Upload
doantu
View
213
Download
1
Embed Size (px)
Citation preview
BETTER STREETS REVIEW | Transport for London
Review
Compiled by Gordon Fyfe Webster
September 2011 – January 2012
As part of the internship for:
www.urbandesignlondon.com [email protected]
Constructed for use by:
Borough Projects and Programmes
Palestra 197 Blackfriars Road London SE1 8NJ
All photographs and data collected by Gordon Fyfe Webster; September 2011 – January 2012, except where stated.
All ‘before’ photographs, masterplans and maps courtesy of Transport for London Borough Projects and Programmes, except where stated.
© urbandesignlondon 2012
CONTENTS
Transport for London | BETTER STREETS REVIEW 1
CONTENTS
Introduction.................................................................................................. 2
Methodology................................................................................................3
Better Streets
Oxford Circus, Westminster................................................................4
Coulsdon Town Centre, Croydon......................................................7
Woolwich Town Centre, Greenwich................................................. 10
Greenford Town Centre, Ealing........................................................ 15
Camden High Street, Camden........................................................... 18
Orpington Town Centre, Bromley.................................................... 20
Herne Hill, Lambeth / Southwark........................................................ 22
Sutton Town Centre, Sutton.............................................................. 24
Carting Lane, Westminster................................................................. 26
Gillett Square, Hackney......................................................................28
Clapham Town Centre, Lambeth / Wandsworth.............................. 30
Elephant & Castle (Southern Roundabout), Southwark.............. 35
Richmond Town Centre, Richmond.................................................. 38
Harrow Town Centre, Harrow........................................................... 41
Exhibition Road, Kensington & Chelsea............................................. 44
Data Summary.............................................................................................. 47
Conclusions................................................................................................... 50
INTRODUCTION
2 BETTER STREETS REVIEW | Transport for London
INTRODUCTION
The Better Streets initiative seeks to
improve London’s street network by re-balancing
the functional and amenity value of streetscapes for
a wide range of users. The design intention is to
reflect the competing needs of all users and cater
for the context specific demands of each space.
Achieving good street design requires an
acknowledgement of the functional diversity
between places with contrasting character and
purpose. For example in Town Centres there are
often significant numbers of people other than
motorists, including pedestrians, cyclists, market
stall owners and performers, requiring a mixed
space which satisfies these social requirements. By
contrast, a motorway is designed solely for
vehicular use and the design should therefore
prioritise motorists.
Further to this contextually sensitive approach for
designing Better Streets, an understanding of the
relationship of vehicular and pedestrian flows is
necessary to provide an inclusive, high quality public
realm. Better Streets need to enable various users
to navigate the space easily through innovative
street design with minimal obstacles and visual
clutter. Improvements need to respect the existing
character and diversity of London’s streets and
provide simple, robust measures to enhance the
experience for those occupying the space. This can
be achieved by focusing on the function of each
particular street, and by selecting a palette of
materials in-keeping with the character of the place.
Designs aim to preserve the existing urban fabric
where appropriate, but should also consider the
street as a blank canvas to potentiate further
improvements in quality and functionality across
space.
Since 2009 the Better Streets programme has
ensured the delivery of 20 streetscape projects
across a range of scales throughout London. More
than 38 further projects are in development and set
to be completed by Q2 2012. These include
internationally significant schemes, for example the
major crossing at Oxford Circus, and more local
interventions such as the shared surface scheme at
Venn Street. The designs reflect the intrinsic
contrast in streetscape requirements across
different types of urban realm.
This report aims to compile all the completed Better
Streets as of December 2011, under the Borough
Projects and Programmes (displayed on the map
opposite):
1. Oxford Circus, Westminster
2. Coulsdon Town Centre, Croydon
3. Woolwich Town Centre, Greenwich
4. Greenford Town Centre, Ealing
5. Camden High Street, Camden
6. Orpington Town Centre, Bromley
7. Herne Hill, Lambeth / Southwark
8. Sutton Town Centre, Sutton
9. Carting Lane, Westminster
10. Gillett Square, Hackney
11. Clapham Junction, Lambeth / Wandsworth
12. Elephant & Castle (S. Roundabout),
Southwark
13. Richmond Town Centre, Richmond
14. Harrow Town Centre, Harrow
15. Exhibition Road, Westminster
The purpose of the document is to describe and
monitor the quality of these new streetscapes and
examine how successfully the designs respond to
the demands of the users frequenting these spaces.
