Slindon Village: 20 MPH Speed Limits – Proposed …The two splendid churches, together with Slindon College and most of the fine houses conceal themselves modestly, set back from

SLINDON

Managing traffic in an historic village

Promoting safety and civility through integrated street design

SlindonLife revised: April 2011

This report was prepared by Hamilton-Baillie Associates Ltd

First Issue November 2010 - Revised April 2011

For Slindon Life on behalf of Slindon Parish Council, South Downs Joint Committee and the National Trust

Dean House 94 Whiteladies Road Bristol BS8 2QX

Tel: 0117 9114221

www.hamilton-baillie.co.uk

ContentsIntroduction 1

Slindon Village 2

Policy Context 3

Initial meetings 4

First impressions 5

Connections across the A29 6

Design principles 7

Place Making 8

Gateways and Entry Points 9

Detailed Proposals 10

Next steps 27

All maps reproduced by permission of Ordnance Survey and Digital Mapping Solutions from Dotted Eyes. © Crown copyright and database right 2010. All rights reserved. Licence numbers 100023974 and 100019918

M a n a g i n g t r a f f i c a n d s t r e e t s c a p e s i n a n h i s t o r i c v i l l a g e

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The relationship between traffic movement and village life is increasingly difficult. Rural communities rely on cars for access to jobs and services and depend on large vehicles for agriculture and the supply of goods. Many villages lie alongside busy routes, and the streets and spaces that constitute the public realm have to accommodate the movement and parking of cars alongside pedestrian and bicycle traffic and everyday activities. The quality of the public realm is increasingly at risk from the impact of measures taken to accommodate and manage transport.

This threat is especially relevant for historic villages such as Slindon in West Sussex. Nestling at the foot of the South Downs, its outstanding qualities derive in part from its long association with the Slindon Estate, now managed by the National Trust, which owns a large proportion of the village. The distinctive open settlement pattern, and local vernacular materials of brick and stone, combine to form an important asset for the County on the edge of the newly established South Downs National Park.

Slindon is separated from Slindon Common by the A29 which links Bognor Regis to Billingshurst. Recent highway improvements have exacerbated the divide between village and its common, creating a physical and psychological barrier. Such a barrier limits access options to the village school and adversely effects the coherence and quality of village life. Elsewhere in the village, the gradual increase in speeds and volumes of traffic, and consequent reduction in street-life, erode the very qualities on which Slindon’s economic and social future depend.

Slindon Parish Council and Slindon Life, with the support of the South Downs Joint Committee and the National Trust, commissioned this study to explore fresh approaches to preserving and enhancing the quality of Slindon’s public realm. Inspired by similar community initiatives elsewhere, the report is intended to examine the potential for new ways to manage and maintain Slindon’s streetscapes, to support the role of West Sussex Highways, and to foster low-speeds, safety and civility.

Introduction

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Slindon Village

The medieval settlement pattern of Slindon reflects its position as a confluence of routes across the South Downs. Characterised by fine houses interspersed with grazing and open countryside, its predominant street pattern forms a loop connecting Church Hill, Top Road and School Hill, and linking across to the 1920’s development on Slindon Common via Reynolds Lane. Notable buildings include Slindon House, Slindon College, two fine churches and a thriving primary school. Well-maintained frontages create a sequence of distinctive spaces and streets, in marked contrast to the highway characteristics of the A29. The gridded street layout between Mill Road and Shellbridge Road provide housing for around half of the population.

The Pumpkin House with its spectacular displays, and the pottery in Top Road, add to the distinctive and lively character of the village. Footpaths and bridleways fan out from the settlement, providing an important starting point for visitors exploring the South Downs. Despite losing one of its two pubs and local shop, Slindon survives as a thriving local community.


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Policy Context

Slindon Life, and the various organisations with an interest in the management and maintenance of rural communities such as Slindon, are exploring new possibilities at an opportune moment. Reductions in public spending limit the ability of highway authorities to regulate and control roads through conventional engineering and enforcement. The political climate encouraging communities to become more involved with the public realm is reflected in the current Localism Bill.

The recent publication of Manual for Streets 2 gives much greater scope for highway authorities to develop specific approaches to context and to establish low-speed, simple streetscapes. Section 8.2 covering design speeds is especially relevant. Recent government initiatives to reduce clutter provide encouragement to avoid standardised treatments and excessive highway measures. Signing regulations are being revised and speed policy is under review. Counties such as Dorset, Hampshire and Kent are exploring fresh approaches to rural highway design, with publications such as Traffic in Villages: a Toolkit for Communities by Dorset AONB outlining new ways to create safe low-cost environments.

