongst the fellow public, resulting in ‘see and hear contact’ as recognised by Jan Gehl in the Life Between Buildings. (Jan Gehl, 2011, p.15)
1: Two person group in conversation. The individual walking towards the group is increasing contact and increasing ‘see and hear’ interaction.
2: Closer interaction between the group and individual generating further activities to develop in the underpass. 35
3: The conversation, between the two individuals, has continued throughout the underpass passage without interruption.
4: Two individuals are present in the underpass. One is in conversation on the phone and the other is looking at the fellow person forming ‘see and hear’ interaction.
This small scale contact can multiply into greater
interaction
over
time
as
illustrated in the observation findings analysed in figures 19. This time progression of pedestrian pathways indicates the closer proximity that groups walk and as a result greater ‘see and hear’ (Jan Gehl, 2011, p.15) interaction is permitted. However when individuals were alone, walking through the passage, their proximity to others were further apart. 36
Figures 20: Underpass interaction through transition.
This presented an awkward atmosphere of moving through the underpass as quick as possible. Utilising William Whyte’s movement mapping analysis, as illustrated in figure 20,
the
pathways
formed
in
the
underpass reflected similar results from the
activity
observation,
as
social
existence seemed to act as a seed of propagation for further interactions to occur. Individual passers walk with larger distances between fellow individuals.
Groups of people pass close to each other with greater ability to ‘see
and
hear’
each
increasing social interaction.
other
37
However there are no other external factors which enable social activity. Figure 19 presents the underpass as isolated
from
any
external
social
catalysts restricting the use of the underpass to just a passage, unless groups of people pass generating a successful social interaction space. The proximity analysis at the traffic Figure 21: Traffic Lights interaction proximity analysis.
lights presents a similar situation to the underpass, where two individuals stand with large distance from each other, as graphically illustrated in figure 21 by the isolated two dots.
38
Figure 22: Traffic
This may be due to time constrains at
Lights interaction
the lights and without any social
proximity analysis.
congregation
to
catalyse
further
interaction as notified in figure 22.
Figure 22 has captured the transition passage across the traffic lights. Individual people and groups congregate at closer proximity introducing greater ‘see and hear’ (Jan Gehl, 2011, p.15) interaction. 39
Figures 23: Underpass observed activities.
The activities observed at the underpass illustrated in figures 23, indicate a contrast to the theory by Jan Gehl, as multiple activities
occurred
at the
underpass, presenting the space as a catalyst for activity due to its lack of traffic interference rather than being a dull space as predicted. The chosen activities in the underpass are similar to the
traffic
lights
however
their
typologies were more fluid, such as constant cycling and skateboarding. Texting.
Skateboarding.
Smoking.
Talking on the phone.
In conversation. 40
Figures 24: Traffic lights observed activities.
The activities at the traffic lights ranged from drinking coffee and running, which usually was initiated due to the change in red and green lights and the upcoming traffic. Even though people have to stop and wait at the traffic lights this does not stop multiple activities occurring similar to the underpass, as illustrated in figures 24 and the quantitative graph in figure 25. Therefore the resultant findings display results which assist the exploration of
Listening to music.
urban city movement and activity flow. The findings discovered are similar to Jan Gehl’s analysis, as the presence of inhabitants’ in the two settings; the traffic lights, and underpass; formulate a ‘seed for other, more comprehensive forms of social activities.’ (Jan Gehl, 2011, p.15)
In conversation.
41 Shopping.
Drinking takeaway coffee.
The findings collated and displayed in figure 25 graph illustrates the range of multiple
activities
possible
in
the
underpass and traffic light crossing within thirty minutes. This timespan for the
example study below was at
11.00am on a weekend. The results indicate that it is possible to achieve a wide range of activities at Figures 25: Quantitative analysis of activities observed in the underpass compared to the traffic lights.
these spaces; however there is a difference
in
the
fluidity
of
the
underpass activities such as cycling and skateboarding which were not observed at the traffic lights.
12 10 8 6 4 2
Traffic Lights Underpass
0
42 42
To gain a firmer answer interviews will be carried out to gain deeper analysis of personal attitudes to the passages. To achieve deeper reasoning to the initial question: what are the effects on social interactions and well-being, when people use an underpass in Plymouth compared to traffic lights to cross Cobourg street? One would examine the opinions of individuals using the city infrastructure through interviewing and gaining personal micro scale evidence for choosing such transient passage. The use of such methodology is utilising Jan
Gehl’s
intimate
scale
of,
the
individual’s activity and attitude, to achieve accurate data. After interviewing in both locations I came to the conclusion that many people preferred the underpass as it was more convenient for fast city travel.
