This is a list of pedestrian zones: urban streets where vehicle traffic has been restricted or eliminated for pedestrian use only.[4] These are usually pedestrianised urban centres of a city, town or district with a residential population that have been retrofitted.[5]
Northern Avenue, located in the Kentron district of central Yerevan, is a large pedestrian avenue. The avenue was inaugurated in 2007 and is mainly home to residential buildings, offices, luxury shops and restaurants.[6]
Nizami Street (Azerbaijani: Nizami küçəsi) is a large pedestrian and shopping street in downtown Baku, Azerbaijan, named after classical Azerbaijani~Persian poet Nizami Ganjavi.
Large car-free centre (610 x 720 m). Medieval university town. Minimal car traffic is permitted on some streets. Trams provide access. Progressively pedestrianised since 1971.[14] The neighbourhood of Vauban is considered the prototype for the Vauban model of transport planning. Some streets are "parking-space-free" (German: stellplatzfrei, rather than "car-free".[15]
The historic centre (Italian: centro storico) of Venice is divided in six sestieri ("districts") with a combined area of 7.9796 km2 (797.9631 ha; 7,979,631 m2).[1] Of its 129 islands,[2]Tronchetto, Santa Chiara (which contains the Port of Venice) and the Piazzale Roma bus station square in the Santa Croce sestiere are the only islands where automobiles and busses are permitted within the historic centre;[3] these three jointly cover 711,339 m2 (71.1339 ha; 0.711339 km2).[2] The rest of the Venetian Inner Islands are a pedestrian zone covering 7.268261 km2 (726.8261 ha; 7,268,261 m2; c. 91% of the historic centre),[1][2] where transport takes place on foot or by water (gondola).[3]
The Arbat, one of Kazakhstan's most popular and first pedestrian zones in Almaty, was established in Jibek Joly Street in the late 1980s. The area is lined with many shops and kiosks, as well as local artists selling their work.[18]
Fes el Bali, the larger of the two medieval medinas, consists of narrow streets that are inaccessible by automobile. A few access streets for emergency vehicles are being built.[19][self-published source?]
The historic souks (marketplaces) in the city centre are a car-free zone. The streets are only narrow enough for pedestrians, cyclists or motorcyclists. The surrounding medina was designated a UNESCO World Heritage Site in 1985.[20]
The pedestrian zone (Dutch: voetgangersgebied) covers the area within the boundaries of the following streets and squares: Nieuwe Plein, Willemsplein, Gele Rijdersplein, Looierstraat, Velperbinnensingel, Koningsplein, St. Catharinaplaats, Beekstraat, Walburgstraat, Turfstraat, Kleine Oord, and Nieuwe Oeverstraat.[21]
The pedestrian zone gradually grew over the years. As of 1 August 2022, it covers the following streets and squares: Lijnmarkt, Choorstraat, Oudegracht Westzijde until Lange Viestraat, Boterstraat, Steenweg, Lange and Korte Elisabethstraat, Vredenburg, Donkerstraat, Mariastraat, Achter and Voor Clarenburg, Zakkendragerssteeg, Drieharingstraat, Hamsteeg, Bakkerstraat, Lauwersteeg, Hekelsteeg, Massegast, Vinkenburgstraat, Neude, Schoutenstraat, Oudegracht Oostzijde from Hamburgerbrug, Lichte en Donkere Gaard, Vismarkt, Stadhuisbrug, Ganzenmarkt, Wed, Oudegracht Oostzijde until Potterstraat, Drakenburgstraat, Servetstraat, Zadelstraat, Buurkerkhof, Hollandse Toren, Vlaamse Toren, Vredenburgkade, Rijnkade.[22]
^Castillo-Manzano, José; Lourdes Lopez-Valpuesta; Juan P. Asencio-Flores (2014). "Extending pedestrianization processes outside the old city center; conflict and benefits in the case of the city of Seville". Habitat International. 44: 194–201. doi:10.1016/j.habitatint.2014.06.005. hdl:11441/148812. As part of this rising concern we can highlight a scheme that has acquired great importance in processes to redesign cities, pedestrianization. Pedestrianization can be defined as restricting or eliminating [vehicle] traffic in a street or streets for the use of pedestrians only (Hass-Klau, 1993). A differentiation should be made between pedestrianization processes and traffic calming, defined as the application of measures such as road humps, tree planting or speed cushions to impress upon the driver that the street is primarily for shopping or residential use (Slinn, Matthews, & Guest, 2005).
^Melia, Steve; Parkhurst, Graham; Barton, Hugh (August 2010). "Carfree, low-car – What's the Difference?"(PDF). World Transport Policy & Practice 16. 16 (2). Eco-Logica Ltd.: 24–32. Archived from the original(PDF) on 1 June 2013. Retrieved 16 December 2022. Whereas the first two models apply to newly-built carfree developments, most pedestrianised city, town and district centres have been retro-fitted.
^Monheim, R. (1997). "The Evolution from Pedestrian Areas to 'Car-free' City Centres in Germany". In Tolley, R. (ed.). The greening of urban transport : planning for walking and cycling in Western cities (2nd ed.). Chichester: Wiley. pp. 253–265.
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