Manual for for Streets Str eets
Manual for Streets Streets
Published by Thomas Telford Publishing, Thomas Telford Ltd, 1 Heron Quay, London E14 4JD. www.thomastelford.com Distributors for Thomas Telford books are USA: ASCE Press, 1801 Alexander Bell Drive, Reston, VA 20191-4400, USA Japan: Maruzen Co. Ltd, Book Department, 3–10 Nihonbashi 2-chome, Chuo-ku, Tokyo Tokyo 103 Australia: DA Books and Journals, 648 Whitehorse Road, Mitcham 3132, Victoria First published 2007 Published for the Department for Transport Transport under licence from the Controller of Her Majesty’s Stationery Ofce © Queen’s Printer and Controller of HMSO, 2007 Copyright in the typographical arrangement and design rests with the Queen’s Printer and Controller of HMSO. This publication (excluding logos) may be reproduced free of charge in any format or medium for non-commercial research, private study or for circulation within within an organisation. This is subject to it being reproduced accurately and not used in a misleading context. The copyright of the material must be acknowledged and the title and publisher specied. This publication is value added material and as such is not subject to the Public Sector Information Click-Use Click-Use Licence System. For any other use of this material apply for a Value Added Click-Use Licence at www.opsi.gov.uk or write to the Licensing Division, Ofce of Public Sector Information, St Clements House, 2–16 Colegate, Norwich NR3 1BQ. Fax: 01603 723000 or e-mail:
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Contents Foreword Preface Preface
6 7
Section A Context and process
1
Introduction
10
2
Streets in context
3
The design process - from policy to implementation
Section B Design principles
4
Layout and connectivity
5
Quality places
Section C Detailed design issues
6
Street users’ needs
7
Street geometry geometry
8
Parking
9
Traffic signs and markings marking s
14
40
50 62
78
98 114
10 Street furniture and street lighting 11 Materials, adoption and maintenance Index
138
120 126
22
Acknowledgements
Project team Manual for Streets was produced by a team led by consultants WSP, with Llewelyn Davies Yeang (LDY), Phil Jones Associates (PJA) and TRL Limited on behalf of the Department for Transport, and Communities and Local Government. The core team comprised (all lists in alphabetical order): • Annabel Bradbury (TRL) • Andrew Cameron (WSP) • Ben Castell (LDY) • Phil Jones (PJA) • Tim Pharoah (LDY), • Stuart Reid (TRL) • Alan Young – Project Manager, (WSP) With additional research and assistance by: Sam Carman (WSP), Tom Ewings (TRL), Una McGaughrin (LDY) Peter O’Brien (LDY), Ross Paradise (TRL), Christianne Strubbe (Hampshire County Council), Iain York (TRL) Graphic design by Llewelyn Davies Yeang (Ros Shakibi, Ting LamTang and Thanh Tung Uong, with artwork by Alexandra Steed) and overseen by Ela Ginalska (Department for Transport) Steering group The Project Steering Group included: Bob Bennett (Planning Ofcers Society), Edward Chorlton (Devon County Council), Vince Christie (Local Government Association), Wayne Duerden (Department for Transport) Transport) Louise Duggan (Commission for Architecture and the Built Environment), Ray Farrow (Home Builders’ Federation) George Hazel (Urban Design Alliance), Ed Hobson (Commission for Architecture Architecture and the Built Environment), Gereint Killa (Department for Transport), Transport), Grahame Lawson (Disabled Persons Transport Advisory Committee), Spencer Palmer (Department for Transport), John Smart (Institution of Highways and Transportation), Larry Townsend (Communities and Local Government), Polly Turton (Commission for Architecture and the Built Environment), David Williams (Department for Transport), Mario Wolf (Communities and Local Government), Philip Wright (Health & Safety Executive) Sounding board Further advice was received from an invited Sounding Board consisting of: Tony Aston (Guide Dogs for the Blind Association), David Balcombe (Essex County Council), Peter Barker (Guide Dogs for the Blind Association), Richard Button (Colchester Borough Council) Jo Cleary (Friends of the Lake District), Meredith Evans (Borough of Telford & Wrekin Council), Tom Franklin (Living Streets), Jenny Frew (English Heritage), Stephen Hardy (Dorset County Council), Richard Hebditch (Living Streets), Ian Howes (Colchester Borough Council), Andrew Linfoot (Halcrow), Peter Lipman (Sustrans), Ciaran McKeon (Dublin Transport Ofce), Elizabeth Moon, (Essex County Council), Nelia Parmaklieva (Colchester Borough Council), Mark Sackett (RPS), Paul Sheard (Leicestershire County Council), Alex Sully (Cycling England), Carol Thomas (Guide Dogs for the Blind Association), Andy Yeomanson (Leicestershire (Leicestershire County Council), Emily Walsh (Solihull Metropolitan Borough Council), Leon Yates (London Borough of Lewisham)
Additional consultation and advice Additional consultation took place with the following: Mark Ainsworth (George Wimpey), John Barrell (Jacobs Consultancy), Terry Brown (GMW Architects), Hywel Butts (Welsh Assembly Government), David Coatham (Institution of Lighting Engineers), Mike Darwin (Leeds City Council), Adrian Lord (Arup / Cycling England), Kevin Pearson (Avon Fire & Rescue Service), Michael Powis (Nottinghamshire Police), Gary Kemp (Disabled Persons Transport Transport Advisory Committee), Malcolm Lister (London Borough of Hounslow) In addition to those already listed, substantial comments on drafts of the manual were received from: Duncan Barratt (West Sussex County Council), Neil Benison (Warwickshire (Warwickshire County Council), Daniel Black (Sustrans), Rob Carmen (Medway Council), Greg Devine (Surrey County Council), John Emslie (MVA Consultancy), Heather Evans (Cyclists’ Touring Club), David Groves (Cornwall County Council), Steve Mead (Derbyshire County Council), Christine Robinson (Essex County Council), Mick Sankus (Medway Council), Mike Schneider (North Somerset Borough Council), Graham Paul Smith (Oxford Brookes University), Fiona Webb (Mid Bedfordshire District Council), Bob White (Kent County Council) Case studies A number of case studies were investigated in the compilation compilation if the Manual. These are listed below, along with the individuals who provided assistance: • Beaulieu Park, Chelmsford: Sarah Hill-Sanders, Chelmsford Borough Council Chris Robinson, Essex County Council • Charlton Down, Dorset: Stephen Hardy, Dorset County Council Ian Madgwick, Dorset County Council • Crown Street, Glasgow: Elaine Murray, Glasgow City Council Mic Ralph, Glasgow City Council Stephen Rigg, CZWG Architects • Darwin Park, Licheld: Steve Clarke, Staffordshire County Council Ian Thompson, Licheld District Council • Hulme, Manchester: Kevin Gillham, Manchester City Council Brian Kerridge, Manchester City Council • Limehouse Fields, Tower Hamlets: Angelina Eke, Tower Hamlets Borough Council John Hilder, Tower Hamlets Borough Council • New Hall, Harlow: Alex Cochrane, Roger Evans Associates Keith Lawson, Essex County Council Mriganka Saxena, Roger Evans Associates • Pirelli site, Eastleigh: Dave Francis, Eastleigh Borough Council Eric Reed, Eastleigh Borough Council • Queen Elizabeth Park, Guildford: David Barton, Guildford Borough Council David Taylor, Surrey County Council • Staithes South Bank, Gateshead: Alastair Andrew, Gateshead Council Andy Szandrowski, Gateshead Council
Manual for Streets
Status and application
Manual for Streets (MfS) supersedes Design Bulletin 32 and its companion guide Places, Streets and Movement , which are now withdrawn in England and Wales. It complements Planning Policy Statement 3: Housing and Planning Policy Wales. Wales . MfS comprises technical guidance and does not set out any new policy or legal requirements. MfS focuses on lightly-trafcked residential streets, but many of its key principles may be applicable to other types of street, for example high streets and lightly-trafcked lanes in rural areas. It is the responsibility of users of MfS to ensure that its application to the design of streets not specically covered is appropriate.
Manual for Streets
MfS does not apply to the trunk road network. The design requirements for trunk roads are set out in the Design Manual for Roads and Bridges (DMRB). MfS only applies formally in England and Wales. The policy, legal and technical frameworks are generally the same in England and Wales, but where differences exist these are made clear.
Foreword
Streets are the arteries of our communities – a community’s success can depend on how well it is connected to local services and the wider world. However, However, it is all too easy to forget that streets are not just there to get people from A to B. In reality, streets have many other functions. They form vital components of residential areas and greatly affect the overall quality of life for local people. Places and streets that have stood the test of time are those where trafc and other activities have been integrated successfully, and where buildings and spaces, and the needs of people, not just of their vehicles, shape the area. Experience suggests that many of the street patterns built today will last for hundreds of years. We owe it to present and future generations to create well-designed places that will serve the needs of the local community well. In 2003, we published detailed research1 which demonstrated demonstrated that the combined effect of the existing policy, legal and technical framework was not helping to generate consistently good quality streets. Without changes this framework was holding back the creation of the sustainable residential environments that communities need and deserve. As a society, we have learned to appreciate the value of a clear and well-connected street
1
DfT, ODPM (July 2003) Better Streets, Better Places – Delivering Sustainable Residential Environments: PPG3 and Highway Adoption. Adoption . London: ODPM.