The design principles and detailed proposals set out in the report are consistent with the policy, principles and approaches set out in Manual for Streets 2. It also accords with the advice set out in the DfT’s Local Transport Note 1/08; Traffic Management and Streetscape. The recent ICE publication Highway Risk & Liability provides reassurance for the Highway Authority that the measures proposed are acceptable in terms of risk and liability.

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Initial Meetings

Slindon Life organised an extensive set of meetings with key stakeholders on September 27 2010. In addition to a thorough walkabout of the village an update on the background, history and key issues, the design team were able to meet with many of the key stakeholders. These included representatives of the National Trust, the South Downs Joint Committee, and officers from West Sussex Highways.

The team was also able to meet with the head teacher and with several parents from the local school serving on the School Travel Plan Working Group, together with the School Travel Advisor from West Sussex County Council. The limitations of the existing School Travel Plan were discussed, including concerns about traffic speeds within the village, and in particular the difficulties establishing a safe crossing of the A29. The problems associated with children leaving the school gates were observed and the lack of independent and car-free travel noted.

The establishment of the South Downs National Park was seen as an important opportunity to establish Slindon as a pilot for exploring new directions for managing traffic in villages. With a high proportion of property in the village entrusted to the care of the National Trust, Slindon would appear to present an ideal testing ground for linking the care and upkeep of the built and natural environment with the management and maintenance of the highway.

An evening meeting in the Coronation Hall provided local residents and interested parties with an update on emerging findings and best practice in street design and traffic management. A presentation by Ben Hamilton-Baillie outlined the broader shift away from the principle of segregation of pedestrians and traffic towards a broader integration of streets with the public realm. The talk explored the development of shared space and the growing understanding of behavioural psychology and shared space as means to influence driver behaviour and promote lower speeds. A growing number of examples from around the UK and elsewhere in Europe were illustrated to examine the potential for a simpler relationship between highway design and a coherent public realm.


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First Impressions

Slindon is not a typical village. It has no clear single focal point associated with settlements based around a crossroads or river bridge. Instead, a loop of lanes provides frontage for a series of fine houses, creating distinctive places at each of the main intersections. The morphology is confusing for first-time visitors, and it is surprising to find sheep grazing in the middle of the settlement.

The two splendid churches, together with Slindon College and most of the fine houses conceal themselves modestly, set back from the streets. The Coronation Hall and, in particular, the primary school, are not readily visible, the latter being screened behind dense and overgrown planting. However the presence of a lively and creative community is evident from the effort put into street-facing displays, especially the well-known Pumpkin House.

The central part of the village lacks the basic facilities of a shop or pub, both of which closed in recent years. The dispersed layout, combined with the barrier effect of the A29, is a particular disadvantage for such facilities. However a community shop is planned for the fine old forge building opposite the school.

Trees play an important part in the landscape of the village. The “Lime Tree Seat” provides a landmark where Church Hill joins Top Road, and a magnificent cypress dominates the Park Lane / School Hill junction. Some of these important intersections have unnecessarily wide sweeping bends, making them feel somewhat intimidating for pedestrians. Grass verges are also an important element in the streetscape vocabulary, occasionally separating a footway or pavement from the carriageway.

Like its buildings, Slindon understates the network of paths and bridleways that focus on the village, and one feels that more could be made to recognize the village as a gateway to the South Downs.

Slindon remains an agricultural village, and its streets cope with the ever-expanding size of modern farming vehicles. Traffic volumes are not high, and parking is not especially problematic. However, the relationship of traffic with pedestrian movement and civic space is not an easy one, and one senses a gradual withdrawal from the villages public spaces as speeds increase and highway measures intrude.

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Connections across the A29Slindon and Slindon Common house a single community. Like many rural settlements, Slindon is divided by a main road, one of a number of routes running north-east from the coastal settlements towards London. Although not especially busy except at peak hours, the wide dimensions and sweeping geometry of the intersection with Reynolds Lane and Mill Road present a forbidding barrier to cyclists and pedestrians moving between the two halves of the village. Although within a 40 mph limit, mean speeds were recorded of 4� mph southbound and 47 mph northbound. The proximity of the dual carriageway to the north contributes to the high speeds, and there is little roadside context to highlight the presence of Slindon to passing drivers. The link to the Spur pub from the village is particularly obscure, given the importance to villagers from across the community.