This analysis can in turn be used to inform future
design interventions and recreate the street as a
place of social transaction and vibrancy.
Venn Street: a shared surface for low pedestrian and vehicular flows
Oxford Circus: a clear crossing strategy for high pedestrian and vehicular flows
METHODOLOGY
Transport for London | BETTER STREETS REVIEW 3
METHODOLOGY
BETTER STREETS REVIEW
STRUCTURE The Better Streets projects selected for inclusion in
this study were organised by the Borough Projects
and Programmes at Transport for London, and
designated ‘complete’ as of December 2011.
1. OVERVIEW
A summary is provided for each project detailing
completion dates, funding breakdown and principal
designers. Before and after photographs are shown
where available and key features described.
2. SITE ANALYSIS
Desk-based research involved collating plans and
data from designers and consultants. Site visits
were scheduled for the collection of primary data,
with photographs and questionnaire results
informing a subjective analytical response.
2.1 FUNCTION
This section of the site analysis looks at the key
challenges of the space and how designers have
sought to provide multi-functional solutions
(documented with photographic evidence).
2.2 MATERIALS
The palette of materials used for each scheme was
recorded and critiqued based on user comments
and subjective analysis. This section includes notes
on paving materiality, street furniture and street
design, as well as the impact of material choice on
user behaviour patterns.
2.3 MAINTENANCE
This section of analysis has only been included for
projects where there are clear maintenance issues,
most apparent when materials have failed. As some
schemes are older than others, maintenance issues
may be more evident for earlier Better Streets.
2.4 DESIGN ISSUES
Comments have been provided based on any
problems observed on site; for example where
there is a tension between vehicles and pedestrians,
or a clear obstruction to desire lines. For sites only
recently completed, ‘design issues’ may also include
anticipated maintenance problems, which have not
yet come to the fore.
2.5 SITE INTERACTION
Patterns in user behaviour were observed to
determine how pedestrian and vehicle flows have
been influenced by the new streetscape design.
User demographic data was collected by observing a
section of the street during a weekday for 30
minutes, noting who and how people interacted
with the street.
A questionnaire was also used to ascertain how
often people frequent the street and what their
thoughts are on the changes. 20 randomly selected
users were asked whether they thought it was an
improvement over the previous configuration.
Furthermore, noteworthy quotations from these
conversations were used to punctuate the report
with a range of opinions.
3. CONCLUSIONS
Drawing on the evidence collected from desk-based
research, site visits and user feedback, a brief
analytical response for each scheme has been
provided, identifying the positive and negative
aspects of the design.
AUTHOR’S NOTE ON DATA COLLECTION
The context specific nature of each scheme meant
that a flexible approach to data collection was
employed to highlight and condense key issues. For
some examples there was insufficient information
available to provide an adequate response,
therefore each case study follows a slightly different
structure. Every effort has been made to remain
impartial, informed by user comments and objective
professional knowledge; however all conclusions
reflect the opinion of the researcher.
Overview [OXFORD CIRCUS]
4 BETTER STREETS REVIEW | Transport for London
OXFORD CIRCUS
Three major roads converge at Oxford
Circus: Oxford Street, Regent Street and Portland
Place, contributing to a carrying capacity of 38000
people and 1200 vehicles per hour at peak. The
diagonal design responds to this vehicular and
pedestrian pressure by prioritising the ease of
movement for all users, rather than restricting
flows. Six intersecting paths encourage pedestrians
to reach their destination quickly and minimise
congestion. Furthermore the flexible crossing
reduces the number of people jumping out between
lights changing and thus contributes to smoothing
the flow of traffic.
The crossing functions by enabling the whole area
to operate as a free-flowing pedestrian zone for 30
seconds every 2 minutes. Countdown timers allow
for people to comfortably traverse the space, aware
of how much time is left before the return of
vehicular use. The diagonal crossing is 26 metres in
length and takes the average person 22 seconds to
cross. The lateral crossing is 15 metres wide and
has removed guardrails to allow for a larger volume
of people to cross in good time.