43
This finding is unusual due to the existing results of the Buchanon report, Traffic in Towns, which is a framework of segregating
‘traffic
pedestrians
and
movement social
from
activities’
contributing ‘to the rapid decline in levels of walking and cycling’ on streets. Resulting in isolation and ‘degraded public realm’ (Ben Hamilton-Baillie, Urban
Design
International,
2008,
Volume 13, no. 2). Instead at the Plymouth underpass most people agreed that is was a safer urban fabric design than the traffic lights which were thought as too frustrating due to the long wait: “when you get there and wait to cross the road, you press the button, I have timed it, and it takes minutes to detect. You get to the middle and it is never in sequence. You then have to press it again for another minute, so it takes two and a half minutes typically to walk um …. 60 feet.”
44
The
aesthetic
appearance
of
the
underpass is an agreed issue presenting a stigma of an unpleasant space to stay in: “it is a bit grimy but it is alright as it is only short.” In addition the length of the transition passage is a factor to present as an individual stated that if the underpass was longer, the situation would not be a pleasant experience: “like at night, if come back from the station, I would probably go up to the road. I don’t know why really.”
454
Future urban city regeneration The
resultant
interview
answers
formulated design suggestions for future city regeneration, for instance:
“It could be brighter and cleaner and more attractive.” “More light and in the old days there used to be a lovely mosaic at the underpass in royal parade, they then took it out and goodness knows where the mosaic went, telling the story of Plymouth across the width.” “Personally I think we should have separate crossings rather than puffin, pelican … crossing.” “Personally I think we should get rid of cars altogether, if we did that we wouldn’t need an underpass here.” “It is so dirty. New stones needed.” The individuals’ suggestions for the underpass, to make it a more hospitable space for active use, demonstrate the high regard for the underpass. Further questionnaire results can be viewed in appendices p. 50. 464 6
Utilising the interview results, such as removing cars altogether from the city centre, would not be a feasible approach however there are existing city planning techniques such as Home zone and Street Sharing which integrate multiple traffic pathways together presenting a safer atmosphere; with ‘eyes on the street’ as envisaged by Jacobs, multiple transient passages as discovered by Gehl and the need for ‘risk as an essential component of activity and integration.’ (Ben Hamilton-Baillie, Urban Design International, 2008, p.134) This
understanding
is
the
“risk
compensation effect” by ‘Professor John Adams and others’ who ‘have pointed out, risk is essential to human activity, and hence to the creation of successful public
space
(Adams
Hamilton-Baillie,
1995).’
Urban
(Ben Design
International, 2008, p.134)
47 46 6
Following from the analysis of results on the conflict between the pedestrian and vehicle, is a reflection on how to ensure more effective city planning for the entrance into the Plymouth University Campus. As discussed, the two traffic crossing mechanisms into the campus present ineffective locations for interactions to enact, therefore recommendations for change could be suggested. For instance the campus is presented as an island, due to the Cobourg Street and North Hill enveloping the campus’s perimeter. Therefore the site is reflected inwards and doesn’t permeate out to the streets creating a privatised atmosphere for the public. Firstly a method to create a more vibrant ambiance for the pedestrian and cyclist is to adopt the Home zone system, as utilised by Bristol for example, where the road network is shared by 47 48 6
pedestrians requiring vehicles to have to slow down and pay greater attention to the street activity. This technique invites the driver to the same scale of attention as the pedestrian. However this system may not be a feasible mechanism for this specific location of Plymouth, as Cobourg Street is a primary vehicular access road which transcends deliveries to and from towns out of Plymouth. On the other hand Home Zone has been an
effective
design
solution
for
residential areas with traffic problems, Figures 26: Example of Home Zone in Morice Town, Plymouth.
for instance city centre visitors using the quiet streets to park, such as Morice Town in Plymouth Home Zone as illustrated in figure 25. The Home Zone principle is to reduce the dominance of the car and allow residents to ‘feel more able to use the streets as social spaces.’
48 49 6
(Home Zones, Challenging the future of our streets, rudi.net, p.6) Secondly
more
funding
could
be
appointed for the maintenance and Figure 27: Plymouth University Campus site plan.
creation of a more effective secondary entrance into the Campus from the underpass. The East side of the Campus, as illustrated in figure 28 and highlighted in the figure 27 site plan, along North Hill has successful permeability. This may be due to the connection of bus stops and city links along North Hill road which brings
students
and
non-students
together. In addition many students pass from their student housing across the road to the Campus presenting the North Figure 28: East side of Plymouth University Campus.