Gillian Merron MP Transport Minister
network, well dened public and private spaces, and streets that can be used in safety by a wide range of people. We also understand the benets of ensuring that the different functions of streets are integral to their design from the outset. But we need to do more to recognise the role that streets play in the life of a community, particularly the positive opportunities that they can bring for social interaction. T To o achieve this we need strong leadership and clear vision. Importantly, we need to tackle climate change, and helping and encouraging people to choose more sustainable ways of getting around will be key. Manual for Streets explains how to respond to these issues. Although it does not set out new policy or legislation, it shows how the design of residential streets can be enhanced. It also advises on how street design can help create better places – places with local distinctiveness and identity. In addition, it establishes a common reference reference point for all those involved in the design of residential neighbourhoods. This publication represents a strong Government and Welsh Assembly commitment to the creation of sustainable and inclusive public spaces. We hope that everyone who plays a part in making and shaping the built environment will embrace its principles to help deliver places that work for communities now, and in the future.
Baroness Andrews OBE Parliamentary Under Secretary of State Communities and Local Government
Tamsin Dunwoody AM Deputy Minister for Enterprise, Innovation and Networks Deputy Minister Minister for Environment, Planning & Countryside Manual for Streets
Preface
Manual for Streets (MfS) replaces Design Bulletin 32, 32, rst published in 1977, and its companion guide Places, Streets and Movement . It puts well-designed residential streets at the heart of sustainable communities.
the environment. MfS addresses these points, recommending revised key geometric design criteria to allow streets to be designed as places in their own right while still ensuring that road safety is maintained.
For too long the focus has been on the movement function of residential streets. The result has often been places that are dominated by motor vehicles to the extent that they fail to make a positive contribution to the quality of life. MfS demonstrates the benets that ow from good design and assigns a higher priority to pedestrians and cyclists, setting out an approach to residential streets that recognises their role in creating places that work for all members of the community. community. MfS refocuses on the place function of residential streets, giving clear guidance on how to achieve well-designed streets and spaces that serve the community in a range of ways.
MfS is clear that uncoordinated decision-making can result in disconnected, bland places that fail to make a contribution to the creation of thriving communities. It recommends that development teams are established to negotiate issues in the round and retain a focus on the creation of locally distinct, high-quality places. Where high levels of change are anticipated, designers and other stakeholders are encouraged to work together strategically from an early stage. MfS also recommends the use of tools such as masterplans and design codes.
MfS updates the link between planning policy and residential street design. It challenges some established working practices and standards that are failing to produce good-quality outcomes, and asks professionals to think differently differently about their role in creating successful neighbourhoods. It places particular emphasis on the importance of collaborative working and coordinated decision-making, as well as on the value of strong leadership and a clear vision of design quality at the local level. Research carried out in the preparation preparation of Manual for Streets indicated that many of the criteria routinely applied in street design are based on questionable or outdated practice. For example, it showed that, when long forward visibility is provided and generous carriageway width is specied, driving speeds tend to increase. This demonstrates demonstrates that driver behaviour is not xed; rather, it can be inuenced by
Manual for Streets
Neighbourhoods where buildings, streets and spaces combine to create locally distinct places and which make a positive contribution to the life of local communities need to become more widespread. widespread. MfS provides a clear framework for the use of local systems and procedures; it also identies the tools available to ensure that growth and change are planned for and managed in an integrated way. way. The aspirations of MfS – interdisciplinary working, strategic coordination and balanced decision making – will only become a reality if they are developed and applied at a local level. This is already happening in some places, and the results are promising – this document aims to make the adoption of such practice the norm. MfS does not set out new policy or introduce new additional burdens on local authorities, highway authorities or developers. Rather it presents guidance on how to do things differently differently within the existing policy, technical and legal framework.
A Context and process
1 Introduction
s e i t r e p o r P e d i s y r t n u o C
Chapter aims •
•
•
•
1.1
Set out the aims of Manual for Streets. Streets. Explain the status of Manual for Streets and its relationship with local design standards and the Design Manual for Roads and Bridges. Bridges. Promote greater collaboration between all those involved in the design, approval and adoption processes. processes. Summarise key changes from previous guidance.
Aims of the document
1.1.1 There is a need to bring about a transformation transformation in the quality of streets. This requires a fundamental culture change in the way streets are designed and adopted, including a more collaborative approach between the design professions professions and other stakeholders. People need to think creatively about their various roles in the process of delivering streets, breaking away from standardised, prescriptive, risk-averse methods to create high-quality places.
1
Ofce of the Deputy Prime Minister (ODPM) (2005) Planning Policy Statement 1: Delivering Sustainable Development. London: The Stationery Ofce (TSO). 2 Communities and Local Government (2006) Planning Policy Statement 3: Housing. London: TSO. 3 Welsh Assembly Government (2002). Planning Policy Wales. Cardiff: National Assembly for Wales (NAfW). Chapter 2, Planning for Sustainability. 4 Commission for Architecture and the Built Environment (CABE) (2006) The Principles of Inclusive Design (They Include You). You). London: CABE. (Wales (Wales:: See also Welsh Assembly Government (2002). Technical Advice Note 12: Design. Cardiff: NAfW. Chapter 5, Design Issues.)
s e i t r e p o r P e d i s y r t n u o C
1.1.2 Streets Streets make up the greater part of the public realm. Better-designed Better-designed streets therefore therefore contribute signicantly to the quality of the built environment and play a key role in the creation of sustainable, inclusive, mixed communities consistent with the policy objectives of Planning Policy Statement 1: Delivering Sustainable Development (PPS1) Development (PPS1)1, Planning Policy Statement 3: Housing (PPS3)2 and Planning Policy Wales (PPW). 3 1.1.3 Manual for Streets (MfS) is expected to be used predominantly for the design, construction, adoption and maintenance of new residential streets, but it is also applicable to existing residential streets subject to re-design. For new streets, MfS advocates a return to more traditional patterns which are easier to assimilate into existing built-up areas and which have been proven to stand the test of time in many ways. 1.1.4 Streets should not be designed just to accommodate accommodate the movement of motor vehicles. It is important that designers place a high priority
Manual for Streets
Figure 1.1 Streets should be attractive places that meet the needs of all users.
on meeting the needs of pedestrians, cyclists and public transport users, so that growth in these modes of travel is encouraged (Fig. 1.1).
1.1.5 MfS aims to assist in the creation of streets that: • help to build and strengthen the communities they serve; • meet the needs of all users, by embodying the principles of inclusive design (see box); • form part of a well-connected network; • are attractive and have their own distinctive identity; • are cost-effective cost-effective to construct and maintain; and • are safe.
The principles of inclusive design Inclusive design:4 • places people at at the heart of the design process; • acknowledges diversity and difference; difference; • offers choice where a single single solution cannot accommodate accommodate all users; • provides for exibility in use; and • provides buildings and environments that are convenient and enjoyable to use for everyone.
1.1.6 MfS discourages the building of streets that are: • primarily designed to meet the needs of motor trafc; • bland and unattractive; • unsafe and unwelcoming unwelcomi ng to pedestrians and cyclists; • difcult to serve by public transport; and • poorly designed and constructed (Fig. 1.2).
11
1.1.7 For the purposes of this document, a street is dened as a highway that has important public realm functions beyond the movement of trafc. trafc. Most critically, streets should have a sense of place, which is mainly realised through local distinctiveness and sensitivity in design. They also provide direct access to the buildings and the spaces that line them. Most highways in built-up areas can therefore be considered as streets.
1.2
Who the manual is for
1.2.1 MfS is directed to all those with a part to play in the planning, design, approval or adoption of new residential streets, and modications to existing residential streets. This includes the following (in alphabetical order): • Organisations: – developers; – disability and other user groups; – emergency services; – highway and trafc authorities; – planning authorities; – public transport providers; providers; – utility and drainage companies; and – waste collection authorities. • Professions: – access/accessibility access/accessibility ofcers; – arboriculturists; – architects; – drainage engineers; – highway/trafc engineers; – landscape architects; architects; – local authority risk managers; – police architectural architectural liaison ofcers and crime prevention ofcers; – road r oad safety auditors; – street lighting engineers; – town planners; – transport planners; – urban designers. 1.2.2 These lists are not exhaustive and there are other groups with a stake in the design of streets. Local communities, elected members and civic groups, in particular, are encouraged to make use of this document. 1.2.3 MfS covers a broad range of issues and it is recommended that practitioners read every section regardless of their specic area of interest . This will create a better understanding of the many and, in some cases, conicting
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P S W , n o r e m a C w e r d n A
Figure 1.2 Streets should not be bland and unwelcoming.
priorities that can arise. A good design will represent a balance of views with any conicts resolved through compromise and creativity. creativity.
1.3
Promoting joint working
1.3.1 In the past street design has been dominated by some stakeholders at the expense of others, often resulting in unimaginatively uni maginatively designed streets which tend to favour motorists over other users. 1.3.2 1.3. 2 MfS aims to address this by encouraging a more holistic approach to street design, while assigning a higher priority to the needs of pedestrians, cyclists and public transport. The intention is to create streets that encourage greater social interaction and enjoyment while still performing successfully as conduits for movement. 1.3.3 It is important for the various parts of local government to work together when giving input to a development proposal. Developers may be faced with conicting requirements if different parts of local government fail to coordinate their input. This can cause delay and a loss of design quality. This is particularly particul arly problematic when one section of a local l ocal authority – for example the highway adoption or maintenance engineers – become involved late on in the process and require signicant changes to the design. A collaborative process is required from the outset.
1.4 1. 4
DMRB and other design standards
1.4.1 The Department for Transport does not set design standards for highways – these are set by the relevant highway authority.
