Is there such a thing as a ‘fair’ distribution of road space?

Nello-Deakin, Samuel

doi:10.1080/13574809.2019.1592664

Cited by 58 publications

(27 citation statements)

References 29 publications

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“…In conclusion, due to diverging interests, a well-used public space is also always a conflictual space (Dürr & Simon-Philipp, 2013). However, currently, the multi-functionality of public space in urban neighborhoods (traffic, residential environment, communication platform) is not visible in its allocation for different uses as parked cars use public space disproportionately to the modal split (Gössling, Schröder, Späth, & Freytag, 2016;Nello-Deakin, 2019). Pedestrians and cyclists, on the other hand, may save space, help reduce air pollution, and thereby contribute to the quality of life in a neighborhood (Gehl, 2015;Notz, 2017).…”

Section: Space Allocation In Urban Neighborhoodsmentioning

confidence: 99%

Parking and competition for space in urban neighborhoods: Residents’ perceptions of traffic and parking-related conflicts

Kirschner

2021

JTLU

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The infrastructure for parking and parked cars themselves (e.g., parked cars blocking bike lanes and sidewalks or the visibility range) can lead to conflicts for pedestrians and cyclists. The perception of conflicts could discourage walking and cycling in neighborhoods and undermine municipalities’ efforts to provide more sustainable urban mobility. The aim of this study was therefore to analyze the effect of on-street car parking in urban neighborhoods on perceived parking and traffic-related conflicts. In addition, it examines in what way the intention to reduce one’s car use influences the perception of the conflicts (Stage Model of Self-Regulated Behavior Change (SSBC)). A household survey was conducted in the inner-city neighborhood of Frankfurt-Bornheim, Germany (N=1027). The residents most often observed the conflicts in which parked cars impeded walking and cycling as well as situations in which pedestrians felt threatened by cyclists biking on the sidewalk. Results from multiple linear regression models revealed that the influencing factors for the perception of conflicts were the use of different means of transportation and the intention to change one’s behavior (SSBC model) to reduce car use rather than car ownership. In addition, a resident’s age and household structure seemed to affect awareness of conflicts in which pedestrians and cyclists were involved. The results suggest a group-serving bias, meaning that the residents mostly observed those conflicts that they did not cause. A separate infrastructure for pedestrians and cyclists could help prevent most of the conflicts described in this study.

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Section: Space Allocation In Urban Neighborhoodsmentioning

confidence: 99%

Parking and competition for space in urban neighborhoods: Residents’ perceptions of traffic and parking-related conflicts

Kirschner

2021

JTLU

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“…Nello-Deakin raise three fundamental issues questioning the rational of attempting fair street space allocation (Nello-Deakin, 2019). First, he charges that street space allocation based on observed modal share contrasts with intuitions about fairness, especially as the persistent outcome is the reduction of pedestrian share.…”

Section: Is Fair Street Space Allocation a Good Question Anyway?mentioning

confidence: 99%

“…Traffic engineers still optimize the allocation of road space towards maximizing traffic flow, and justify such framing with cost-benefit analysis (Currie et al, 2007;Zheng & Geroliminis, 2013). This in turn codifies a (hidden) political choice prioritizing car mobility over cycling, walking and public transit (Hartman & Prytherch, 2015;Nello-Deakin, 2019). But cities that discourage human-scale mobility drive social exclusion by penalizing residents without a car (Boyce, 2010).…”

Section: Introductionmentioning

confidence: 99%

Fair street space allocation: ethical principles and empirical insights

et al. 2020

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Urban street space is increasingly contested. However, it is unclear what a fair street space allocation would look like. We develop a framework of ten ethical principles and three normative perspectives on street space -streets for transport, streets for sustainability, and streets as place -and discuss 14 derived street space allocation mechanisms. We contrast these ethically grounded allocation mechanisms with real-world allocation in 18 streets in Berlin. We find that car users, on average, had 3.5 times more space available than non-car users. While some allocation mechanisms are more plausible than others, none is without normative implications. Without exception, all principles suggest that on-street parking for cars is difficult to justify, and that more space should be allocated to cycling. We argue that street space fairness principles should be systematically integrated into urban and transport planning.

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“…The research illustrates how differences between neighborhood designs epitomize the urban and transport planning trends of their respective construction period (Gössling et al, 2016). Implications of different measures of space distribution between modes on social fairness is further reflected in the recent contribution by Nello-Deakin (2019), and a study in France operationalized the concept of road space consumption to illustrate the potential benefits of a shift towards shared transportation modes (Drut, 2018).…”

Section: Scope and Assumptionsmentioning

confidence: 88%

Measuring road space consumption by transport modes: Toward a standard spatial efficiency assessment method and an application to the development scenarios of Rajkot City, India

Will¹,

Cornet

Munshi³

2020

JTLU

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The space “consumed” by various urban passenger transport modes varies greatly depending on the size and the speed of vehicles. Past studies have shown that public transport (PT) and non-motorized transport (NMT) can be up to 20 times more space-efficient compared to a typical car. This optimal use of space is of relevance in an urban context where space is often a constrained resource. Yet space used by vehicles is rarely assessed in the practice of transport planning. There exists no standard method for quantifying the use of space in complex urban settings. This study proposes an approach based on the space-time concept for quantifying and comparing the dynamic (on-road) and still (parking) space used by different transport modes for a specific road network. Transport planning scenarios developed in the Low-carbon Comprehensive Mobility Plan (LCMP) prepared for the city of Rajkot are used to demonstrate the method. The indicators show that significantly less space is used by transport in a scenario that promotes higher use of PT and NMT in comparison to a business-as-usual scenario based on traffic projections for private motorized vehicles. These results provide evidence that could contribute to alleviating chronic congestion expected from car- and motorcycle-based transport development only. Overall, this research describes an assessment framework for low-carbon transport development that would include spatial efficiency concerns.

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Is there such a thing as a ‘fair’ distribution of road space?

Cited by 58 publications

References 29 publications

Parking and competition for space in urban neighborhoods: Residents’ perceptions of traffic and parking-related conflicts

Parking and competition for space in urban neighborhoods: Residents’ perceptions of traffic and parking-related conflicts

Fair street space allocation: ethical principles and empirical insights

Measuring road space consumption by transport modes: Toward a standard spatial efficiency assessment method and an application to the development scenarios of Rajkot City, India

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