Improving the links and connections across the A29 is clearly of great importance to the civic quality and economic vitality of Slindon. Measures to reduce speeds and raise driver awareness of the crossing and linkages between school and playgrounds, and between the village and its later extension, is clearly a high priority.


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Design principles

Our recommendations for Slindon draw on a number of basic principles that have been employed elsewhere in the UK and in mainland Europe to closely integrate highway engineering with good urban and landscape design. These principles combine to help create a low-speed environment that promotes safety, efficient movement and civility through maximising driver awareness of his or her surroundings.

Key to the approach is the process of place-making. Slindon benefits from a rich and distinctive character. We recommend exploiting these qualities to emphasize both a series of recognizable places and landmarks, as well as accentuating the qualities of the village overall.

The ability to understand the village, and to easily anticipate likely activities is another related theme. Thus our recommendations seek ways to make the key buildings such as the churches, school and community centre more visible. Integrating and expressing the life of the village in a simple streetscape design language is central to our initial ideas and outline recommendations.

The principles of legibility to create a low-speed environment also inform our initial proposals for improving the connection between Slindon and its Common across the A29. A careful redesign of the short stretch of the main road either side of the intersection, requiring the insertion of a central median strip and a possible minor realignment of carriageways, will reduce speeds and raise awareness of the village at this critical point.

Clearer entry points to clearly establish the edges of Slindon, and mark the transition points from highway to public realm, are also important elements. Signs should be carefully located to align with the driver’s perception of the start of the village.

We would recommend removing all centre-line markings and stop lines within the village to reduce the linearity of the streets and to reduce speeds. Highway signs should be minimised and coordinated with buildings and street furniture. A simple, low-cost palate of surface treatments would help reduce visible widths, clarify preferred parking positions, and highlight the key spaces.

Buriton, Hampshire - Main crossroads and village entry point - before and after locally funded enhancements

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Place Making

Slindon’s unusual layout and morphology helps suggest ways in which the distinctive language of buildings, materials and landscape could be enhanced by a series of recognizable “punctuation marks” throughout the village. These would include clear entry places at the top of Court Hill on the bend at the junction with Butt Lane. The revised junction with the A29 would also serve as an entry point from the south, with a clear link to The Spur pub. Additional emphasis would help create a stronger sense of place at the key junctions of Top Road with Church Road (the site of the Lime Tree Bench), the intersection of Baycombe Lane with School Hill and the junction with the letterbox at the foot of Church Hill. The charming surroundings of the pond on Church Hill, and the junction of Park lane with School Hill are also highlighted as key places. Minor place-making would also mark either end of Dyers Lane. Finally a much clearer place would be created opposite the school entrance outside the Coronation Hall and the proposed community cafe

Unmarked intersections creating simple places

Link to the Spur Pub

Spur PH


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Gateways and Entry Points

One particularly critical aspect of place-making in the creation of a legible, low-speed highway environment for Slindon relies on the creation and reinforcement of clear transition points at the places of entry into the village. It is vital that the higher speed characteristics of roads linking villages are clearly and consistently contrasted with the low speed environment essential for the public realm of Slindon.

It is important that such gateways are consistent with the visible architecture and morphology of the village, and that any signage and street design changes combine to provide clarity concerning village boundaries. It is a common mistake to place speed limit and place signs too far outside settlements, where the driver still has no visible connection with the built form of the village. For this reason we have proposed keeping the points of entry as close to the village boundaries as possible, building on historical development patterns such as bends in the road or notable buildings.

For Slindon, the sharp bend and dip in the road at College Corner provides a suitable entry point for traffic entering from the north (see page 25). Similarly the sharp bend on Baycombe Lane, where the road joins the ancient track of Mill Lane, provides an appropriate entrance from the east. To the west, the presence of Woodlands Farm House changes the character of Park lane and marks the perimeter.

The issue of the gateway from the A29 and the south is more complicated. The A29 clearly severs Slindon from Slindon Common. However, our outline proposals for the junction on page 11 suggests ways in which the intersection could mark the presence of the village. The intersection with the Mid Lane footpath to the south of the junction, and the presence of the Spur pub to the north, could act as forewarning markers either side of this critical place.

The sketch below illustrates the key principles for rural gateway design characteristics.

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Detailed Proposals

We would recommend that, with the exception of the A29 crossing where significant improvements are necessary, most of the measures adopted for Slindon are small scale, low-key interventions. These could be carried out whenever opportunities through new development or maintenance measures are planned, or as part of a locally managed programme. Such measures could inform the refinement of a local village plan, and inform all future highway investment by the local authority.

