Shared zones

Introduction

A shared zone is defined in the Land Transport (Road User) Rule 2004 as ‘a length of roadway intended to be used by pedestrians and vehicles’ (including cycles). A shared zone should only be considered in streets where vehicle speeds and vehicle volumes are low or discouraged.

Shared zones aim to eliminate the segregation of road users, and as such, no formal areas for pedestrians and vehicles are normally provided. There is no physical separation by a kerb or level differences to define areas for particular users. In shared zones, the needs and comfort of pedestrians are paramount. People driving and cycling in shared zones are expected to act like guests, travelling in a way that is consistent with a walking pace, and are legally required to give way to pedestrians.

Shared zones encourage low vehicle speeds, make easier for people to move around, and create a relaxed environment where people feel welcome walking, lingering or stop and having a chat. Shared zones, therefore, also promote social interaction and increase social cohesion. When in commercial areas, like towns or city centres, shared zones can also be vibrant spaces with outdoor dining, public seating, landscaping, etc. When in residential areas, shared zones can act as an extension of the front yard and create places for outdoor playing areas, meet the neighbours, etc.

Oxford Terrace, Christchurch - shared zone in a commercial area. (Photo: Jeanette Ward)

Shared zones however need careful planning and design, and attention to detail to avoid visual cluttering, poor parking behaviour and to not create issues for some disabled people (such as neurodivergent people and blind or partially blind people) or less confident pedestrians (for example, elderly and children) who can feel intimidated by sharing the same space with vehicles.

One Network Framework and shared zones

Shared zones may be implemented to the full length of a street or only to a part of a street. Their implementation can be a tool to transition from the current state to the aimed (future) state of a street.

The image below of the One Network Framework matrix for urban environments shows the street categories where shared zones may be considered. More information on these streets categories can be found here:

• One Network Framework
• Aotearoa urban street planning and design guide

One Network Framework matrix for urban environments.

Legal considerations

A shared zone is defined in the Land Transport (Road User) Rule 2004 and is created by a Road Controlling Authority (RCA) via a “traffic resolution” being approved by elected council or community board or, in the case NZTA Waka Kotahi by published gazette notice. In both cases, this process creates a “bylaw”. This “bylaw” is the legal instrument and enforcement relies on the existence of the “bylaw”.

On the ground the boundaries of the shared zone are indicated by installing the A40-7 Shared Zone sign (shown below), as specified in the Traffic Control Devices (TCD) Rule.

The specifications of the A40-7 Shared Zone sign are outlined in the TCD Manual Sign Specifications (NZTA: Sign Specifications). When installed, this sign informs users that the roadway beyond the sign is within a shared zone for the purposes of clause 10.2 of the Land (Road User) Rule 2004. Clause 10.2 states that:

(1) A driver of a vehicle entering or proceeding along or through a shared zone must give way to a pedestrian who is in the shared zone.
(2) A pedestrian in a shared zone must not unduly impede the passage of any vehicle in the shared zone.

A40-7 Shared Zone sign (Source: NZTA Sign Specification)

A photograph of the application of this sign is shown below.

Entry to a shared zone in a residential area, Copper Lane, Auckland. (Photo: Geoff Haines)

RCAs may wish to support a shared zone by introducing a lower speed limit (for example, 10km/h). Placement of associated speed limit signs needs to be clear. Shared zones are based on the concept of integration, rather than separation, of road users. If a lower speed limit is introduced, then vehicles are required to travel at nearer walking speed with the result that the environment is more friendly to pedestrians.

Other signs may be used to communicate, for example, where general vehicles may load/unload for servicing or that cycles are vehicles that can use the space at any time.

Land Transport (Road User) Rule 2004(external link)

TCD Manual Sign Specifications: Shared Zone

Key design principles of shared zones

The design of shared zones should take into consideration and be sympathetic to the area’s specific environmental and cultural characteristics, incorporate CPTED and universal design principles, and the aims and objectives of the street.

Shared zones should only be considered in streets where vehicle speed and volumes are low or discouraged. According to a study undertaken in London by Transport for London[1] concluded that there is a threshold of around 100 vehicles per hour for the street to function as a shared space. Above this threshold, people see the general path as a ‘roadway’ they need to cross rather than a space to occupy and use.

Key design principles

• Shared zones should look good and work well in the long term.
  They should also be attractive and easy to understand. Each element of a shared zone (street furniture, landscape treatment, etc.) should be considered in relation to the street scene as a whole. 

• Shared zones should be designed to encourage vitality and social interaction through formal and informal opportunities.
  Design, provide and place elements that encourage people to spend time in the street. These should be accessible to all. For example, seating has arm and back rests, or space is provided at outdoor tables suitable for people in wheelchairs or with prams. 