Hill as a student ‘territory’. Many of the shops and clubs are student genre orientated.
49 50 6
Therefore learning from the success of North
Hill
permeability,
perhaps
Cobourg Street should adopt more personal
scale
shops
and
primary
entrances because presently the west of the Figure 29: West side of Plymouth University Campus.
Campus
has
back
faรงades
of
university buildings facing the street, fast traffic and commercial financial buildings, as illustrated in figure 29.
Recommendations for change would be difficult in such a high speed location but more street shops for students and bus stops
could
present
a
seed
of
permeability propagation. An alteration to the Drake Circus traffic light crossing has occurred during this 51 50 6
investigation which has altered the findings slightly. This is due to a visual countdown for pedestrians to view in order to know how long they have before the lights change to green. The countdown provides the pedestrians and cyclists with greater awareness and control over when to cross. Not knowing exactly how long the lights would stay red produced dangerous behaviours caused through frustration. This additional element to the traffic lights may be a successful outcome; however
this
does
not
alter
the
separation of usages between the street and road.
51 52
Conclusion Overall this report, investigating the effects on social interactions and wellbeing when people use an underpass in Plymouth compared to traffic lights to cross the road, has found that presently a great range of activities can occur in both locations even though the atmosphere may be “grimy” or “frustrating”. The users of the transient passages chose certain typologies for practical convenience more than whether their activity can co-exist more successfully in a certain location. However both crossing techniques separate users and present ‘dull’ atmospheres as discovered by Jan Gehl (Jan Gehl, 2011, p.368). The addition of controlling signage, barriers, timings, road markings and high speed traffic make the traffic lights crossing inhospitable for fluid transient passage. Activities such as skateboarding and cycling are interrupted unlike at the underpass where the activities are constant and maintained. Instead, Home zone is a technique used today to reduce the speed of traffic and bring the scale of the pedestrian to
53 6
1
the
forefront
utilising
road
surface
textures
and
manipulating sightlines. However the instance of Plymouth city centre being the central export import axis, the disruption of the historical road network, could cause major disturbance. The extent of ‘infrastructure and concentration of mobile capital’, for example at Plymouth’s city centre, David Harvey describes this as ‘’spatial fixes’ which, ‘at the same time, enhance the mobility potential of others.’ (Edensor, 2011, Sheller, Sociopedia, p.4) For instance when the vehicle is removed from the scene the pedestrian or cyclist are placed in a ‘relatively slower or intentionally disconnected
position.’
(Edensor,
2011,
Sheller,
Sociopedia, p.4) Instead the maintenance and improved west entrance to the Plymouth University, and more street shops for students and bus stops could present a seed of permeable propagation along Cobourg Street. This will aim to reflect the permeability success of North Hill on the east side of Plymouth University campus.
54 52 6
The aim of reconnecting the pedestrian’s eye to the city is an important aspect rather than being shrouded by the linear road network. This is because walking is considered the ‘most natural and everyday act of man – as a means by which to investigate and unveil the unconscious zones of the city.’ (Francesco Careri, 2002, p.88) For instance the street houses the most ‘surprising turning points' (Francesco Careri, 2002, p.89) of the city. This is due to its ‘restlessness and its glances’ and ‘winds of eventuality.’ (Andre Breton, Les pas perdus, N.R.R, Paris, 1924. (Francesco Careri, 2002, p.89) However street qualities can only occur, as discovered by the study of observation analysis similar to Jan Gehl’s findings, that such vibrant streets are catalysed by mediating forces. These include shops, cafes and newsstands which attract pedestrian attention and present a more pleasant atmosphere to spend time in and converse with fellow people. Therefore as the traffic lights and underpass do not house such additional forces to initiate social activities, the transitional spaces may remain ‘dull’ (Jan Gehl, 2011, p.368) and only for convenient travel. In addition, even 53 55 6
though multiple activities have been observed to co-exist in these spaces, the isolation of usages does not aid the level of well-being nor inspire further social interaction between students and the public.
56 54 6
References Books CARERI, F. (2002) Barcelona: Aleu, SA.
Landscape
Series:
Walkscapes.