Manual for Streets
1.4.2 The Secretary of State for Transport is the highway authority for trunk roads in England and acts through the Highways Agency (HA). In Wales the Welsh Assembly Government is the highway authority for trunk roads. The standard standard for trunk roads is the Design Manual for Roads and Bridges (DMRB).5 1.4.3 Some trunk roads could be described as ‘streets’ within the denition given in MfS, but their strategic nature means that trafc movement is their primary function. MfS does not apply to trunk roads. 1.4.4 The DMRB is not an appropriate design standard for most streets, particularly those in lightly-trafcked residential and mixed-use areas. 1.4.5 Although MfS provides guidance on technical matters, local standards and design guidance are important tools for designing in accordance with the local context. Many local highway authorities have developed their own standards and guidance. Some of these documents, particularly those published in recent years, have addressed issues of placemaking and urban design, but most have not. It is therefore strongly recommended that local authorities review their standards and guidance to embrace the principles of MfS. MfS . Local standards and guidance should focus on creating and improving local distinctiveness through the appropriate choice of layouts and materials materials while adhering to the overall guidance given in MfS.
1.5
Development of Manual for Streets
1.5.1 The preparation of MfS was recommended in Better Streets, Better Places, Places ,6 which advised on how to overcome barriers to the creation of better quality streets.
5 Highways Agency (1992) Design Manual for Roads and Bridges. Bridges. London: TSO. 6 ODPM and Department for Transport (2003) Better Streets, Better Places: Delivering Sustainable Residential Environments; Environments ; PPG3 and Highway Adoption London: TSO.
1.5.2 MfS has been produced as a collaborative effort effort involving a wide range of key stakeholders with an interest in street design. It has been developed by a multi-disciplinary team of highway engineers, urban designers, planners and researchers. researchers. The recommendations contained herein are based on a combination of: • primary research; • a review of existing research; • case studies;
Manual for Streets
• •
existing good practice guidance; and consultation with stakeholders and practitioners.
1.5.1 During its preparation, efforts have been made to ensure that MfS represents a broad consensus and that it is widely accepted as good practice.
1.6
Changes in approach
1.6.1 The main changes in the approach to street design that MfS recommends are as follows: • applying a user user hierarchy to the design design process with pedestrians at the top; • emphasising a collaborative collaborativ e approach to the delivery of streets; • recognising the importance of the community function of streets as spaces for social interaction; • promoting an inclusive environment that recognises the needs of people of all ages and abilities; • reecting and supporting pedestrian desire lines in networks and detailed designs; • developing masterplans and preparing design codes that implement them for larger-scale developments, and using design and access statements for all scales of development; • creating networks of streets that provide permeability and connectivity to main destinations and a choice of routes; • moving away from hierarchies of standard standard road types based on trafc ows and/or the number of buildings served; • developing street character types on a location-specic basis with reference to both the place and movement functions for each street; • encouraging innovation with a exible approach to street layouts and the use of locally distinctive, durable and maintainable materials and street furniture; • using quality audit systems that demonstrate how designs will meet key objectives for the local environment; • designing to keep vehicle speeds at or below 20 mph on residential streets unless there are overriding reasons for accepting higher speeds; and • using the minimum of highway design features necessary to make the streets work properly.
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2 Streets in context context
P S W , n o r e m a C w e r d n A
Chapter aims •
•
•
•
•
2.1
Explain the distinction between ‘streets’ and ‘roads’. Summarise the key functions of streets. Propose a new approach to dening street hierarchies, based on their signicance in terms of both place and movement. Set out the framework of legislation, standards and guidance that apply to the design of streets. Provide guidance to highway authorities in managing their risk and liability.
Introduction
2.1.2 The key recommendation is that increased consideration should be given to the ‘place’ function of streets. streets . This approach to addressing the classication of streets needs to be considered across built-up areas, including rural towns and villages, so that a better balance between different functions and street users is achieved.
2.2
Streets and roads
2.2.1 A clear distinction can be drawn between streets and roads. Roads are essentially highways whose main function is accommodating the movement of motor trafc. Streets are typically lined with buildings and public spaces, and while movement is still a key function, there are several others, of which the place function is the most important (see ‘Streets – an historical perspective’ box).
2.1.1 2.1.1 This chapter sets out the overall framework in which streets are designed, built and maintained.
Streets – an historical perspective Most historic places owe their layout to their original function. Towns Towns have grown up around a market place (Fig. 2.1), a bridgehead or a harbour; villages were formed according to the pattern of farming and the ownership of the land. The layouts catered mostly for movement on foot. The era of motorised transport and especially privately-owned motor vehicles has, supercially at least, removed the constraint that kept urban settlements compact and walkable. a
When the regulation of roads and streets began, spread of re was the main concern. Subsequently health came to the forefront and the classic 36 ft wide bye-law street was devised as a means of ensuring the passage of air in densely built-up areas. Later, the desire to guarantee that sunshine would get to every house led to the requirement requirement for a 70 ft separation between house h ouse fronts, and this shaped many developments from the 1920s onwards. It was not until after the Second World War, War, and particularly with the dramatic increase in car ownership from the 1960s onwards, that trafc considerations came to dominate road design. b
Figure 2.1 Newark: (a) the Market Place, 1774; and (b) in 2006.
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n o r e m a C w e r d n A
1
2.2.2 Streets have to full a complex variety of functions in order to meet people’s needs as places for living, working and moving around in. This requires a careful and multi-disciplinary approach that balances potential conicts between different objectives. 2.2.3 In the decades following the Second World War, there was a desire to achieve a clear distinction between two types of highway: • distributor roads, designed for movement, where pedestrians were excluded or, at best, marginalised; and • access roads, designed to serve buildings, where pedestrians were accommodated. This led to layouts where buildings were set in the space between streets rather than on them, and where movement on foot and by vehicle was segregated, segregated, sometimes using decks, bridges or subways. Many developments constructed using such layouts have had signicant social problems and have either been demolished or undergone major regeneration (Fig. 2.2). 2.2.4 This This approach to network planning limited multi-functional streets to the most lightly-trafcked routes. This has led to development patterns where busy distributor roads link relatively small cells of housing. Such layouts are often not conducive to anything but the shortest of trips on foot or by bicycle. It is now widely recognised that there are many advantages in extending the use of multi-functional streets in urban areas to busier routes.
Snellen, D. (1999) The relationship between urban form and activity patterns. In Proceedings of the European Transport Conference, Cambridge, Cambridge , 1999. London: PTRC. pp. 429–439. 2 ODPM and Home Ofce (2004) Safer (2004) Safer Places: The Planning System and Crime Prevention. Prevention. London: TSO. 3 ODPM (2005) Planning Policy Statement 1: Delivering Sustainable Developments. Developments . London: TSO. (Wales (Wales:: Welsh Assembly Government (2002) Planning Policy Wales. Wales. Cardiff: NAfW.)
2.2.5 Streets that are good quality places achieve a number of positive outcomes, creating a virtuous circle: • attractive and well-connected permeable street networks encourage more people to walk and cycle to local destinations, improving their health while reducing motor trafc, energy use and pollution; 1 • more people on the streets leads to improved personal security and road safety – research shows that the presence of pedestrians on streets causes drivers to travel more slowly; 2 • people meeting one another on a casual basis strengthens communities and encourages a sense of pride in local environments; and • people who live in good-quality environments are more likely to have a sense of ownership and a stake in maintaining the quality of their local streets and public spaces. 2.2.6 Well-designed streets thus have a crucial part to play in the delivery of sustainable communities, dened as ‘places where people want to live and work, now and in the future’. 3 2.2.7 Lanes in rural areas can provide other functions than just movement, including various leisure activities such as walking, cycling and horse riding.
1
Figure 2.2 A poor-quality space with a layout where pedestrians and vehicles are segregated. It has not been a success and the area is now undergoing regeneration. regeneration.
1
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2.3
Principal functions of streets
2.3.1 Streets have ve principal functions; • place; • movement; • access; • parking; and • drainage, utilities and street lighting. These functions are derived from Paving the Way .4
Place 2.3.2 The place function is essentially what distinguishes a street from a road. The sense of place is fundamental to a richer and more fullling environment. It comes largely from creating a strong relationship between the street and the buildings and spaces that frame it. The Local Government White Paper 5 makes it clear that, in creating sustainable communities, local authorities have an essential and strategic role. 2.3.3 An important principle was established in Places, Streets and Movement 6 – when planning new developments, achieving a good place should come before designing street alignments, cross-sections cross-sections and other details . Streets should be tted around signicant buildings, public spaces, important views, topography, topography, sunlight and microclimate. 2.3.4 A sense of place encompasses a number of aspects, most notably the street’s: street’s: • local distinctiveness;
4 Commission for Architecture and the Built Environment (CABE) and ODPM (2002) Paving the Way: How we Achieve Clean, Safe and Attractive Streets. Streets. London: Thomas Telford Ltd. 5 Communities and Local Government (2006) Strong and Prosperous Communities: The Local Government White Paper . London: TSO. 6 Department for Environment, Transport and the Regions (DETR) (1998) Places, Streets and Movement: A Companion Guide to Design Bulletin 32 – Residential Roads and Footpaths. Footpaths . London: TSO.
• •
visual quality; and propensity to encourage social activity (Fig. 2.3). These are covered in more detail in Chapters 4 and 5. 2.3.5 The choice of surface materials, planting and street furniture has a large part to play in achieving a sense of place. The excessive or insensitive use of trafc signs and other street furniture has a negative impact on the success of the street as a place. It is particularly desirable to minimise the environmental impact of highway infrastructure in rural areas, for example, where excessive lighting and the inappropriate use of kerbing, signs, road markings and street furniture can urbanise the environment.
