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have also contributed to the promotion of cycling and have even been used as a way to make peaceful statements that the city belongs to all but i am not sure if the ecovolis system is still operating as the photo below suggests i am also not sure what will happen to the median strips and the cycling lanes after the boulevards are redesigned to accommodate the new mode of transport shown below photo from tirana municipality often the issue is not the allocation of space for users travelling along a road but the design of the points where different spaces meet for example where pedestrian circulation is interrupted by side roads dropped kerbs are a solution that makes a real difference for the wellbeing of people with restricted mobility admittedly these dropped kerbs seem to be much more frequent in the affluent bllok neighbourhood than in other parts of tirana especially in the suburbs the continuity of the pedestrian space is also interrupted by the space that private vehicles require when they are not circulating on the road when we look at the surface quality and evenness of access to garages and pedestrian pavements in some places it seems that priority has been given to the former in other places parked cars are major obstructions to the circulation of pedestrians another major problem arises at pedestrian crossings due to the traffic regulations albania is one of those countries where vehicles are allowed to turn from all directions when it s green for pedestrians which is very very very dangerous the city has many users all with different needs this post showed some of the issues planners face to accommodate those needs using the limited road space available references carter f w 1986 tirana city profile cities 3 4 270 281 de waal c 2005 albania today a portrait of post communist turbulence i b tauris london leave a comment filed under policy tagged as albania median strip pedestrian crossing pedestrian safety road design road space space allocation tirana march 6 2015 8 00 pm tirana 2 space for pedestrians the last post described how cars have started to dominate the landscape of tirana and suggested that this may be the natural result of fast economic and urban growth this and the next three posts will look at some aspects of the city life into more detail and find reasons to believe that growth is not necessarily accompanied by the deterioration of walkability and street liveability today s post describes the city s efforts to create pedestrian space the most visible of these efforts was the restoration of tanners bridge which dates from the ottoman period and used to cross the lana stream before it was rerouted the bridge is now the start of a pedestrian route that takes in other historical sites a smaller scale version of athens s dionysiou areopagitou street and is a nice shortcut to avoid two busy roads the effort to create safe and pleasant spaces exclusive to pedestrians is evident in the bollards and vases placed at the entrance of green spaces like grand park large and small squares around the city are also a refuge from the hustle and bustle of the city the look and feel of the city has also changed as many dusty muddy streets are now paved the tirana municipality webpage has several before and after pictures to show the changes the creation of pedestrian space is not easy in the summer of 2004 and 2005 car traffic was banned in some streets at some hours but the initiative was discontinued one of the reasons was the dissatisfaction of local businesses with the difficulty of access for the wealthier car owning customers pojani 2007 pedestrian pavements also tend to have worse conditions than road carriageways after all the expenditure in road maintenance and repair was 78 times greater than the expenditure in pavement repairs the internet has plenty of stories of travellers falling into holes in tirana but they do not really represent 2015 tirana however city streets often fail to provide a safe environment for all according to pojani 2011 p 101 102 more than 4 600 disabled people live in tirana but they are rarely seen outdoors in fact the conditions of some pavements are far from ideal even in the areas around the main square in other streets the space available for walking is small after deducting all the obstructions and the situation becomes progressively worse as we approach the eastern fringes of the city where new developments are starting to occupy the slopes of dajti mountain despite these problems the conditions for pedestrians in tirana have improved dramatically since the 1990s the next post will discuss how the improvement of pedestrian space fits into an overall strategy for the reallocation of city space among different types of users references pojani d 2007 car free areas in tirana fantasy or necessity albanian journal of natural and technical sciences 22 2 27 42 pojani d 2011 mobility equality and sustainability today in tirana journal of land use mobility and environment 4 2 99 109 41 327546 19 818698 leave a comment filed under policy tagged as albania pedestrian space pedestrian only pedestrianization tirana february 20 2015 11 52 pm reporting from tirana more money more cars more city less walking it is said that in the 1970s there was only 600 cars in the whole of albania i suppose that all of them belonged to enver hoxha and entourage this is how the main square of tirana skanderbeg square looked like cc by sa 3 0 after the fall of the communist regime and the chaotic 1990s the albanian economy started to growth very fast tirana s population doubled and its area expanded accordingly map by dorina pojani cc by sa 2 5 the expected result is that the city is now full of cars 300 000 of them the issue is not that many people have now access to private vehicles but that priority has been given to the improvement of the circulation of these vehicles in detriment to other modes of transport in 2015 tirana must be the only european capital city with neither a train station closed in september 2013 nor a bus station long distance buses depart from empty lots scattered across the city how about pedestrians in 2010 a plan was devised to transform skanderbeg square into a space where the bustle and the chaos stops allowing for something else to happen whatever it might be however the plan was scrapped one year later so cars are still allowed to use the road circling the square the space in the middle of the square is pleasant surrounded by several monuments and important buildings have i mentioned that this is the heart of albania but to get there pedestrians need to cross that road in other parts of central tirana the scenario is similar big roads many cars hard life for pedestrians as the city grows new areas are developed and regenerated and in these areas there is space for building wide roads with huge roundabouts however not many people will try to walk or cycle across these roundabouts in most cases they experience them inside a car taxi bus or minibus the biggest problems for pedestrians in tirana are probably the minor roads which have plenty of cars using them as rat runs and no pavements to seek refuge in so at first sight tirana looks like another example of a lost opportunity a city where economic and urban growth leads to the dominance of the car as it happened in plenty of other cities in the countries surrounding albania but the purpose of this blog is not to make an inventory of everything that is bad for