By removing excess street furniture and through the
use of a clear palette of materials, the scheme
provides an innovative solution to creating a Better
Street.
Before: Guardrails and pedestrian crossings set back
from the junction confined pedestrian activity.
After: Changes in paving materiality and guardrail
removal blends the footway with the road and enables
greater pedestrian flow.
Date completed October 2009
Funding breakdown TfL £2.85million
Crown Estates £2.5million
Summary Developed by Westminster Council and the New West End
Company, a strategy was implemented to reduce street
clutter and improve pedestrian movement using a diagonal
crossing inspired by the Shibuya intersection in Tokyo.
[Shared space] brings a greater sense of awareness between pedestrians and cyclists.
People have got to learn to look out for each other and trust each other.
Boris Johnson, Mayor of London
The new design allows for people to move at their own pace.
Paul Judd, Local Resident
I've got to confess, looking at it now makes me a little nervous. You get a lot of what you
could call opportunistic pedestrians at this junction, and I am worried they might start
dashing into the road. I think it's a good idea in theory.
Dougal Wilson, Video Director
[OXFORD CIRCUS] Function and Materials
Transport for London | BETTER STREETS REVIEW 5
FUNCTION
Wide crossings are provided with a contrast in
surfacing materials to demarcate major routes.
Open pedestrian islands enable high volumes of
people to easily retreat to relative safety.
Pedestrians scramble across the 26m diagonal.
MATERIALS
High quality York stone and granite flagstones are
provided in-keeping with the surrounding character.
Tactile paving inset by 1 metre is provided along the
edges of each of the 12 crossing points.
Resin bound aggregate highlights the route.
Signage such as this bollard requires review under
the TSRGD.
The majority of bollards and guardrails have been
removed, although some remain on the approach.
Countdown clocks are provided on the diagonals.
Legible London signage near each of the
underground exits improves navigability.
Extra litter bins have been added to cope with the
demand for waste storage, but are not aesthetically
consistent. It is important to maintain a coherent
aesthetic for a scheme which has received a great
deal of investment and is of such a prestigious
nature.
It may also be worth considering the merits of litter
bins in general, especially for very busy areas, as
they serve to attract waste across the street.
Note the abundance of chewing gum stains across
the paving, suggesting a more rigorous cleaning
regime may be required to maintain the York stone.
Conclusions [OXFORD CIRCUS]
6 BETTER STREETS REVIEW | Transport for London
MAINTENANCE
Since its completion in October 2009, some
deterioration of the resin bound aggregate surface
on Regent Street has occurred and requires
immediate attention.
SUMMARY OF IMPROVEMENTS
.
Underground works have disturbed the York stone
arrangement and needs to be replaced in order to
maintain a high quality of landscaping.
SITE INTERACTION
There seems to be more space but it’s still too busy for me.
Richard Hughes, Local worker
The majority of users are shoppers and tourists,
with 38000 people per hour at peak times.
The response from local people, who knew the area
before the streetscape interventions, was positive:
75% of participants consider the scheme as ‘good’
or ‘excellent’, compared with 20% before. The
range of facilities was noted as the weakest element
of the design and some people wanted more
opportunities for seating.
Feedback from shop stores fronting onto the Circus
was also generally positive, and they welcomed the
more open aspect of the street. The Nike Town
store reported a 9% increase in customer numbers
for November 2009 compared to 2008, which may
be partially related to these street improvements.
CONCLUSIONS
The design enhances the safety and convenience
for all visitors to the area by widening the pavement
and altering kerb lines to increase the usable
footway space by 69%. Removal of the stone
balustrades and the relocation of crossings to follow
desire lines dramatically improves the functionality
of the space.
The new layout responds to transport issues by
allocating a formalised bus lane and with the
relocation of a bus stop from south of Oxford Circus
to the north, improves issues of congestion on
Regent Street. The hard landscaping successfully
echoes the shape of the Circus by featuring a
concentric ring arrangement in the paving. This
enhances the existing character of the area and
contributes to the overall clean aesthetic.
The construction exhibits a high quality finish
with good attention to detail.
