From the mid-1920s, after the motor car became the dominant transport mode in many cities, few people questioned whether speed was good or bad. They simply assumed that faster was always going to be better. City transport policy in the 20th century became concerned mainly with faster roads and increased parking for growing numbers of cars. The (supposedly) âslowerâ modes of walking and cycling were denigrated as âold fashionedâ and were ignored in policy-making.
Over the last few decades, there has been a discernible change in city transport policy. Many policy-makers, planners, politicians and members of the public are reassessing the way they think about the role of cities. Their focus is moving away from the singular goal of promoting speed to new goals: accessibility, liveability, economic vitality, child-friendliness, sustainability and health. Increasing numbers of decision-makers are embracing the concept of âslow citiesâ (see Box 1.1), which can help achieve all these goals.
Box 1.1 What do we mean by âslow citiesâ?
In a society that values speed, âslowâ can be associated with pejorative synonyms such as lethargic, idle, indolent and slothful. We are not advocating cities that have these characteristics. Instead, we are thinking of the meaning of âslowâ in the sense of âlower speedâ, which elicits synonyms such as âcalmâ, âcarefulâ, âcautiousâ, âdeliberateâ, âleisurelyâ, ârelaxedâ, âmeasuredâ, âpeacefulâ and âunhurriedâ. Our belief is that a city described in that way would have vibrant communities, living healthy and sustainable lives. Slowness in this sense is associated with several characteristics that are highly appreciated by people seeking a better quality of life, as explained in books such as In Praise of Slow (HonorĂ©, 2004).
As this chapter outlines, âslow citiesâ reflect the outcomes of two synergistic strategies: reducing the speed of motorised travel on the one hand and encouraging much greater use of walking, cycling and public transport on the other hand. The first of these strategies has already been implemented in large areas of many cities throughout the world, for example by implementing 30 km/h (or 20 mph) zones. Reducing motorised traffic speed supports efforts to increase walking, cycling and public transport in multiple ways, not least being the impact that lower speeds have on making streets safer and more pleasant for vulnerable road users. Six images that serve to illustrate these strategies are as follows (see Fig. 1.1):
- a. Nelson, New Zealand: A residential area reduces traffic speeds through lower posted speed limits and re-design as a shared space, with visual and physical encouragement provided by a raised entrance gateway.
- b. Stoke-on-Trent, United Kingdom: Unsigned traffic calming using a raised speed table at a junction, with psychological calming elements provided by different coloured and textured surfaces.
- c. Bowden, Adelaide, Australia: A model of a planned low-speed development, incorporating healthy land-use elements designed to deter fast car movement and support active travel, such as high densities, short blocks, cut throughs for people on foot and bicycle, shade and easy access to recreation and play space.
- d. Cambridge, MA, United States: Reducing traffic speeds by lowering the number and width of travel lanes, and re-allocating space in the roadway corridor in order to widen footways and add protected âCopenhagen styleâ bicycle lanes.
- e. Calle Madero, Mexico City: Many cities have slowed central areas by pedestrianising streets. The results are usually popular and economically successful, but their reconstruction frequently encounters opposition, especially from traders mistakenly fearing loss of business. After a long fight, Calle Madero was pedestrianised in 2010 and is now the second most economically successful street in Latin America. However, it should be stressed that a pedestrianised CBD does not make a âslow cityâ if speeds are not reduced across the whole urban area.
- f. Houten, The Netherlands: While many places have some elements of city slowing, few have pursued them as systematically as this small city near Utrecht. Here, all of the approaches deployed in images AâE have been used (and many others besides) in an attempt to harness their synergistic benefits. This image shows the result that can be achieved whe...