Such measures would include:the removal of all centre lines and highway signs within the village

the replacement of existing high kerbs with a �00 mm wide reinforced grass verge, capable of carrying large vehicles. This will soften the carriageway edges and reduce pedestrian segregation

the retention and enhancement of grass verges alongside buildings and walls to extend this existing characteristic detail

tightening the perceived radius bends at junctions to reduce speeds and extend verges and pedestrian areas. Grass verges or contrasting surface dressing could be used to achieve this.

reducing apparent widths to maintain carriageways of 4.1 - � metres maximum

defining parking spaces wherever appropriate with distinctive surfacing, such as packed hogging or resin-bound gravel

cutting back and thinning key areas of planting and vegetation to improve visibility of of key facilities, such as alongside the school

introducing a clear and legible route for walkers through the village, enhancing signs to footpaths and bridleways. Simple, consistent fingerposts could be devised in concert with the new National Park.

assigning specific names to the key places so as to strengthen their identity, give them greater status, and distinguish such locations from the rest of the linear lanes and streets.

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Key sections and dimensions


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The junction with the A29

The high speed layout of the A29 adversely segregates the two communities of Slindon and Slindon Common. The carriageway widths, the signing and the hatched central reserve all emphasize a high speed, trunk road character to drivers. The directional signs also suggest that Slindon is remote, even though several village houses front the A29.

It is essential to create an intersection that fosters low speeds (c. 1�-22 mph) on the start stretch of the junction and its approaches. The junction needs to emphasize the cross-connections, and to signal proximity to the village.

Trees on a grassed central reserve and a narrowed carriageway, combined with a ghost central island at the junction will reduce vehicular speeds thanks to a change in the horizontal alignment, and provide shelter both for pedestrians and turning vehicles. The trees and the different paving materials draw drivers’ attention to the changed environment, and create a contrast to the rest of the A29.

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Coronation Hall and the School frontCoronation Hall and the school form the focal point of Slindon, attracting the most activity. At present the school is all but invisible, screened by thick overgrown vegetation. A footpath marked by a clumsy steel barrier is the only marker of the footpath entrance.

The opening of a café in the old forge will give a great opportunity to encourage human activity on the street, and some outside furniture will have a very beneficial effect on traffic speeds and drivers’ awareness.

With so many potential activities on the street, there is no need for very extensive highway remodelling. The use of a grass verge rather than kerb and a simple treatment of the asphalt surface could enhance the forecourt of Coronation Hall, the presence of the school and the places where children congregates, emphasising the shared space environment.

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improved legibility betw

een school and street


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The greater the awareness of drivers of the presence of activity such as the school, the greater the level of safety through low-speeds and responsiveness. At present drivers approaching from the A29 have no perception of the school. Trimming and reducing the vegetation will help re-establish the school presence and status, and improve the safety and civility of this key stretch of streetscape.

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Park Lane/School Hill junctionThis junction feels oversized, and speeds feel uncomfortably high. The carriageway is indeed unnecessarily wide, with excessive turning radii on the corners.

We recommend tightening the geometry by extending the grassed area on the north side of the junction. We would widen and emphasize the start of the bridleway/footpath west of Dairy Cottage, and promote a stronger sense of place through a bench or the location of some play equipment.

The whole junction could be repaved in stone setts or high quality tarmac framed by bricks (using materials already characteristic of the village). This simple junction layout and the use of materials could be kept consistent throughout the village.


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Church Hill/ School Hill junctionThis junction is reasonably constrained, although there is an inconsistent arrangement of footways. The space by the post box is not comfortable for pedestrians.

Some simple place-making at this intersection could give greater prominence to the distinctive lamp column, the post-box and the village pump

A simple re-paving of the whole junction would provide a more coherent sense of place at this junction, and improve comfort levels for pedestrians. Replacing the kerb with a grass verge would help soften the approach and create a more consistent environment, and give prominence to the modest by characterful local landmarks.


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The pond

The pond is an excellent feature of Slindon, but does not appear to be sufficiently visible from the road beside it. Historic photos show it serving an important role in the life of the village.

The carriageway could recognise the presence of the pond as a place-making feature, as well as the well-head and the important footpath into Slindon. One idea could be a simple treatment of concentric arches of stone setts that could recall the waves formed by a thrown pebble, to subtly celebrate this beautiful corner of the village. No further paving would be required.