Movement 2.3.6 2.3.6 Providing for movement along a street is vital, but it should not be considered independently of the street’s other functions. The need to cater for motor vehicles is well understood by transport planners, but the passage of people on foot and cycle has often been neglected. Walking and cycling are important modes of travel, offering a more sustainable alternati ve to the car, making a positive contribution to the overall character of a place, public health and to tackling climate change through reductions in carbon emissions. Providing for movement is covered in more detail in Chapters 6 and 7.
y l l e r r a F e n i a r r o L
Figure 2.3 A residential environment showing distinctive character.
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2.4
The balance between place and movement
2.4.1 Of the ve functions, place and movement are the most important in determining the character of streets.
g n a e Y s e i v a D n y l e w e l L
Figure 2.4 An example of a sustainable drainage system.
Access 2.3.7 Access to buildings and public spaces is another important function of streets. Pedestrian access should be designed for people of all ages and abilities. 2.3.8 Providing frontages that are directly accessible on foot and that are overlooked from the street is highly desirable in most circumstances as this helps to ensure that streets are lively and active places. The access function is covered in Chapters 6 and 7.
Parking 2.3.9 2.3.9 Parking is a key function of many streets, although it is not always a requirement. A well-designed arrangement of on-street parking provides convenient access to frontages and can add to the vitality of a street. Conversely, poorly designed parking can create safety problems and reduce the visual quality of a street. Parking is covered in more detail in Chapter 8.
Drainage, utilities and street lighting 2.3.10 2.3.10 Streets are the main conduits for drainage and utilities. Buried services can have a major impact on the design and maintenance requirements of streets. Sustainable drainage systems can bring environmental benets, such as ood control, creating wildlife habitats and efcient wastewater recycling (Fig. 2.4). Drainage and utilities are covered in Chapter 11, and street lighting is covered in Chapter 10.
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2.4.2 In the past, road design hierarchies have been based almost exclusively on the importance attributed to vehicular movement. This has led to the marginalisation of pedestrians and cyclists in the upper tiers where vehicular capacity requirements predominate. predominate. The principle that a road was primarily for motor trafc has tended to lter down into the design of streets in the bottom tiers of the hierarchy. 2.4.3 This approach has created disjointed patterns of development. High-speed roads often have poor provision for pedestrian activity, activity, cutting residential areas off from each other and from other parts of a settlement. In addition, the hierarchy does not allow for busy arterial streets, which feature in most towns and cities. 2.4.4 Streets should no longer be designed by assuming ‘place’ to be automatically subservient to ‘movement’. Both should be considered in combination, with their relative importance depending on the street’s function within a network. It is only by considering both aspects that the right balance will be achieved. It is seldom appropriate to focus solely on one to the exclusion of the other, even in streets carrying heavier volumes of trafc, such as high streets. 2.4.5 Place status denotes the relative signicance of a street, junction or section of a street in human terms. The most important places will usually be near the centre of any settlement or built-up area, but important places will also exist along arterial routes, in district centres, local centres and within neighbourhoods. 2.4.6 Movement status can be expressed expressed in terms of trafc volume and the importance of the street, or section of street, within a network – either for general trafc or within a modespecic (e.g. bus or cycle) network. It can vary along the length of a route, such as where a street passes through a town centre.
Manual for Streets
l i c n u o C y t n u o C t n e K , e t i h W b o B d n a P S W , n o r e m a C w e r d n A
Motorway
High street s u t a t s t n e m e v o M
Residential street
Place status Figure 2.5 Typical Typical road and street types in the Place and Movement hierarchy.
7 New Roads and Street Works Act 1991. London: TSO. 8 Trafc Management Act 2004. London: TSO. 9 Department for Transport (2004) Network Management Duties Guidance. Guidance. London: TSO. 10 Welsh Assembly Government (2006) Trafc Management Act 2004 Network Management Duty Guidance. Guidance. Cardiff: NAfW. 11 The two-dimensional two-dimensional hierarchy as a way of informing informing street design was developed by the EU project ARTISTS. See www.tft.lth.se/ artists/
2.4.7 2.4. 7 Highway authorities assess the relative importance of particular routes within an urban area as part of their normal responsibilities, such as those under the New Roads and Streetworks Act 1991.7 One of the network management duties under the Trafc Trafc Management Act 20048 is that all local trafc authorities should determine specic policies or objectives for different roads or classes of road in their road network. See also the Network Management Duties Guidance9 published by the Department for Transport in November 2004 (Wales: Wales: guidance published November 200610). This states that it is for the authority to decide the levels of priority given to different road users on each road, for example, particular routes may be dened as being important to the response times of the emergency services. 2.4.8 Another way of assessing the movement status of a street is to consider the geographical scale of the destinations it serves. Here, movement status can range from national networks (including motorways) through to city, town, district, neighbourhood and local networks, where the movement function of motor vehicles would be minimal.
Manual for Streets
Place and movement matrix 2.4.9 Dening the relative importance of particular streets/roads in terms of place and movement functions should inform subsequent design choices. For example: • • •
motorways – high movement function, low place function; high streets – medium movement function, medium to high place function; and Residential streets – low to medium movement function, low to medium place function.
2.4.10 This way of looking at streets can be expressed as a two-dimensional hierarchy,11 where the axes are dened in terms of place and movement (Fig. 2.5). It recognises that, whilst some streets are more important than others in terms of trafc ow, some are also more important than others in terms of their place function and deserve to be treated differently. differently. This approach allows designers to break away from previous approaches to hierarchy, whereby street designs were only based on trafc considerations.
19
2.4.11 In many situations it will be possible to determine the place status of existing streets by consulting with the people living there. Such community consultation is encouraged.
2.5.3 Parliament and the courts establish the legal framework within which highway authorities, planning authorities and other organisations operate.
2.4.12 In new developments, locations with a relatively high place function would be those where people are likely to gather and interact with each other, such as outside schools, in local town and district centres or near parades of shops. Streets that pass through these areas need to reect these aspects of their design, which will have been identied at the masterplan/scheme masterplan/scheme design stage.
2.5.4 The Government develops policies aimed at meeting various objectives which local authorities are asked to follow. It also issues supporting guidance to help authorities implement these policies.
2.4.13 Once Once the relative signicance of the movement and place functions has been established, it is possible to set objectives for particular parts of a network. This will allow all ow the local authority to select appropriate design criteria for creating new links or for changing existing ones. 2.4.14 Movement and place considerations are important in determining the appropriate design speeds, speed limits and road geometry, etc., along with the level of adjacent development and trafc tra fc composition composition (see Department Department for 12 Transport Circular 01/2006; Wales: Wales: Welsh Ofce 13 Circular 1/1993 ).
2.5
12 Department for Transport (2006) Setting (2006) Setting Local Speed Limits. Limits. Circular 01/2006. London: TSO 13 Department for Transport and Welsh Ofce (1993) Welsh Ofce Circular 01/1993. Road Trafc Regulation Act 1984: Sections 81–85 Local Speed Limits. Limits. Cardiff: Welsh Ofce. 14 UK Roads Roads Board (2005) Highway Risk and Liability Claims – A Practical Guide to Appendix C of The Roads Board Report ‘Well Maintained Highways – Code of Practice for Highway Maintenance Management’ , 1st edn. London: UK Roads Board.
Policy, Policy, legal and technical context
2.5.1 There is a complex set of legislation, polices and guidance applying to the design of highways. There is a tendency among some designers to treat guidance as hard and fast rules because of the mistaken assumption that to do otherwise would be illegal or counter to a stringent policy. This tends to restrict innovation, leading to standardised streets with little sense of place or quality. quality. In fact, there is considerable scope for designers and approving authorities to adopt a more exible approach on many issues. 2.5.2 The following comprise the various tiers of instruction and advice: • the legal framework of statutes, regulations and case law; • government policy; • government guidance; • local policies; • local guidance; and • design standards.
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2.5.5 2.5. 5 Within this overall framework framework highway and planning authorities have considerable leeway to develop local policies and standards, and to make technical judgements with regard to how they are applied. Other bodies also produce advisory and research material that they can draw on.
2.6
Risk and liability
2.6.1 A major concern expressed by some highway authorities when considering more innovative designs, or designs that are at variance with established practice, is whether they would incur a liability in the event of damage or injury. 2.6.2 This can lead to an over-cautious approach, where designers strictly comply with guidance regardless of its suitability, and to the detriment of innovation. This is not conducive to creating distinctive places that help to support thriving communities. 2.6.3 In fact, imaginative and context-specic context-specic design that does not rely on conventional standards can achieve high levels of safety. safety. The design of Poundbury in Dorset, for example, did not comply fully with standards and guidance then extant, yet it has few reported accidents. accidents. This issue was explored in some detail in the publication Highway Risk and Liability Claims .14 2.6.4 Most claims against highway authorities relate to alleged deciencies in maintenance. The duty of the highway authority to maintain the highway is set out in section 41 of the Highways Act 1980,15 and case law has claried the law in this area.
