Memorandum by Hugh Burn Esq (WTC 02)
WALKING IN TOWNS AND CITIES
The Committee's Press Notice highlights the
following points set out in bold type to which I have added my
comments.
The contribution of walking to the Urban Renaissance,
healthy living and reducing dependency on cars
Most towns have already defined areas of pedestrianisation
in their central shopping streets. These should be completely
free of vehicles including bicycles, skateboards and rollerblades
which are a hazard to pedestrians. The only exception I suggest
would be invalid carriages electrically driven at no more than
walking pace—these are generally accepted inside supermarkets
and other shops and it would be unreasonable to deny the handicapped
this access.
Outside these central areas where complete pedestrianisation
is not possible but which are still shopping streets, all vehicles
should be subject to a 10mph speed limit and time limited street
parking only permitted where it causes no obstruction. These streets
should have bus stops and taxi ranks because buses and taxis are
a major factor in encouraging people to leave their cars at home.
They should also give access to off street car parks. Where shops
have rear loading facilities away from the main shopping streets
they should be made to use them.
There may be a case for an area of 20mph speed
limit surrounding these areas but inside the 30mph area which
is normal in most towns. All streets which are not pedestrianised
should have frequent pedestrian crossings well marked to warn
drivers in advance and these could incidentally have a marked
traffic calming effect without the need for humps or chicanes
which drivers dislike.
The reasons for the decline in walking and the
main obstacles to encouraging walking and increasing the number
of journeys made by foot
The main reason for the decline in walking to
the shopping centres is the fact that most people have a car,
or access to one, for which the tax and insurance has been paid
and they feel it should therefore be put to good use. This attitude
could be changed if people who only need cars for short journeys
were encouraged to opt for their bicycle or, better still, a quadricycle
(pedal car) which would give them the same security and weather
protection as a car whilst still being pedal propelled. These
would need no tax or insurance and emit no harmful gases. Local
authorities might encourage their use by allowing them free parking
in pay and display car parks.
What should be done to promote walking, including
the creation of city squares, the role of pedestrianisation, Home
Zones, additional measures to restrain traffic, the harmonisation
of walking and public transport and improved safety and security
for pedestrians
Promotion of walking is best achieved by making
people feel safe wherever they walk. This can be achieved by low
speed restrictions on vehicles and frequent crossing places for
pedestrians. Drivers should be given clear warning of pedestrian
crossings and reminders of speed limits preferably by carriageway
markings rather than roadside signs. I believe Highway Authorities
can, under present regulations, mark speed limits in roundels
on the carriageway but some relaxation of the rules governing
pedestrian crossings is needed.
Except in heavily trafficked streets, light
controlled crossings are neither pedestrian nor driver friendly.
Most highway authorities seem to time them to give a long delay
after the pedestrian button is pressed. This is frustrating for
both pedestrians and motorists, and if traffic is not too heavy
it would be better if the lights changed straightaway so that
both know what to expect. Also there is a temptation for some
pedestrians, often mothers with children, to run to catch a green
phase which sets a bad example, and can be dangerous.
Zebra crossings are to be preferred as they
exactly reflect pedestrian demand but the light from their beacons
tends to be lost in daylight and at night, being orange, although
flashing does not contrast sufficiently against the orange street
lighting which all authorities seem to use in town centres.
It is unfortunate that present regulations lay
down rigid criteria for the installation of pedestrian crossings,
often dependant on their having been an accident record. It is
far better to prevent accidents happening in the first place,
and this could be done as suggested above, by frequent crossings
and reduced speed limits.
What can be learnt from good practice both in
England and elsewhere
Travelling in France one finds that the smallest
village has at least one pedestrian crossing plainly marked with
black and white stripes. In most cases there is no need for the
paraphernalia of beacons or traffic lights and the stripes are
recognised internationally as pedestrian crossing places. I wish
we could do the same in this country and in addition put appropriate
advance warnings on the carriageway. There are many instances
in my town and the others I visit where the highway authority
have provided dropped kerbs and tactile paving at unofficial crossing
places, presumably to help disabled people in wheelchairs and
the blind and partially sighted, but there is a complete absence
of any indication, much less a warning to drivers, that pedestrians
are likely to cross at these points.
Whether the relevant professionals have the appropriate
skills and training
As indicated by my remarks above, I am bound
to say that some obviously have not. Some of their shortcomings
stem from the fact that they do not live in the area concerned;
local knowledge and experience is often more valuable than technical
skill.
Whether all Government Departments, their agencies,
including the Highways Agency, and local authorities are taking
appropriate measures, and in particular whether Local Transport
Plans, PPG 13 and the Government Paper, Encouraging Walking, are
adequate
These bodies are obviously taking some well
intentioned measures but further thinking is needed, perhaps by
"brainstorming" sessions with local people in the particular
areas under review.
In particular, whether greater priority should
be given to measures to promote walking, including a greater share
of the Government budget and the re-allocation of road space
Yes, greater priority should be given to these
things. In re-allocating road space the present trend to encourage
cycling is either by marking off a part of the carriageway or,
worse still, a part of the footway. I agree cyclists are to be
encouraged but they should where possible have their own dedicated
space, otherwise walkers are going to be discouraged.
Whether national targets should be set and a National
Strategy published
No. Apart from wasting administrative time a
National Strategy runs the risk of being set in stone and difficult
to vary in the light of experience. Consultation and constant
vigilance within a flexible framework would be more satisfactory.
Other matters which may arise in the course of
questioning
The fact that this has been left open emphasizes
what I have just said. New matters are bound to arise from time
to time and they should be the subject of informed discussion
between those with knowledge, unfettered by rigid regulations.
24 November 2000
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