GEHL, J. (2011) Life Between Buildings. Washington DC: Island Press. JACOBS, J. (1961) The Death and Life of Great American Cities. USA: Random House. MICHAEL, L and MACDONALD, E. (2007) The Urban Design Reader. Oxon: Routledge. PATON WATSON, J. and ABERCROMBIE, P. (1943) A Plan For Plymouth. Plymouth: Underhill. WHYTE, W. (1988) Rediscovering the Centre, City, Doubleday.
Web-pages ALEXANDER, C. A City is not a Tree, Architectural Forum 1965, Vol 122, No.1, [online] Available from: http://www.rudi.net/books/5613, [Accessed: 1st April 2015].
57
HAMILTON-BAILLIE, B. Urban Design International, 2008, Volume 13, pp.130-138, Palgrave Macmillan Ltd, [online] Available from: www.palgrave-journals.co.uk/udi, [Accessed: 4th March 2015]. SHELLER, SAGE, Sociopedia.isa, Mobility, [online] Available from: http://www.sagepub.net. [Accessed: 24th December 2014].
Image References Figure 1: Illustration by Jan Gehl of integration and segregation analysis diagrams, GEHL, J, (2011) Life Between Buildings. Washington DC: Island Press, p.101. Figure 2: Author’s drawings of the 1600’s Plymouth city map. Figure 3: Author’s drawing of the 17th, 19th century Plymouth city map. Figure 4: Author’s illustration using Photoshop recreating the analysis diagram sited from, GEHL, J, (2011) Life Between Buildings. Washington DC: Island Press, p.110.
58
Figure 5: Author’s drawing of Plymouth Cobourg Street Traffic Lights crossing illustrating the pedestrian and cyclists’ movement paths using Photoshop. Figure 6: Author’s drawing of Plymouth Cobourg Street Underpass illustrating the pedestrian and cyclists’ movement paths using Photoshop. Figure 7: Author’s illustration of a vibrant high street with many
customer
thresholds
interacting
with
the
pedestrian. Figure 8: Author’s illustration of Los Angeles city road access and empty streets without pedestrian activities. Figure 9: Author’s AutoCAD and Photoshop illustration of Plymouth University campus site plan highlighting the road network and the two man-made crossings for investigation. Figure 10: Author’s illustration of the Venice traffic system running in parallel. Figure 11: Image sited from: Ben Hamilton-Baillie, Urban Design International, 2008, of the ‘impact of traditional engineering measures on the urban environment.’ 59
Figure 12: Recreational activity plan envisaged by Abercrombie sited from: PATON WATSON, J. and ABERCROMBIE, P, (1943) A Plan For Plymouth. Plymouth: Underhill, p.88. Figure 13: Illustration sited from PATON WATSON, J. and ABERCROMBIE, P, (1943) A Plan For Plymouth. Plymouth: Underhill, p.11, of Plymouth’s vision for pedestrian traffic. Figure 14: Illustration sited from: PATON WATSON, J. and ABERCROMBIE, P, (1943) A Plan For Plymouth. Plymouth: Underhill, P.69, of Plymouth subway node original plan. Figure 15: Author’s photograph of Plymouth subway node. Figure 16: Author’s photograph of Plymouth underpass chosen for investigation in-between the university and train station. Figure 17: Author’s photograph of Plymouth Drake Circus Traffic lights crossing. Figure
18:
Author’s
illustration
using
Photoshop
recreating Jan Gehl’s activity chart, sited from: GEHL, J, (2011) Life Between Buildings. Washington DC: Island Press, p.13. 60
Figures 19: Author’s analysis presentation using Author’s photographs and diagrams of Plymouth underpass interaction proximity. Figures 20: Author’s analysis presentation using Author’s photographs and diagrams of Plymouth Underpass transition interaction pathways. Figure 21: Author’s analysis presentation using Author’s photographs and diagrams of Plymouth Drake Circus Traffic Lights interaction proximity analysis. Figure 22: Author’s analysis presentation using Author’s photographs and diagrams of Plymouth Drake Circus Traffic Lights interaction proximity analysis. Figures 23: Author’s illustrations of Plymouth Underpass activities by observation. Figures 24:
Author’s illustrations of Plymouth Drake
Circus Traffic lights activities by observation. Figure 25:
Author’s Excel graph created from the
observed quantitative activity analysis.
61
Figure 26: Home Zone in Morice Town, Plymouth, Home Zones, Challenging the future of our streets, [online] Available from: http://www.rudi.net/files/homezones.pdf,
[Accessed 1st April 2015], p.6. Figure 27: Author’s diagram, using AutoCAD and Photoshop, of Plymouth University Campus site plan. Figure 28: Author’s illustration of the east side of Plymouth University Campus. Figure 29: Author’s illustration of the west side of Plymouth University Campus.