• Shared zones’ entries should be clearly marked.
  Their entries should be clearly marked for example by providing vertical deflection, and small corner radii. Street furniture, change in pavement materials, or artwork can also be used. This signals drivers that they are entering in a different type of street, and they must reduce speed and give way to pedestrians. A ‘shared zone’ sign must be provided.
  See Traffic control devices manual (TCD manual) for the sign specifications.

• Shared zones design should encourage very slow driving (for example, 10km/h).
  Speed reduction is a critical condition in shared zones. This can be achieved by horizontal and vertical deflection, physical barriers such as street furniture and landscaping treatments, visual narrowing, and edge friction. Ideally, shared zones should not have a straight through path for vehicles. Speed limits can also be set in addition to the self-enforcing features.

• Shared zones don’t have physical separation by a kerb or level differences.
  They provide a level surface from building to building.

• Shared zones are generally paved with other materials rather than asphalt to emphasise their difference from more conventional streets.
  Paving materials should emphasise the nature of the street and encompass the entire space rather than being considered as a series of separate elements to create a clear arrangement and minimise visual clutter. These materials should be distinctive, easily maintained and replaced, provide durability, and have visual appeal within the contextual circumstances.

• Shared zones should have varied landscaping treatments and street furniture to reinforce that the needs and comfort of pedestrians are paramount.
  These can also be used strategically to slow down vehicles and define functional areas, eg outdoor dining. The placement of these elements should however not create hiding places, and a clear vehicle path should be maintained for emergency vehicles. These elements should be robust and require as little maintenance as possible.

• Shared zones must be legible to all users including disabled people particularly blind or low vision people.
  An alternative continuous accessible free of obstructions and vehicles 1.8m wide path for pedestrians should be provided. This makes the street accessible to all inclusive blind, deafblind or low vision people. They should also have a navigational strip (600 mm wide) marked by appropriately designed tactile pavers or approved pavers.

• Drainage system needs careful consideration.
  Drainage system must drain at suitable falls away from buildings/houses to channels or culvert. These do not need to run along the edges of the vehicle path. When designing it, consider locate them in the centre of the space to create a subtle but effective distinction from a conventional street. In new developments, sustainable urban drainage systems should be considered.

• Lighting.
  Shared zones should be evenly lighted, avoiding pools of light and dark, to create a safe and inviting environment and to make access easier for visually disabled people. Light poles and fixtures can be designed to add character and a sense of the local context. Factors such as style, height and spacing of columns and colour spectrum of the lighting will be important in determining both the day and night time appearance of the shared zone.

• Visual cluttering should be minimised in shared zones.
  Visual cluttering can lead to confusion and obstruct visibility. Shared zones should therefore have as few as possible signs to avoid visual cluttering. Where practical and if the sign is required, investigate its combination or co-location with other street furniture, for example, lighting pole.

Vehicle restrictions may also be considered, such as regulating delivery access to, for example, only certain times of the day or restricting entirely private vehicle access while maintaining access to taxis and car ride share vehicles. Movable planters or other type of movable street furniture can be used to enforce vehicle restrictions.

Note that when parking regulations are to be enforced then signage is required (for more details refer to TCD Manual). However, as few as possible signs should be provided. Alternative to signage is a change in pavement and surface markings. These however must be combined with regulatory signage at the entry of the shared zone to be enforced. Road controlling authorities can also create bylaws restricting/banning parking in shared zones.

TCD Manual Part 13 Parking control [PDF, 690 KB]

When the shared zone is one-way for motor vehicles, cycling in both directions should be allowed. Allowance for contra-flow cycling needs to be added to the local bylaw. For guidance on contra-flow cycling, see the Cycling Network Guidance – Provision for contra-flow cycling.

CNG: Provision for contra-flow cycling

When designing a shared zone is recommended to consult the Royal New Zealand Foundation for the Blind, neurodivergent advocacy groups and other special interest groups in the community.

Shared zones in commercial and mixed-use areas

For shared zones in commercial and mixed-use areas to be successful, they should have appropriate levels of activities both day and night time and attract high levels of pedestrians. Street activities can be generated by people visiting shops, cafés, outside play areas, public spaces and other destinations. Therefore, shared zones in commercial and mixed-use areas should be implemented on streets on pedestrian desire lines, where adjacent land uses support the creation of social/people places and place making features such as benches and artwork. This encourages people to stay and linger rather than passing through.

Shared zones in commercial and mixed-use areas have been previously referred to shared spaces streets. The legal term however is shared zone, and this is the recommended and encouraged term to use when referring to this type of street.

Shared zones in commercial and mixed-use areas bring several benefits to the individual as well as to the community:

• Improves pedestrian safety.
• Creates vibrant and attractive places where people can stop, relax and play.
• Encourages people to walk and cycle.
• Reduces vehicle speeds and volumes.
• Less traffic noise and pollution on these streets.
• Boosts economic activity.
• Improves quality and amenity of these streets.
• More attractive setting for businesses, investors, developers, residents and visitors.