The streetscape is generally free from clutter
and offers clear sight lines.
[COULSDON TOWN CENTRE] Overview
Transport for London | BETTER STREETS REVIEW 7
COULSDON TOWN CENTRE
High quality townscape improvements
and traffic management solutions aim to encourage
urban activity and re-establish Coulsdon as a local
leisure and retail destination.
The first phase of improvements centred on the A23
relief road, Farthing Way, to remove a substantial
quantity of traffic from the town centre along
Brighton Road. This development provided the
catalyst for the second phase which looked to
restore the town centre by making it more
accessible, legible, permeable and vibrant.
The design strategy for the Coulsdon Town Centre
Improvement Scheme Phase 2 sought to:
Provide an attractive streetscape with minimal
clutter and improved amenity.
Reduce through traffic and limit traffic speeds.
Enhance pedestrian priority on Brighton Road.
Stimulate frontage activity and local business
opportunities.
Increase the size of public spaces.
The character of the High Street was reinforced by
increasing kerbside activity, with wider footways,
crossing points, bay parking and a central median
strip to reduce traffic. Boulevard tree planting was
introduced south of the junction with Chipstead
Valley Road to further improve the aesthetic quality
of the streetscape.
Anything that helps bring more footfall, I am all for it.
Amanda Davis, Chairwoman,
Coulsdon Business Partnership
A sense of identity has been established with new
lighting columns and banners along the road, and
gateways clearly defined by realigning entry points
to Brighton Road. A distinctive concentric ring
paving treatment at the junction between Brighton
Road and Chipstead Valley Road also provides a
focal point in the town centre. Although it does not
strictly function as a shared surface, it creates the
appearance of a central public space by linking the
footway and road, reducing traffic speeds and
providing a pedestrian oriented crossing
environment.
Date completed March 2010 (originally scheduled for May 2010)
Designers Matrix Associates, Burns & Nice
Funding breakdown TfL £3million (Major Schemes)
Summary The Coulsdon Town Centre Improvement Scheme, fully
funded by TfL and delivered in partnership with LB Croydon,
focuses on traffic congestion and vehicle speeds to prioritise
the pedestrian. ‘Naked street’ principles have been
employed to keep signage and road markings to a minimum.
Movement of HGVs through the town has also been
restricted and a more attractive streetscape created.
Before
After
Site Analysis [COULSDON TOWN CENTRE]
8 BETTER STREETS REVIEW | Transport for London
FUNCTION
Crossing points and refuge islands check traffic
speeds, but some excess street signage remains.
The furniture zone and footway are clearly defined
with minimal clutter.
The appearance of a central public space offers
aesthetic character and prioritises the pedestrian.
MATERIALS
Granite paving is used across the scheme with
600x200 units on the central strip / footway edges.
Street furniture is clean and well-maintained with a
style distinct to Coulsdon.
The granite median strip has received extensive
wear on this busy bus route, particularly on turns in
the road.
DESIGN ISSUES
The lowered kerb at crossing points is too steeply
inclined and all paving units have failed.
Minor roads have no tactile paving to warn
pedestrians of the crossing.
The tightened corners and level surfaces are
frequently cut across by drivers
MAINTENANCE
The central median strip receives considerable
pressure from buses and the setts have broken up.
Damage to a central reservation has not been
repaired.
Granite setts have failed on the rise to numerous
raised tables.
[COULSDON TOWN CENTRE] Conclusions
Transport for London | BETTER STREETS REVIEW 9
A tree has been removed requiring a corresponding
paving slab to be laid.
The central reservation is prone to collisions as
drivers use the median strip to drive too closely to
the centre of the road.
SITE INTERACTION
(Note: User demographic data not collected for Coulsdon)
The user data highlights a propensity for
participants in Coulsdon to respond ‘good’ for most
categories. There was a notable improvement on
how the street used to be, and as the majority of
respondents were local residents, they could
remember the street before the changes. A number
of people commented that the works had not
resulted in them frequenting the street more often
however, and low footfall continues to affect the
vibrancy of the street.
The street looks better than it did but
traffic still goes too fast.
Ali Hussain,
Local worker
I would like more things to do, like a park
or cycle hire. There’s not much to bring
you here, really.