62
Appendices Index
Quantitative activity rate charts …………………………...............
64
Quantitative activity analysis graphs ……………………………..
67
Drake Circus traffic lights crossing interaction analysis ….
70
Underpass interaction analysis ……………………………………... 72 Qualitative Findings: Selection of questionnaire results ….
73
Initial essay structure map ……………………………………………
78
63
Appendices: Quantitative activity rate chart
10.00 am. Drizzling, cold
Traffic
and still Weekday
Lights
Number of
Red man
29
Passers
Green
40
Underpass 32
man Activities: Cyclists
1
2
Skateboarders
0
0
Running
5
0
Conversation
2
1
Looking
2
0
Meeting
0
0
Texting
0
0
Phone
1
3
4
4
conversation Listening to music Number of
2
4
1
people in a
3
3
0
group
4
0
0
64 64 6
Appendices: Quantitative activity rate chart
14.30 pm. Rain, wind and
Traffic
cold Weekday
Lights
Number of
Red man
51
Passers
Green
69
Underpass 63
man Activities: Cyclists
1
2
Skateboarders
0
1
Running
9
0
Conversation
1
4
Looking
7
8
Meeting
1
0
Texting
3
3
Phone
0
3
0
9
conversation Listening to music Number of
2
9
3
people in a
3
3
0
group
4
1
0
65 65 6
11.00 am Bright sun, clear
Traffic
sky, still. Weekend
Lights
Number of
Red man
30
Passers
Green
44
Underpass
52
man Activities: Cyclists
0
3
Skateboarders
0
4
Running
2
4
Conversation
4
8
Looking
10
4
Meeting
2
0
Texting
0
5
Phone
3
7
3
8
conversation Listening to music Number of
2
7
5
people in a
3
5
3
group
4
1
0
66 66 6
Appendices: Quantitative activity analysis graphs 10.00 am. Drizzling, cold and still Weekday.
10.00 am Weekday Number of people 45 40 35 30 25 20 15 10 5 0
Traffic lights Red light Traffic lights Green light Underpass Red light
Number of activities observed.
Green light
Traffic lights
Underpass
6 5 4 3 2
Traffic Lights Underpass
1 0
67 67 6
14.30 pm. Rain, wind and cold Weekday.
2.30 pm Weekday Number of people 80 70 60 50 40 30 20 10 0
Traffic lights Red light Traffic lights Green light Underpass Red light
Number of activities observed.
Green light
Traffic lights
Underpass
10 9 8 7 6 5 4 3 2
Traffic Lights Underpass
1 0
68 68 6
11.00 am Bright sun, clear sky, still. Weekend.
11.00 am Weekend Number of people 70 60 50 40 30 20 10 0
Traffic lights Red light Traffic lights Green light Underpass Red light
Number of activities observed.
Green light
Traffic lights
Underpass
12 10
8 6 4
Traffic Lights Underpass
2 0
69 69 6
Appendices: Drake Circus traffic lights crossing interaction analysis
The two individual passers are at large distances from each other. This may be due to time constraints at the lights and without any social congregation to catalyse further interaction.
70 70 6
Appendices: Drake Circus traffic lights crossing interaction analysis
Groups of two stand closer together than individual people. But individual people here are standing closer together along-side the groups of two. Are groups of people seeds for further interaction?
71 71 6
Appendices: Underpass interaction analysis
Underpass social interaction ‘see and hear’ activities observed.
Greater social interaction occurs when there are larger social groups present in the underpass.
72 72 6
Qualitative Findings: Selection of questionnaire results 1. (Student male) How do you find the traffic light crossing here? Is it convenient for you? Yes. It is good. Would you prefer an underpass here? No it has never been a problem for me. If there was an underpass here would you neglect using it? No I would use it the same as the traffic light crossing. Do you feel frustrated when waiting for the green man? No. 2. (Male adult) How do you find the traffic light crossing here? Is it convenient for you? Yes. Would you prefer an underpass here? No. If there was an underpass here would you neglect using it?