O’Connell Street, Auckland – shared zone in a commercial area. (Source: Auckland Council)

Design principles of shared zones in commercial and mixed-use areas

Shared zones in commercial and mixed-use areas are characterised by absence of kerbs and footpaths, active building frontages and limited parking. This reinforces the message that in these streets people driving, cycling and wheeling are guests, travelling in a way that is consistent with a walking pace, and are legally required to give way to pedestrians. They are also characterised by an abundance and variety of street furniture (for example, benches, cycle parking) and/or landscaping treatments (such as. trees, planters) supporting an attractive and welcoming walking environment.

It is recommended that shared zones in commercial and mixed-use areas are one-way flow for vehicles, with a bylaw allowing people cycling in both directions. This reduces the complexity of the environment for all users, particularly pedestrians.

Although pedestrians may walk and cross anywhere in a shared zone, a clear (of obstructions and vehicles) continuous path along the building lines ensures pedestrian access to the buildings is maintained and makes the street inclusive for all users.

Where there are building overhangs or verandas ensure that the vehicle movement zone is guided away from these features. This can be done through strategic placement of street furniture.

Shared zones in residential areas

A residential shared zone is a quiet, local street in a residential area. Shared zones in residential areas can act as an extension of the front yard where neighbours meet and socialise, children can play safely outside, people of all ages can cycle and walk safely or people can just sit, relax, and do nothing. Vehicles travel at a low speed and are treated as guests.

Shared zones in residential areas have been previously referred to home zones. The legal term however is shared zone and this is the recommended and encouraged term to use when referring to this type of streets.

Shared zones in residential areas bring several benefits to the individual as well as to the community:

• People of all ages feel safer.
• Promotes social cohesion and inclusion.
• Encourages people to walk and cycle.
• Less traffic noise and pollution on these streets.
• In areas where there are no play areas, children have access to safe outdoor free play space.

Design principles of shared zones in residential areas

These zones should be tailor-made and designed to fit within the characteristics of the street and space. Key to the design and successful implementation and use of a shared zone in a residential street is the involvement of the local community and the understanding of ‘place’. As such the design team should be multidisciplinary and include among others an urban designer and/or a landscape architect, a transport planner/engineer. Also important in developing a holistic and successful design is to have clear objectives, together with regular design reviews that bring together the design team and the local community.

Shared zone streets in residential areas can be two-way or one-way flow for vehicles as these are less complex spaces than commercial areas.

A shared zone in a residential area, Auckland. (Photo: Geoff Haines)

Apart from the general principles for shared zones irrespectively if they are in a residential or commercial area as discussed in the PNG: Key design principles of shared zones, below are some further principles[2] that should be considered when planning and designing shared zones in residential areas.

• Make the shared zone fit into its context.
  Shares zones in residential areas should not be consider in isolation. They might be part of a wider vehicle speeds calming or vehicle volumes reduction initiatives, or part of the planned pedestrian or/and cycling network.

• Design the shared zone to support activity and accommodate playing in the street.
  Activity in the street should be encouraged and supported. A key aim of shared zones in residential areas is to increase opportunities for people, particularly children, to play in the street. This can be achieved by having formal and informal play spaces.
  
  Careful planning and design of the shared zone’s elements is however required so as not to cause nuisance to residents. For example, the location of seating can be controversial. Residents may fear antisocial behaviour from people using it. Consultation with residents is key for the success of these elements and ultimately for the shared zone. Another example is the location of formal play equipment. This might need to be protected from encroachments by vehicles.

• Provide green landscape.
  Green landscape, such as trees and other landscaping treatments (eg pots, trellises, etc), is encouraged to soften the space. When choosing trees and other planting, several factors should be considered related not only to the characteristics of the planting or tree but also its surroundings (for example, future growth potential above and below ground, soil type, proximity to services, lighting, etc.) and maintenance requirements. 

• Parking.
  In residential areas where some parking is provided, its provision should be clearly defined in the design to avoid drivers parking inappropriately. A change in materials and colours should be considered to delineate these areas. Parking should be kept clear of pedestrian desire line and be alternated between sides of the street, as this provides horizontal deflection for motorised vehicles. Its arrangement should not dominate views of the street or impinge upon other activities that take place in a shared zone. Angle parking should be avoided and is not recommended. 

• Plan new housing to create variety and a focus on the street.
  When planning and designing shared zones in new developments, plan and arrange housing in a way that creates distinct places and creates variety within the scheme. Also border the shared zone with front doors and front windows overlooking the street to provide good opportunities for natural surveillance and for interaction between residents, and to foster a sense of local ownership of the street. High walls and fences should be avoided.