Manual for Streets
2.6.5 2.6.5 Themo Themost stre recen centj tjudg udgeme ement ntof ofnot note e wasGorringe wasGorringe v. Calderdale MBC (2004),where acasewasbroughtagainstahighwayauthority forfailingtomaintaina‘SLOW’markingon theapproachtoasharpcrest. theapproachtoasharpcrest.Thejud Thejudgement gement conrmedanumberofimportantpoints: • theauth theauthorit ority’ y’sd sduty utyto to‘ma ‘mainta intain’ in’cov covers ers thefabricofahighway,butnotsigns andmarkings; • there thereis isno nor requ equire iremen mentf tfor orthe thehi highw ghway ay authorityto‘givewarningofobvious dangers’;and • driver driversa sare re‘ ‘rst rstan andf dfore oremos mostr tresp espons onsibl ible e fortheirownsafety’. 2.6.6 2.6.6 Somec Someclai laims msfo forn rnegl eglige igence ncean and/ d/or or failuretocarryoutastatutorydutyhavebeen madeundersection39oftheRoadTrafcAct 1988,15whichplacesageneraldutyonhighway authoritiestopromoteroadsaf authoritiestopromoteroadsafety. ety.Inconnection Inconnection withnewroads,section39(3)(c)statesthat highwayauthorities‘inconstructingnewroads, musttakesuchmeasuresasappeartothe authoritytobeappropriateto authoritytobeappropriatetoreducethe reducethe possibilitiesofsuchaccidentswhentheroads comeintouse’. 2.6.7 The Gorringe v. Calderdalejudgment Calderdale judgment madeitclearthatsection39oftheRoad madeitclearthatsection39of theRoadT Trafc Act1988cannotbeenforcedbyanindividual, however,anddoesnotformthebasisfora liabilityclaim. 2.6.8 2.6.8 Mostc Mostclai laims msaga agains insta tana nauth uthori ority tyar are e formaintenancedef formaintenancedefects,claimsfor ects,claimsfordesignfaults designfaults beingrelativelyrare.
15 HighwaysAct1 HighwaysAct1980. 980. London:HMSO. 16Road 16RoadT Traf rafc cAct Act198 1988. 8. Lond London on: :TS TSO O. 16 DisabilityDiscrim DisabilityDiscrimination ination Act2005.London:TSO. 17 Disabilit DisabilityRig yRights hts Commission(DRC)(2006) Planning, Buildings, Streets and Disability Equality. A Guide to the Disability Equality Duty and Disability Discrimination Discrimination Act 2005 for Local Authority Departments Responsible for Planning, Design and Management Management of the Built Environment and Streets. Streets. London:DRC.
2.6. 2.6.9 9 Advi Advice cet to ohi high ghwa way yau auth thor orit itie ies son on managingtheirrisksassociatedwithnew designsisgiveninChapter5ofHighway designsisgiveninChapter5of Highway Risk and Liability Claims.Insummary,thisadvises Claims .Insummary,thisadvises thatauthoritiesshouldputproceduresinplace thatallowrationaldecisionstobemadewith theminimumofbureaucracy,and theminimumofbureaucr acy,andthatcreatean thatcreatean audittrailthatcouldsubsequentlybeusedas evidenceincourt.
Manual for Streets
2.6.10 2.6.10 Sugges Suggeste tedp dpro roced cedure ures( s(whi which chac accor cord d withthosesetoutinChapter3ofMfS)include thefollowingkeysteps: • setcl setclear earan andc dconc oncise isesc schem hemeo eobje bjecti ctives ves;; • worku workupt pthe hedes design ignag again ainst stthe these se objectives;and • revie reviewt wthe hedes design ignaga agains instt tthes heseo eobje bjecti ctives ves throughaqualityaudit.
2.7 2.7
Disab isabil ilit ity ydi disc scri rimi mina nati tion on
2.7 2.7.1 High Highwa way yan and dpl plan annin ning gau auth thor orit itie ies s mustcomplywiththeDisabilityEqualityDuty undertheDisabilityDiscriminationAct2005.16 Thismeansthatintheirdecisionsandactions, authoritiesarerequiredtohave authoritiesarerequiredtohavedueregardt dueregardto o thesixprinciplesof: • promo promote teeq equal uality ityof ofop oppor portun tunity itybet betwee ween n disabledpersonsandotherpersons; • elimin eliminate atedi discr scrimi iminat nation ionth that atis isunl unlawf awful ul underthe2005Act; • elimin eliminate ateha hara rassm ssment entof ofdi disbl sbled edper person sons s thatisrelatedtotheirdisabilities; • promo promote tepo posit sitive iveat attit titude udest stowa oward rdsd sdisa isable bled d persons; • encour encourage agepa partic rticipa ipatio tionb nbyd ydisa isable bledp dpers ersons ons inpubliclife;and • takes takestep tepst stot otak akea eacc ccoun ounto tofd fdisa isable bled d persons’disabilities,evenwherethat involvestreatingdisabledpersonsmore favourablythanotherpersons. 2.7.2 2.7.2 Thos Those ewh who ofa fail ilto too obs bser erve vet the hese se requirementswillbeattheriskofaclaim.Not onlyisthereanexpectationofpositiveaction,but thedutyisretrospectiveandlocalauthoritieswill beexpectedtotakereasonableactiontorectify occurrencesofnon-complianceinexistingareas. 2.7.3 2.7.3 TheDis TheDisabi ability lityRi Right ghtsC sComm ommiss ission ion(D (DRC) RC) havepublishedaStatutoryCodeofPractice ontheDisabilityEqualityDutyandtheyhave alsopublishedspecicguidanceforthose dealingwithplanning,buildingsandthestreet environment. 17
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3 The design process process – from policy to implementation
g n a e Y s e i v a D n y l e w e l L
1. Policy review
Chapter aims • Set out the design design process in broad broad terms and reinforce the importance of collaborative working.
2. Objective setting 3. Design
• Demonstrate the advantages of local authorities following a Development Team Team approach and emphasise the benets of the developer engaging with the team at an early stage in the design process.
4. Quality auditing 5. Planning approval
• Look at the key principles within the design process, and the use of design codes. • Introduce a user hierarchy where pedestrians are considered rst in the design process. • Recommend a new approach approach to street and safety audits.
3.1
Introduction
3.1.1 Thel Thelif ife eof ofa as sche cheme me, ,fr from om conceptiontoimplementationandbeyond, canbebrokendownintosevenkeystages, asshowninFig.3.1. 3.1. 3.1.2 2 This Thisse seve venn-st stag age epr proc oces ess sis isg gen ener eral ally ly applicabletoallschemes,fromlargenew developments,throughtosmallerinllschemes andimprovementstoexistingstreets andimprovementstoexistingstreets.Thek .Thekey ey aspectsarethat: • design designde decis cisions ionsre reec ectc tcurr urrent entpo polic licies ies; ; • policies policiesar areint einterpr erprete etedon donac acasease-by-c by-case asebas basis is andareusedtodeneobjectives;and • scheme schemede desig signs nsar aret etest ested edaga agains instt tthes hese e objectivesbeforeapprov objectivesbeforeapprovalisgiventotheir alisgiventotheir implementation. 3.1.3 Thep Thepro roce cess ssis isa ag gene enera ralo lone nean and d shouldbeappliedinawayappropriateto thesizeandimportanceoftheproposal. Forexample,thedesignstagereferstothe desirabilityofpreparingamasterplanfor largeschemes.Thisisunlikelytobethecase forsmallerdevelopmentsandimprovement schemesforexistingstreetswhicharelikely tobelesscomplex,and,insomecases,a schemelayoutisgenerallyallthatisrequired.
Manual for Streets
6. Implementation 7. Monitoring Figure3.1Thesevenkeystagesinthelifeof ascheme.
3.2 3.2
Inte Integr grat ated eds str tree eet tde desi sign gn –as astr trea eaml mlin ined eda app pprroach ach
3.2.1 3.2.1 Thede Thedevel velope oper’ r’sd sdesi esign gntea teamn mneed eedst sto o engagewithseveraldepartmentswithinthe localplanningandhighwayauthoritiesinorder toidentifyalltherelevantissues.Itistheref toidentifyalltherelevantissues.Itistherefore ore recommendedthatplanningandhighway authorities,togetherwithotherpublicagencies, suchasthoseresponsibleforwastecollection anddrainage,coordinatetheiractivitiesto ensurethattheydonotgivecontradictory adviceorimposeconictingconditionsonthe ). developerandthedesignteam(Fig.3.2). developerandthedesignteam(Fig.3.2
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Figure3.2Multi-disciplinarycollaborativeplanning helpsidentifyalltherelevantissues.
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Case study
Walsall: the Development Team approach
Walsall Council has successfully run a Development Team for some years. Developers submitting major planning applications benet from meetings with ofcials representing a broad range of disciplines. They cover Highways, Pollution Control, Housing Services, Building Control, Development Control, Ecology, Landscape and Arboriculture (ofcials for these disciplines are always present), and Leisure Services, Education and the Environment Agency (ofcials for these disciplines are brought in as required).
3.2.2 3.2. 2 Local authorities should enable developers to engage effectively with individual departments by establishing a single point of contact. Some local authorities have created development teams so that all council departments with an interest in street design work together during the design and approval process (see ‘Walsall case study box’). Authorities that have adopted a similar approach for larger schemes include North Somerset District Council and Oxfordshire County Council in association with the District Councils. This has clear advantages when dealing with large or small development proposals. The same approach can be adopted by local authorities internally when considering improvements to existing streets. 3.2.3 The benets of an integrated integrated approach applies to all stages in the process, up to and including planning how the street will be maintained in future.