Local resident
CONCLUSIONS
Implementation of the A23 relief road has enabled
the justification for wider footways and slower
traffic speeds along Brighton Road. The street
remains a busy bus route however, and these
pressures can be seen in the wear of paving
materials, particularly along the median strip. A
number of large vehicles were observed with their
tyres on this central reservation, as the road is quite
narrow. These setts are not as durable or easy to
repair as a tarmac road surface and a new design
solution is required.
Another problem is the low footfall in the area,
although Croydon Council have noted a 70%
increase since completion. Nevertheless the area is
quiet and a major development may be necessary
to support these streetscape improvements and
fulfil the brief of creating a retail and leisure
destination.
The quality of the environment is relatively good
and locals expressed general approval of the
scheme. There are some opportunities to further
improve the street by considering further de-
cluttering and public space provision.
The entrance to Brighton Road has an overly
complex traffic arrangement with a number of
signalised crossings and central islands.
Street signage requires review under the TSRGD; for
example on this road only one sign is necessary.
Two types of keep left bollards are used adding
further clutter to the streetscape.
The Council is liaising with the car park owner to
achieve an open forecourt and merge the public
spaces.
Overview [WOOLWICH TOWN CENTRE]
10 BETTER STREETS REVIEW | Transport for London
WOOLWICH TOWN CENTRE
Major streetscape redevelopments are
contributing towards the rejuvenation of the urban
fabric in Woolwich, encouraging people to return to
the heart of the town at both a social and
commercial level. Phase 1 of the TfL works focused
on the intersection between Plumstead Road and
Woolwich New Road, improving the quality of the
pedestrian space with innovative seating
arrangements, tree planting and a clean palette of
materials. This was followed by the re-location of
bus stops to Woolwich New Road in Phase 2, and a
re-configuration of bus routes to better serve the
area linking with the new DLR station.
Further to improving accessibility and streetscape
quality, two central spaces are being redesigned to
provide amenity space: a contemporary terraced
park at General Gordon Square and a hardscaped
market area at Beresford Square. These designs
provide functional variety and respond to the
historic trading character of the old town.
The design brief developed by Greenwich
Council proposed the delivery of a well designed,
robust and sustainable public realm, strengthening
the existing buildings, shopfronts and spaces, while
supporting new business and growth. The redesign
promotes accessibility and inclusivity at a strategic
and local scale, with the area playing a key role in
the Thames Gateway Interim Plan and future
Crossrail development.
Date completed Plumstead Road November 2008
Woolwich New Road March 2010
General Gordon Square October 2011
Beresford Square and Market Ongoing
Funding breakdown DfT £2.6million (CIF)
TfL £3.2million (Plumstead Road), £2.4million (W. New Road)
Section 106 £800k
Summary The London Borough of Greenwich implemented a series of
schemes in Woolwich Town Centre: improving the bus
interchange adjacent to the station, widening the pedestrian
zone along Plumstead Road, and redesigning General
Gordon Square as part of the Mayor’s Great Spaces strategy.
Plumstead Road
Beresford Square and Market
Woolwich New Road
General Gordon Square
Plumstead Road
Bus Interchange on Woolwich New Road
[WOOLWICH TOWN CENTRE] Plumstead Road – Site Analysis
Transport for London | BETTER STREETS REVIEW 11
PLUMSTEAD ROAD
Although the development at Plumstead Road was
completed in November 2008 before the Better
Streets programme was drafted, it is an exemplar
project for highlighting the inclusive design
approach which has since been applied across the
whole town centre. A large pedestrian area was
created to provide an extension to the market space
at Beresford Square and act as a major bus
interchange. The ‘super crossing’ reconnects the
town centre with the Royal Arsenal, while new
signalised crossings and road surfaces brought up to
pavement level at side roads, improve navigability
for disabled users and those with buggies. A
concerted effort has been made to improve the
quality of environment with more than 100 trees
planted alongside the road and the installation of
bespoke street furniture and longer bus shelters.
New tree planting lines the central reservation.
FUNCTION
The widened footway can accommodate market
stalls with bollards controlling vehicular access.