73 6
No it would be good as I wouldn’t have to wait for long. 3. (Male adult) How does the underpass make you feel? It doesn’t emulate much emotion much. The ambience of the setting? It could be brighter and cleaner and more attractive. More lights for the dark? More light and in the old days there used to be a lovely mosaic at the underpass in royal parade, they then took it out and goodness knows where the mosaic went, telling the story of Plymouth across the width. You know the traffic lights in-between Drake Circus and Roland Levinsky Building, would you prefer.. Don’t get me started. Would you prefer traffic lights here instead of the underpass? The underpass seems to make a lot of sense for moving around the roundabout. It would be a nightmare to cross it on a zebra, pelican crossing.
74 74 6
Personally I think we should have separate crossings rather than puffin, pelican whatever they are called crossing. Because when you get there and wait to cross the road, you press the button, I have timed it and it takes minutes to detect. You get to the middle and it is never in sequence. You then got to press it again for another minute, so it takes two and a half minutes typically to walk um ‌. 60 feet. So you believe the underpass is a better solution for the city? Personally I think we should get rid of cars altogether, if we did that we wouldn’t need an underpass here. With the traffic lights, I notice a seed of group propagation, do you find you meet people there you know? No. you are with more people but you tend not to get into conversation with them. 4. (Male student texting) How does the underpass make you feel? It is fine. If you were walking in the city at night would you want to walk in the underpass? Don’t mind, there are lights around. It is all good.
75 75 6
5. (Elderly male) How does the underpass make you feel? It is ok. Only not many people. Does that make you feel uncomfortable in the underpass? Because it is too far away from anything. Would you prefer if there were traffic lights here instead? It is ok, it is convenient. Traffic above kept away. If it was night would you prefer to use the traffic lights? The underpass is fine, it is safe as it is not too far away from other people. But if in a bigger city may be not safe. 6. (Female student texting) How does the underpass make you feel? Don’t mind really, it is a bit grimy but it is alright as it is only short. So it the underpass was longer you wouldn’t want to stay in here too long? Probably not, no. Like at night, if I come back from the station I would probably go up to the road. I don’t know why really. Does the underpass make you feel uncomfortable at night? 76 6
Yes it is a bit creepy. Would you prefer if there were traffic lights here instead? Yes I suppose that would be good yes. But the traffic being fast here may not be convenient. 7. (Male adult) How does the underpass make you feel? Well there is a lot of space here. Oh the underpass, well it is fine. If there were lights in here would it make the environment atmosphere better? Yes could be. It is so dirty. New paving stones. If there were traffic lights here instead would you use this location for crossing more often in the night? No definitely not. I would continue using the underpass at night, it is much safer.
77 77 6
Theories -
Appendices: Initial essay structure map
Flows of traffic in the city: Theory and History.
-
Methods
-
Observation analysis of
Reyner Banham ‘city as an
interaction activities
egg’ urban city development.
occurring in the underpass in comparison
-
Spatial Interaction: Jan Gehl (interaction activities).
-
to the traffic lights.
-
William Whyte (movement analysis).
Video analysis and
mapping of movement patterns across the crossing passages.
-
Problems between the pedestrian and car. Eg: Los Angeles.
-
Problem Question: conflict between cars and people.
Expected findings: -
Greater social interaction activities and more natural flow in the underpass rather than at the traffic lights.
-
Traffic lights may restrict activities.
Proposed urban city regeneration: -
Propose an underpass in-place of the traffic lights. But this could cause a negative ambiance.
-
Shared streets with the pedestrian as the primary actor and vehicles as secondary traffic. This proposition should reduce the speed 78 of
the vehicles making streets more pleasant for the pedestrian.
79
This urban city report investigates the possible conflicts between cars and pedestrians and how this conflict may affect the levels of interaction and well-being possible at certain spaces of the city. For instance crossing busy roads either via traffic lights or an underpass could affect the rates of multiple activities. The theorists enabling the investigation of the city fabric includes Jane Jacobs: to discover the wider scale street inter-relationships (Jane Jacobs, 2007), William Whyte: to analyse the movement passages and possible group connections across spaces (William H. Whyte, 1988), and Jan Gehl: to examine, at closer personal scales, the multiple activities possible in different atmospheric spaces. (Jan Gehl, 2011) In order to utilise the methods adopted by the following theorists; Jan Gehl, William Whyte and Jane Jacobs, one would carry out observation methods to quantify the rate of multiple activities, and photographs and videos to examine the movement passages across road crossings. After the analysis of two different spaces with contrasting stereotypes, the findings collated will aim to discover new possible city planning techniques such as Home zone and further city maintenance and discuss whether these recommendations are suitable and feasible for the Plymouth city context and users.
80