3.3
From a list of available time slots at least 10 days in advance, applicants book a meeting with the Development Team, Team, submitting their preliminary proposals at the same time. This gives ample opportunity for initial consideration of the application, including site visits if necessary. At the meeting, developers present their proposal to the Development Team where they receive initial comments and advice. The Team provides a formal, written, fully considered response within three weeks. Signicant advantages of this approach are that the developers can plan their presentation to suit their development programme and the Team can offer advice on key elements of the proposal at an early stage, thus minimising the need for costly changes later on. 3.3.2 Consultation with the public (including organisations representing particular groups) is not shown as a single, discrete stage. Public consultation should take place at appropriate appropriate points in the process. The timing and number of public consultation events will vary depending on the size and complexity of the scheme. 3.3.3 Where schemes are signicant because of their size, the site or other reasons, local planning authorities and developers are encouraged to submit them to the Commission for Architecture and the Built Environment (CABE) for Design Review at the earliest opportunity.1 Design Review is a free advice service offering expert, independent assessments of schemes. 3.3.4 Table 3.1 shows how the process can be applied. It should be noted that these steps are indicative and will vary in detail from scheme to scheme.
Steps in the design process 3.4
1
Communities and Local Government (2006) Circular 1/06 Guidance on Changes to the Development Control System. London: TSO. paragraph 76.
3.3.1 The seven-stage process will need to be tailored to particular situations, depending on the type and complexity of the scheme. It is therefore recommended that, at the outset, a project plan is drawn up by the developer and agreed with stakeholders. The plan should include a ow chart diagram and an indication of the level and scope of information required at each stage.
2
Stage 1: policy review
3.4.1 Street designs should generally be consistent with national, regional and local policy. The process begins with a review of relevant planning and transportation policies, and the identication of the required key design principles. 3.4.2 The starting point for the review of local policy is the Local Development Framework. The Local Transport Transport Plan will need to be considered and authorities may also have prepared a Public Manual for Streets
Table 3.1 Indicative steps in the design process for new developments and changes to existing streets Key st stages
Key ac activity/outputs
Responsibility
Large development
Small development
Changes to existing streets
1. Pol Polic icyy revi review ew
Revi Review ew nati nation onal al,, regi regiona onall and local policy context
Design team
3
3
3
Revi Review ew Local Local Transp ransport ort Plan Plan
Design team team
3
3
Review Public Realm Strategy
Design team
3
3
Review any Street Design Guidance not included in the Local Development Framework
Design team
Prepare Development Brief
Planning and highway authorities
3
Agree objectives
All
Carry out context appraisal
3
3
3
3
3
Design team
3
3
3
Develop proposed movement framework
Design team
3
3
Prepare outline masterplan or scheme layout
Design team, working closely with other stakeholders
3
3
3
Develop street character types
Design team
3
3
3
Design street network
Design te team
3
3
Produce detailed masterplan or scheme layout
Design team 3
3
3
Produce de design co code
Design te team
3
4. Quality auditing
Carry out particular audits required to assess compliance with objectives
Prepared by design team, considered by planning and highway authorities
3
3
3
5. Planning approval
Prepare design and access statement and other supporting documents
Prepared by design team for approval by the planning authority in consultation with the highway authority
3
3
3
3
3
3
2. Objective setting
3. Design
Outline planning application
3
Full planning application 6. Implementation
7. Monitoring
Manual for Streets
Detailed design and technical approval
Design team
3
3
3
Construction
Promoter
3
3
3
Adoption
Highway authority
3
3
Travel plan
Promoter
3
Road user moni onitoring
Highw ghway auth uthorit rity
3
2
Realm Strategy or Open Space Strategy which will be of particular importance in establishing fundamental design principles. The policy review should also consider the national policy framework, particularly where the local policy framework is out of date or unclear.
•
•
ensuring that a development will be served by public transport that is viable in the long term; and keeping trafc speeds at 20 mph or less in all streets on a development.
Stage 2: objective setting
3.5.5 Objectives could be expressed as a design checklist, which provides a simple summary of the key aspects that need to be met.
3.5.1 It is important that objectives for each particular scheme are agreed by all parties and reviewed later in the process to ensure that they are being met. Objectives need to reect the local policies and the wider planning framework to ensure a consistency of approach across an area.
3.5.6 For some sites, a Development Brief or other form of guidance may have been prepared to establish the key principles of development, and will need to be taken into account at the objective setting stage.
3.5
3.6 projects, 3.5.2 On complex and lengthy projects, objectives may need to be reviewed and revised as the design process proceeds, proceeds, with any changes agreed by all parties.
Stage 3: design
Context appraisal 3.6.1 3.6 .1 A context appraisal will normally be undertaken to determine how buildings and streets are arranged within the local area. This will be used to help determine an appropriate form for the development of, or changes to, existing streets.
3.5.3 Objectives should be expressed as outcomes that can be readily measured, and should not be expressed in vague terms, or require or invoke particular solutions. The objectives will often be related to the various activities expected to take place in particular locations and streets. There may also be objectives that apply across the whole of a new development area.
3.6.2 The context appraisal will identify how an area has developed in terms of form, scale, the pattern and character of streets and how a site or existing street relates to existing buildings and/or open space. It may also be appropriate to identify poor-quality streets or areas which need to be improved. One way of achieving this is i s by undertaking a Landscape Character Appraisal. Appraisal. 2
3.5.4 Typical objectives might be: • enabling local children to walk and cycle unaccompanied from all parts of a development to a school, local park or open space; • promoting and enhancing the vitality and viability of a local retail centre;
3.6.3 On smaller schemes it may only be necessary to consider context in a relatively local area, but this does not prevent designers from drawing on good-quality examples of local distinctiveness from the wider area.
a
2 Countryside Agency and Scottish Natural Heritage (2002) Landscape Character Assessment: Guidance for England and Scotland. Scotland . London: TSO.
b
P S W , n o r e m a C w e r d n A
P S W , n o r e m a C w e r d n A
Figure 3.3 New housing with: (a) good (b) poor integration into an existing street.
2
Manual for Streets
Development opportunity sites View towards the river New active frontage onto London Road Conservation area Character buildings Green network Major riverside green link/space (pedestrian) New aspect onto river Pedestrian links from station/interchange New street with possible bridge over railway Residential (existing) Employment & ‘consultation zone’ Existing vegetation Mixed use, higher density, centre focus Railway station / interchange
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Figure 3.4 An illustration of a context appraisal.
3.6.4 3.6. 4 When existing streets streets are being redesigned, redesigned, it is very important to have a detailed understanding of how they sit within an urban area. Care needs to be taken to retain and develop the relationship between the streets and the buildings and public spaces that surround them, and to capitalise on links to important local destinations. There is a need to identify opportunities to repair incomplete or poorquality connections (Fig. 3.3).
Manual for Streets
Analysis of existing places 3.6.5 As part of the context appraisal, the relative importance of existing places within the locality will need to be identied. Places to be identied include important buildings and public open spaces, and key destinations such as educational institutions and areas of employment or commerce (Fig. 3.4).
2
3.6.6 The analysis will determine which places in the surrounding area need to be made accessible to local people, particularly on foot and by bicycle, and the appropriate design and layout of that area.
situations where some upper-tier modes are not provided for – for example, buses might not need to be accommodated in a short, narrow section of street where access for cars is required.
3.6.7 This This analysis will also help to establish whether additional centres of activity are required as part of a new development, such as a new local centre or school.
3.6.10 An analysis of movement within an existing settlement will help identify any changes required for it to mesh with a new development. It could also inuence movement patterns required within the new development.
Analysis of existing movement patterns 3.6.8 It is recommended that the design of a scheme should follow the user hierarchy shown in i n Table Table 3.2. Table 3.2: User hierarchy Consider rst
Pedestrians Cyclists Public transport users Specialist service vehicles (e.g. emergency services, waste, etc.)
Consider last
3.6.11 The The position of a street within the existing movement framework will determine the demands it needs to meet, and these, in turn, will inform decisions on its capacity, cross-section and connectivity.
Other motor trafc
3.6.9 The hierarchy is not meant to be rigidly applied and does not necessarily mean that it is always more important to provide for pedestrians than it is for the other modes. However, However, they should at least be considered rst, followed by consideration for the others in the order given. This helps ensure that the street will serve all of its users in a balanced way. way. There may be
3.6.12 Establishing Establishing the movement requirements of existing streets is particularly important when changes are planned so that the needs of all road users are fully taken into account.
Proposed movement framework 3.6.13 3.6 .13 For new developments, an understanding of how an existing area functions in terms of movement and place enables the proposed points of connection and linkage to be identied, both within and from the site, so that important desire lines are achieved. This process will help ensure that a new development enhances the existing movement framework of an area rather than disrupting or severing it (Fig. 3.5).
Main vehicular routes Secondary vehicular routes Homezone or pedestrian priority routes Pedestrian only routes
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Figure 3.5 Proposed movement diagram for the redevelopment of RAF Halton.
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Manual for Streets
d e v r e s e r s t h g i r l l A . t h g 7 i r 0 y p 0 o 2 c 1 4 n 2 w 9 3 o r 0 C 0 0 1 © t r / o g p n s a n e a r Y T s r e o i v f a t D n e n m y t l r e a w p e e l L D
Figure 3.6 A concept masterplan with 3-D visualisation.
3.6.14 Guidance on the design of movement frameworks is set out in more detail in Chapter 4. The movement framework framework is a key input to the development of the masterplans.
a
Outline masterplan or scheme layout 3.6.15 3.6. 15 Although not always needed, especially especially where proposals are small scale, an outline masterplan helps to establish the scheme’s broad development principles (Fig. 3.6). 3.6.16 3.6.16 An outline masterplan that has been produced through collaboration with key stakeholders is usually more robust and realistic than it would otherwise be. For larger sites, a series of stakeholder events is often the most productive way of achieving this as it brings all the parties together to generate a design vision which reects community and stakeholder objections. For smaller sites, the process need not be so involved and design proposals may be more appropriately informed by a simple scheme layout developed though targeted meetings with key stakeholders and/or correspondence. 3.6.17 For simpler schemes adequately served by detailed layouts, outline scheme layouts are usually not likely to be needed (Fig. 3.7). An exception might be where, for example, the site is in a conservation area.
