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Oosterwolde is a small market town south of Drachten. The name De Brink refers to the historical nature of the slightly raised ground at the centre of a settlement. The site consists of a complex five-way intersection close to cafes and local shops. It carries around 5,000 vehicles per day, and is especially busy around school opening and closing.
Before 1998, the junction was laid out as a conventional priority junction, with standard kerbs, road markings, turning lanes and stop signs. Little economic activity took place around the intersection. The current arrangements accords no priority to any form or direction of traffic. A slight rise in the approach roads, and some deliberately squared handrails, gives the space a slightly stage-like feel, reinforced by the raised element within part of the square. Cars, buses, lorries, bicycles, wheelchair-users and pedestrians share the space on equal terms. Negotiation and eye contact, similar to those of any busy pedestrian area such as a departure hall of an airport or train station, are the only basis for movement. There are no formal highway rules, no markings, and no signs.
In its eight years, there have been no serious accidents on the site. Speed of traffic has dropped by just over 40 per cent (1999-2005). Traffic volumes have stayed consistent with regional traffic patterns. Pedestrian traffic and social activity have increased significantly, although there are few 'before' figures to formally confirm this. Initial concerns and discomfort amongst local residents appears to have diminished as people have become used to the subtle social rules implicit in the use of the space. The work was completed in 1999 as part of several major urban design initiatives in Oosterwolde and its surrounding villages (see also Makkinga, Donkerbroek) by a team from the Province of Friesland led by Hans Monderman.
Project Oosterwolde
Pilot in the North of the Netherlands: OosterwoldeOosterwolde is a small market town south of Drachten. The name De Brink refers to the historical nature of the slightly raised ground at the centre of a settlement. The site consists of a complex five-way intersection close to cafes and local shops. It carries around 5,000 vehicles per day, and is especially busy around school opening and closing.
Before 1998, the junction was laid out as a conventional priority junction, with standard kerbs, road markings, turning lanes and stop signs. Little economic activity took place around the intersection. The current arrangements accords no priority to any form or direction of traffic. A slight rise in the approach roads, and some deliberately squared handrails, gives the space a slightly stage-like feel, reinforced by the raised element within part of the square. Cars, buses, lorries, bicycles, wheelchair-users and pedestrians share the space on equal terms. Negotiation and eye contact, similar to those of any busy pedestrian area such as a departure hall of an airport or train station, are the only basis for movement. There are no formal highway rules, no markings, and no signs.
In its eight years, there have been no serious accidents on the site. Speed of traffic has dropped by just over 40 per cent (1999-2005). Traffic volumes have stayed consistent with regional traffic patterns. Pedestrian traffic and social activity have increased significantly, although there are few 'before' figures to formally confirm this. Initial concerns and discomfort amongst local residents appears to have diminished as people have become used to the subtle social rules implicit in the use of the space. The work was completed in 1999 as part of several major urban design initiatives in Oosterwolde and its surrounding villages (see also Makkinga, Donkerbroek) by a team from the Province of Friesland led by Hans Monderman.