The ‘super crossing’ features tactile paving, a lack of
guardrails and a flush paved surface.
A vibrant contemporary streetscape.
MATERIALS
The old conglomerate paving (left) blends well with
the new granite block paving.
Bollards are positioned to control access but this
clutters the street in places.
Bespoke informal seating is a key design feature.
MAINTENANCE
The site is in a generally good condition with paving,
street furniture and edge treatment sufficiently
robust for coping with the demands of a busy bus
interchange. The key concern is the condition of
the tree planting in the pedestrian zone; thin
canopies suggest poor health and some have
already been removed without repairing the
footway.
CONCLUSIONS
The design is successful at extending the activity of
the town centre out towards the A206 and beyond.
The playful design of the street furniture and
planting arrangement creates a more varied and
interesting space to engage with. As a result,
people are willing to spend longer periods of time in
the area, contributing to a safer, bustling
streetscape with greater passing trade.
The improvements made in Woolwich
are good examples of the way we want
to use design to improve the look and
feel of London's public spaces.
Kulveer Ranger, Mayor of London's
Transport Advisor
Woolwich New Road – Site Analysis [WOOLWICH TOWN CENTRE]
12 BETTER STREETS REVIEW | Transport for London
WOOLWICH NEW ROAD
The re-location of bus stops to Woolwich New Road
is a significant component for changing the
functionality of the town centre, allowing Greens
End and General Gordon Place to operate as
pedestrian zones. The scheme complements the
Plumstead Road urban realm improvements by
connecting the public squares with wide footways
and minimising visual clutter.
These works have not only improved the
look and feel of the town, but have also
enhanced community access to local
businesses and other facilities.
Cllr Peter Brooks,
Greenwich Council Deputy Leader
The DLR station improves connectivity to Stratford.
FUNCTION
Zebra crossings prioritise pedestrian movement to
the Woolwich Arsenal station.
Crossing locations have been moved to
accommodate desire lines.
Greens End now functions as a market space.
MATERIALS
Granite corduroy paving is of a high quality and
steps are graded to cater for the incline.
Cobble paving and bollards are used to direct
pedestrian and cyclist flows.
Cycle parking is provided outside the station.
MAINTENANCE
The herringbone block paving used to demarcate
pedestrian crossings is exhibiting signs of wear.
Some poor quality workmanship is evident along
sections of the road.
CONCLUSIONS
The streetscape improvements focus around the
functionality of the bus interchange and prove to
successfully link the two town squares with the
station. A clear strategy of contrasting materials is
used to separate pedestrians and vehicles, with
wide footways contributing to a feeling of
spaciousness. Furthermore, by restricting traffic
flow to buses and taxis, congestion is minimised
around the busy station and town centre.
[WOOLWICH TOWN CENTRE] General Gordon Square – Site Analysis
Transport for London | BETTER STREETS REVIEW 13
GENERAL GORDON SQUARE
Functioning as the main public square and green
space for Woolwich, General Gordon Square has
been redesigned to offer a more open aspect and
better linkage with the Equitable Building to the
north-east. The space provides flexible open space
for local and seasonal events with diversity in its
soft and hardscaping elements.
Formally opened on 8th October 2011, the
contemporary scheme designed by Gustafson
Porter, utilises Space Syntax principles to improve
connectivity by following major desire lines. The
site is characterised by wide terraces which create
an informal amphitheatre effect, reiterated in the
provision of a lower level events space.
FUNCTION
The addition of a LOCOG TV screen further reflects
the design brief to function as a major events space.
Terraces bisect the space, although concerns have
been raised regarding disabled access.
Integrated granite seating acts as a retaining wall.
MATERIALS
Granite paving flags close in dimension to Woolwich
New Road gives a homogenous aesthetic.
Stainless steel street furniture and light granite
paving for steps improves accessibility and legibility.
CONCLUSIONS
The design appears to have considered a range of
issues regarding accessibility, topography and
functionality at an environmental and social level.
The water scrim at the heart of the design reflects
this ethos for creating a high quality, flexible space,
offering a focal point for Woolwich. The terraces
are effective at providing seating and visual interest,
and establish strong links between Woolwich New
Road and Greens End, to encourage healthy through
movement.