Manual for Streets
b
Figure 3.7 Small scheme design for an inll development (a) outlined in red. Location of new houses (b) shown in green together with new access street. Note that the new access street can be extended to allow for future growth at the top of the diagram.
29
3.6.18 3.6. 18 The outline masterplan will bring together the movement framework with other important aspects of the design of a new development, such as the need for new local facilities, important views and microclimate considerations. 3.6.19 When developing outline masterplans masterplans for large-scale proposals, such as an urban extension, the design team needs to consider the longer-term vision for the area in question. Such a future-proong exercise involves looking beyond the usual planning periods to consider where development may be in, say, 20 or 30 years. The issues identied may inuence the masterplan. An example would be allowing for the future growth of a settlement by continuing streets to the edge of the site so that they can be extended at a later date (Fig. 3.8). This principle also applies to smaller-scale schemes which need to take account of future development proposals around an application si site te and, where appropriate in discussions with the local planning authority, to ensure that linkages are established wherever possible and that the site is swiftly integrated into its surroundings.
Street character types 3.6.20 Once the outline masterplan has been prepared, prepared, the next step will be to establish the characteristics of the various types of street that are required for the new development. 3.6.21 Street character types set out not only the basic parameters of streets, such as carriageway and footway widths, but also the street’s relationship to buildings and the private realm, and other important details, such as parking arrangements, street trees, planting and lighting. 3.6.22 Further guidance on determining street character types is given in Chapter 7. 3.6.23 Street character types can also be expressed through design codes, which are discussed later in this chapter.
Street network 3.6.24 It is recommended that the proposed street network is based on a combination of the proposed movement framework and the proposed street types (Fig. 3.9).
b
7 0 0 2 1 4 2 9 3 0 0 0 1 t r o p s n a r T r o f t n e m t r a p e D d e v r e s e r s t h g i r l l A . t h g i r y p o c n w o r C
a
©
Figure 3.8 Ballater, Aberdeenshire Aberdeenshire – the ability for future growth is not compromised in the south-west of the village (a) with its permeable street pattern, but more recent cul-se-sac type development in the north-east (b) does not allow for a connected growth of the village.
30
Manual for Streets
Detailed masterplan or detailed scheme layout 3.6.25 Detailed masterplans are likely to be needed for schemes at the higher end of the scale in terms of size and complexity. For relatively simple proposals, a detailed scheme layout is all that is likely to be needed. Guidance on the masterplanning process is given in Creating Successful Masterplans: A Guide for Clients. Clients .3 3.6.26 3.6. 26 It is important when preparing a detailed masterplan, that all of the critical features features which impact on the efciency and quality of the development – and which cannot be changed once it is built – are carefully considered (Fig. 3.10). 3.6.27 The full extent of the masterplanning process is beyond the scope of MfS, but it is recommended that the following key features relating to street design are addressed: • connections to the surrounding area; • connections through the site; • street layout and dimensions; • building lines; • building heights; • routes for utilities;
3 CABE (2004) Creating Successful Masterplans: A Guide for Clients. Clients. London: CABE
s e t a i c o s s A & r e t x a B n a l A d n a W A D E , s p i h s r e n t r a P h s i l g n E
Figure 3.9 Street network diagram for Upton, Northamptonshire, showing the main route through a connected layout and linkages to key spaces and places within the development, with street character types identied.
• • • • • •
parking provision, design and control; landscape design and structural planting; materials, management and maintenance regime; servicing servicin g and access for emergency vehicles; speed control; and SUDS and sewer routes.
n i a r r u M l u a P d n a n o i t a d n u o F s ’ e c n i r P e h T , P L L e e r T d e R
Figure 3.10 An example of a large-scale masterplan – Sherford New Community near Plymouth.
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31
Design codes 3.6.28 Design codes are an effective mechanism for implementing the masterplan (Fig. 3.11). They comprise detailed written and graphically presented rules for building out a site or an area. They are often promoted by local authorities but they may be put forward by the private sector.
3.6.29 Design codes determine the two- and three-dimensional design elements which are key to the quality of a development. Although not appropriate in all circumstances, they can be valuable for helping local authorities and developers to deliver high-quality design. 3.6.30 The elements which are coded will differ according to circumstances, but they might include aspects relating to layout, l ayout, townscape
S.04.1 River’s edge • Plot series Plot series Attribute Priority re relative to to st street
Riverside Character area Code Active fr frontage mu must be be or orientated to toward the street
Sub-series Series type (regular/mixed)
Regular
Plot width at frontage (dimension range)
6 m – 12 m; exceptionally, exceptionally, larger width, in increments of 5 m, with vertical articulation of module visible in the façade
Point of access (type and frequency) Pedestrian
Minimum every 12 m
Vehiclar
None
Allowable plot types
Attached
S.04.2 River’s edge • Plan Public highway Attribute
Riverside Character area Code
Carriage width
6.0 m
Footpath width
Min 2.0 m, Min 3.0 m along riverfront
Design speed
20 mph
Trafc calming
Carriageway narrowing
Junction radii
Min. 40 m
Vehic ehicle le type type to be acco accomm mmod odat ated ed
Cars Cars,, sma small ll serv servic icee veh vehic icle les, s, re re app appli lian ance ces, s, cycles
On-street parking
Perpendicular Perpendicular – 5.0 m x 2.5 m
Direct access to plots
No
Street trees
8.0 – 12.0 m spacing between trees (adjust to accommodate parking areas)
S.04.3 River’s edge • Section Step-back Max. height Occupied or unoccupied roof Shoulder/eaves height
m 0 . 3 . n i m y a w t o o F
m 0 . 5 g n i k r a P
m 0 . 5 y a w e g a i r r a C
e m t a 0 . v 2 i r . P n i m y a w t o o F
Street section Attribute
Riverside Character area Code
Shoulder/eaves height
3 – 5 storey
Storey height
Floor to ceiling heights on the ground oor must be a minimum of 2.7m to allow for exibility of use and adaptability
Maximum height of roof occupied or unoccupied
3 m above shoulder/eaves shoulder/eaves height
Step-back
2.5 m maximum
Balconies
1.5 m maximum
Vertical position of access
Level
Vertical mix of uses
Residential on ground oor, retail on ground oor around junctions of Burrell Street and Water Lane, residential above ground oor
Figure 3.11 Design code for riverside development in Rotherham.
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Manual for Streets
s e t a i c o s s A & s n a v E r e g o R
and landscape considerations, or architecture or building performance. Codes may also usefully establish the relationships of plots, sometimes the building form or even materials. However, However, given the primary need to secure a quality townscape and a sense of place, the most important role of a design code will be in securing the lasting structural elements of a place, such as the street pattern and street dimensions. Getting these structural elements right will enable the other elements of a design to evolve. To do this successfully, however, the design code will need to be underpinned by a specic design vision, such as a masterplan or a design and development framework. 3.6.31 A key benet of design codes is the collaborative nature of their preparation – a process that brings together a broad range of professionals and organisations with a role in delivering the development. Typically, Typically, this comprises land, design, development and public interests. Regardless of whether a code is promoted by the private sector or a local authority, it is essential that engineers, designers and planners work together to develop the code to help ensure that each aspect of the design successfully reinforces reinforces the overall sense of place. 3.6.32 When a code is prepared by a local authority, a Development Team Team approach will wil l bring advantages. Representatives from the authority’s key departments will need to work together. These will include planning (both policy and development control), highways, landscape, parks and recreation, and, where appropriate, the housing authority and the authority’s estates
management team. The inclusion of the authority’s legal team will also be helpful, particularly where the codes relate to planning conditions, section 106 and 278 agreements, unilateral undertakings or local development orders. In particular, the highways team in an authority plays a key role in the preparation of a design code and in adopting the infrastructure that results. 3.6.33 Detailed guidance guidance on the preparation and implementation of design codes, including advice on how they can be formalised, is set out in Preparing Design Codes – A Practice Manual. Manual.4 This guidance makes it clear that: ‘Highways policy and standards are decisive inuences on design code preparation, and design codes provide a key opportunity to improve highways design that takes account of urban design considerations and helps create quality places. The preparation of a design code can provide a ready opportunity to work closely with highways authorities to review any outdated local highways standards.’ standards.’
3.6.34 In this context it is essential that, when design codes are being prepared, prepared, the coding team consider carefully what the design objectives are and the required outcomes to deliver those objectives. It is i s recommended that careful consideration should be given to the scope for the design code to address those aspects of the street environment that will be crucial to delivering the required outcomes. Those which are not can be left to the discretion of the developer and his or her designer (see box and Fig. 3.12).
Design codes
4 Communities and Local Government (2006) Preparing Design Codes – A Practice Manual. London: RIBA Publishing.
Street-related Street-related design elements and issues which a design code may relate to include: • the function of the street and its position in the Place and Movement hierarchy hi erarchy,, such as boulevards, high streets, courtyards, mews, covered streets, arcades or colonnades; • the principal dimensions of streets; • junctions and types of trafc calming; • treatments of major junctions, bridges and public transport links;
Manual for Streets
• location and and standards for on-and off-street parking, including car parks and parking courts, and related specications; • street lighting and street furniture specications and locations; • specications for trees and planting; • location of public art; • drainage and rainwater run-off systems; • routeing and details of public public utilities; and • arrangements for maintenance and servicing.