pedestrians that would be too easy as problems can be identified in every city in the world so the next four posts will describe the positive aspects of walking in tirana including recent developments related to the a creation of space exclusive for pedestrians b reallocation of road space among different types of user c social and urban factors maintaining street life in the city centre and sustaining the pressure for decentralizing facilities and d renovation of small public spaces and building frontages 41 327546 19 818698 leave a comment filed under policy tagged as albania dominance of the car europe motorisation tirana urban growth april 30 2014 10 20 pm rumble strip graphic novel about roads cars and pedestrians there are not that many nonfiction graphic novels and only a very tiny part of these are about transport but rumble strip must be the only graphic novel about the conflicts between cars and pedestrians woodrow phoenix s book was published in 2008 but only became well known after it was listed as one of the 1000 comic books you should read before you die in 2011 the artwork in this book is spare and simple without showing a single human being and only a few stick figures the contents of most pages are roads traffic signs crossing facilities for pedestrians and many many arrows most of the illustrations are from the perspective of the car driver the purpose of this is to emphasize the role of drivers in ensuring the safety of pedestrians the author admits he is a driver himself and in case more detail is needed the book jacket tells us he drives an audi a3 the first sections of the book present an ironic description of the power imbalances on the road pedestrians are especially vulnerable to collisions the social status of driving a car is also different from that of walking cars are expensive and can cover long distances in a short time walking is free and is for local every day trips so the space occupied by cars and the time spent by drivers tends to be regarded as more important than the space and time of pedestrians the book also illustrates what the author considers to be the empty feelings of power and contempt of car drivers towards pedestrians other drivers and the surrounding environment in contrast the domination of car traffic pushes pedestrians into alien spaces such as car parks footbridges and underpasses which are described and drawn as bleak disturbing scary and devoid of life the dominance of cars is explained by their speed scientific progress can reduce effects such as air pollution and noise but pedestrian safety and use of space will always be inversely related to the speed of vehicles the author compares pedestrian risk to walking down a street where every building has a couple of grand pianos outside dangling over our heads the message is that drivers should exercise the same care as if they were dangling the pianos traffic planners should monitor roads and lawmakers should create and enforce traffic rules that take into account the vulnerability of pedestrians ultimately we should also question the cultural belief that cars embody personal freedom instead of being a complex machine which is actually not figuratively or metaphorically a potential weapon besides approaching road safety issues with an unusual combination of text and graphics the book also contains an appendix with the sources of all the statistics and news quoted this work can then be used as education material although the minimalist style may not be appreciated by all ages reference phoenix w 2008 rumble strip myriad editions brighton uk leave a comment filed under art tagged as car as status symbol footbridges pedestrian accident risk pedestrian safety road space safety underpasses march 31 2014 9 45 pm la ville morcelée a french perspective on community severance the problem of community severance has been studied in many countries but there is little international dissemination of the work produced especially when written in languages other than english this post is a short review on a french book on community severance la ville morcelée the fragmented city by frédéric héran researcher at the university of lille the book starts by the reviewing the anglo saxon literature and quickly proceeds to point out its limitations it s a partial approach focusing on the barrier effect of road traffic and forgetting the role of other types of infrastructure other features of the road environment and the effects on different types of mobility while barrier effects can be diagnosed with maps chapter 4 and evaluated in monetary terms ch 11 there is a risk of double counting as those effects may be already accounted for when assessing other nuisances such as noise and air pollution solutions such as street redesign are partial temporary or perverse as they may shift the problem elsewhere or aggravate other problems this book proposes an approach that places the problem in a wide spatial and temporal context ch 9 severance is the result of several nuisances linked to the transport system and which together lead to less walking and to consequent effects on people s health and social interaction ch 10 the main thesis of the book is that in large cities severance can only be solved by reducing traffic speeds ch 12 this work is arguably the most systematic study of community severance ever published for example in chapter 3 the author calculates energy expenditures to explain why pedestrians and cyclists don t like the 3d délais détours and dénivelés delays detours and gradients elsewhere in the book we can also find a comprehensive typology of cases of severance ch 5 and a list of road characteristics that induce severance apart from traffic levels ch 7 8 the book is also interesting because it provides a historical perspective of community severance the origin of the problem is explained in the context of the developments in urban transport infrastructure since the 19th century ch 1 which placed some social groups in an increasingly vulnerable position ch 2 the ideas of ivan illich and andré gorz are also recycled in ch 6 where the author explains how speed differentials between modes of transport are behind the emergence of certain patterns in street layout and land use that contribute to community severance the tendency for the study of the different transport nuisances as separate problems is also explained with the influence of cartesian thinking ch 9 the only disappointing aspect of this book is that it contains bibliographic information for only a few of the works cited there is a mention that a full bibliography is available online but it s not which is very frustrating let s hope this problem is fixed in a second edition reference héran f 2011 la ville morcelée effets de coupure en milieu urbain economica paris leave a comment filed under research january 6 2014 8 59 pm walking to tehran airport one of my most terrifying experiences was to walk to mehrabad airport in tehran a decade ago this airport was then the main international airport in tehran nobody walks to airports except perhaps famous writers doing psycho geographic research in my case it was just because i had spent my last iranian rials and decided to walk from what at the time was the nearest underground station to the airport it seems an easy walk when you map the route what i did not count on however was that i had to cross azadi square during the evening peak time this square is the main west entranc...
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