The visibility and accessibility of the pond could be improved by a regular trimming of the vegetation.The kerb along the road could be replaced by a grassed verge to emphasize the rural element of the surroundings. Should resources allow, further improvements to allow greater access to the pond would increase the presence of this special asset.

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Mill Lane junction

Mill Lane forms an entry point to the village from Baycombe Lane. It leads to a popular walk from Slindon, although this is poorly indicated from the centre of the village. Improving the legibility of this key junction helps establish the low-speed framework within Slindon.

The junction could be re-paved in stone setts or tarmac framed by bricks. The verges could be tidied up and made consistent along the edges of the road. A finger-post could direct walkers towards the bridleway, providing a landmark on the rights-of-way network.

Sight-lines and dimensions are sufficiently constrained at this point to maintain low-speeds, whilst coping with the significant number of agricultural vehicles. Robust, large-stone paving would likewise cope with the turning movements of vehicles at this point.


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Church Hill/ Top Road junctionThis important space at the top of Church Hill is marked by a recently-planted tree that sits in the middle of the junction with a well used bench around its trunk. The tree enhances an already beautiful corner, well kept by the residents.

These features can be further enhanced through an appropriate paving of the carriageway that could follow a circular layout and create an informal roundabout. The corners of the junction could be tightened by widening the verge as necessary. The kerb on Top Hill could be replaced by a �00 mm grass verge, and the intrusive stop lines removed.

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Church front

The fine wall of flint and brick coping enclosing Slindon College frames the northern approach to the village opposite the handsome catholic church. The cars parked alongside this wall provide useful space, especially for church-goers and walkers. However the parking and centre line create a strong linear emphasis.

Two minor measures could improve this area and help reduce speeds. Firstly, the presence of the church gate and forecourt could be emphasized by extending the surface material into the street. (A similar treatment could be applied to the church on Church Hill). This creates a subtle punctuation mark to animate the street.

Secondly the visual width of the street could be reduced by inserting a row of stone setts or bricks to frame the existing gravel surface of the parking area. The same treatment could be applied to other parking areas, such as Church Hill. (beyond the former shop). We would recommend carefully maintaining the existing grass verge along the eastern side of this area.

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College corner

A sharp bend defines the northern entry into Slindon. This important space is framed by the entry to Slindon College to the west, and marks the start of a popular bridleway to the Little Downs. The footpath entrance is obscured by vegetation, and by the informal parking in the space.

This corner is key to creating a distinct entrance to Slindon, but its potential is currently underplayed. A simple paving treatment could add emphasis to the bridleway and help define the change in scale and speed context. Some parking spaces for walkers could be informally defined to help frame the gateway, and the bridleway entrance could be trimmed and marked by a finger post.

The selection of paving and surface treatment could introduce a vocabulary of materials appropriate to Slindon (bricks and stone setts or neutrally coloured tarmac) and alert drivers to the slower speed context of the village and the contrast with the rural highway.

The picture also shows an example Slindon sign. Such sign could be used on all village ‘gateways’ including the A29, as well as Mill Road and Shellbridge Road in Slindon Common.

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The next steps

This brief report is intended to inform and extend local debate concerning ways in which Slindon might retain and enhance its unique and distinctive qualities, whilst coping with the realities of traffic. It is merely a starting point, and offers a series of related recommendations based on a clear set of design principles. The purpose of illustrating such measures is to offer an insight into the potential adaptation of the highway network in Slindon, in order to reach a consensus between the highway authority, the new National Park, the National Trust, the School, and the many residents and other interested parties.

The study sketches out an approach to traffic in villages that builds on current national policies and emerging best practice in the field of rural traffic design. The principles are well suited to exploit and enhance the special characteristics of Slindon, as well as other rural settlements in West Sussex and in and around the National Park. As such, the report should also be considered as a starting point for informing county-wide policy at a time of rapid change and budgetary constraint.

We would therefore recommend that Slindon be put forward as a potential pilot project to test, develop and refine the approach, and to both inform and inspire the many other communities dedicated to maintaining and improving the quality and cohesiveness of the built environment.

Issues needing further discussion and clarification include:

- confirmation of materials

- maintenance costs for additional grassed areas

- feasibility and affordability of a more radical scheme for the pond area.

Documents

Slindon Village: 20 MPH Speed Limits – Proposed …The two splendid churches, together with Slindon College and most of the fine houses conceal themselves modestly, set back from