33
a
Criteria
Street Specication St an and ar ar d Des ig ign
Var ia ia titi on on 1 ( On On ee- si si de ded p ar ar ki ki ng ng )
Va riri at at io ion 2 ( Va Var ia ia bl bl e Ke rb rb )
Design Speeds Speed Limit
20 mph (at entrance)
Control Speed
20 mph (internally)
Street dimensions and character Minimum carriageway width
5.5 m
Footway
2.0-3.0 m on each side
Cycle way
No - Parallel routes provided on other streets
Verge
No
Private strip
2.0 m
Direct vehicular access to properties
Yes
Plot Plot Boun Bounda dary ry Treat reatme ment nt
2.0 2.0 m priv privat atee are areaa tto ob bui uild ldin ing g lin linee wit with h up up to to 1.0 1.0 m enc encro roac achm hmen entt 0.9 0.9-1 -1.1 .1 m rai raili ling ng on plot plot boun bounda dary ry with with foot footwa wayy
Maxi Maximu mum m num numbe berr of of pro prope perti rties es serv served ed
Not Not res restr tric icte ted d
Public Transport Bus access
No
Street design details Pull out strip
No
Trafc calming
Features at 60 m-80 m c/c, parking, trees, formal crossings
Non parallel kerbs, variations in planting/ building lines, parking
Vehicle Vehicle swept swept path to to be accomm accommodat odated ed
Removals/ Removals/refu refuse se vehicles vehicles enter enter and and leave leave using using own side of of road only (assuming 20 mph)
Refuse vehichle passing car on street
On street parking
Yes, both sides, 2.0 m wide
Yes, one or both sides, informal
Gradients (footways)
1:15 Maximum, footway to follow carriageway
Maximum fo foward visibility
33 m, m, 20 20 m (measured 1.0m ou out fr from kerb)
Junction sightlines (x/y)
2.4 m/33 m
Junc Juncti tion on spac spacin ingg-sa same me side/ side/ot othe herr side side
60 m/30 m/30 m
Junction radii
4m
Stats services (excluding storm and capping layer drainage
In footway, each side. Drainage below carriageway
Yes, one side, 2.0 m wide
Footways, where necessary
Materials Foot wa wa y Sur fa fac in ing
•
N at at ur ura l gre y, y, pr ee- ca ca st st co conc re ret e pa vi vi ng ng ag ag ss,, 6 3 m m t hi hi ck ck s ta ta gg gger ed ed j oi oi nt nt , v ar ar ia ia bl bl e s iz iz es es : 6 00 00 x4 x4 50 50 mm mm, 45 45 0x 0x 45 45 0 m mm10%, 300 x 450 mm
Parking Zone
•
Natural grey tumbled pre-cast concrete paviors 80 mm thick with 225-300 mm exposed granite aggregate pre-cast kerb 20 mm high
Kerbing
• •
225-300 mm wide x 200 mm square edged exposed granite aggregate pre-cast kerb 125 mm high 225-300 mm wide x 200 mm square edged exposed granite aggregate aggregate pre-cast kerb 20 mm high
Carriageway
•
Black-top
•
5 rows of 100 mm x 100-250 mm cropped granite setts
Pedestrian Crossing
•
Stainless steel tactile studs inserted into paving/tactile paving
Street Lighting
LC4, LC5 Maximum to eaves height (see Appendix 4)
Street Furniture
SF3, SF6, SF9 (see Appendix 4)
n/a
Tactile Paving
Trees Street Trees
Acer platanoides ‘Obelisk’
Feature Trees
Corylus Co Colurna - specic lo locations de detailed in in De Development Br Briefs
Figure 3.12 (a) and (b) Design code for particular street character type in Upton, Northampton (note (b) is on the next page).
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s e t a c i o s s s A r e t x a B n a l A d n a W A D E , s p i h s r e n t r a P h s i l g n E
b
s e t a c i o s s s A & r e t x a B n a l A d n a W A D E , s p i h s r e n t r a P h s i l g n E
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3
3.7 3.7
Stage tage4 4: :q quali uality tya aud udit itin ing g
Case study
Devon: quality audit
3.7 3.7.1 Prop Proper erly lydo docu cume ment nted edd des esign igna aud udit it andsign-offsystemsareimportant.Theyhelp ensurethatstreetdesignsareap ensurethatstreetdesignsareappropriateand propriateand meetobjectivesagreedattheoutset.Such auditsmayincludedocumentsrequiredbythe localplanningauthoritytosupportanoutlineor detailedapplication.Inexistingstreets,quality auditsprovideanopportunityfordecision makerstomakeabalanced makerstomakeabalancedassessmentof assessmentof differentconsiderationsb differentconsiderationsbeforeap eforeapprovinga provinga particularsolution(see‘Devoncasestudybox’).
5 PERS( PERS(Ped Pedest estria rian n EnvironmentReview System)issoftware developedbyTRLand providesonewayof carryingoutawalking audit.Forfurtherdetails seewww.trlsoftware. co.uk/products/detail. asp?aid=16&c=4&pid=66. 6 TRL(u TRL(unpu npubli blishe shed) d)Cycle Cycle Environment Review System. System. 7 Instituti Institutionof onofHigh Highways ways andTransportation(IHT) (1998)Cycle (1998)Cycle Audit and Cycle Review .London:IHT. .London:IHT. 8 Highway HighwaysA sAgenc gency(HA y(HA) ) (2005)HD42Non(2005)HD42 NonMotorised User Audits –Volume5Sections2 Part5.Design Part5.Design Manual for Roads and Bridges. Bridges . London:TSO. 9 Living LivingStr Streets eets(20 (2003) 03)DIY DIY Community Street Audit Pack.London:Living Pack.London:Living Streets. 10 GuidanceonPlac GuidanceonPlacecheck echeck isavailableatwww. placecheck.info. 11 Departmentfor DepartmentforT Transport (2002)Inclusive (2002) Inclusive Mobility A Guide to Best Practice on Access to Pedestrian and Transport Infrastructure.London: Infrastructure .London: DepartmentforTransport. 12 CentreforAcc CentreforAccessible essible Environments (2004)Designing (2004)Designing for Accessibility .London: .London: RIBAPublishing. 13 IHT(199 IHT(1996) 6)The The Safety Audit of Highways. Highways. London:IHT. 14 HA(2003)HD19 HA(2003)HD19Road Road Safety Audit –Volume5 –Volume5 Section2Part2. Design Manual for Roads and Bridges.London:TSO. Bridges .London:TSO.
3.7.2 3.7.2 Being Beingm mad ade eup upof ofa as ser eries ieso ofa fass sses essm smen ents, ts, aqualityauditislikelytobecarriedoutbyvarious professionalsandeachmaybeundertakenwithin particularguidelines.Bygroupingtheassessments together,anycompromisesinthedesignwillbe apparent,makingiteasierfordecisionmakersto viewtheschemeintheround. 3.7.3 3.7.3 Auditi Aud iting ngsho should uldno notb tbea eabo boxt xticki icking ng exercise.Itisanintegralpartofthedesign andimplementationprocess.Auditsinform thisprocessanddemonstrate thisprocessanddemonstratethatappropriat thatappropriate e considerationhasbeengiventoallofthe relevantaspects.Thequalityauditmayinclude someorallofthefollowing,orvariationson them,dependingonthenatureofthescheme andtheobjectivesitisseekingtomeet: • ana anaud udit ito of fvi visu sual alq qua ualit lity; y; • arevi areview ewof ofhow howth thes estre treets etswi willb llbeu eused sedby by thecommunity; • aroad aroadsa safe fety tyaud audit, it,incl includi uding ngar arisk isk assessment(seebelow); • anac nacccessa ssaud udit it;; • awa walkin lking gaaudit udit;;5 • a cycle audit; it;6, 7 • ano anonn-mo moto tori rise sed dus user era aud udit it;;8 • acomm acommuni unity tystr street eetau audit dit(i (ine nexis xistin ting g 9 streets); and • aPl aPlac acec eche heck cka aud udit it..10 3.7.4 3.7.4 Acces Accessa saudi udito tors rssho should uldta take keac accou count nt 11 oftheadvicegiveninInclusive oftheadvicegiveninInclusive Mobility . The CentreforAcces CentreforAccessibleEnvironmentshas sibleEnvironmentshasalso also publishedguidanceonaccessauditsinrelationto publicbuildings.12Itcontainsmuchusefulgeneral adviceonaccessauditinginthepublicrealm.
36
l i c n u o C y t n u o C n o v e D
Figure3.13Roadsafetyofcers,policeandengineers workingonaroadsafetyauditinDevon.
DevonCountyCouncilhasdevelopedaprocess wherebybothanenvironmentalauditanda roadsafetyaudit(Fig.3.13)arecarriedoutwhen improvementschemesarebeingprepared. Thetwoauditsarecarriedoutseparatelyandif thereisadifferenceofopinionbetweenthetwo overanyaspect,thematterisreferredtoasenior ofcerforadecision.Itisthereforepossibleto demonstratethatdecisionshavebeenproperly consideredincaseoffuturedispute. Thisprocessis,inessence,aquality auditingprocess.
Road safety audits 3.7.5 3.7.5 Roads Roadsaf afety etyau audit dits( s(RSA RSAs) s)ar arer erout outine inely ly carriedoutonhighwayschemes.TheInstitutionof HighwaysandTransportation(IHT)Guidelineson RSA13sitalongsidetheHighwaysAgencystandard containedinDMRB14astherecognisedindustry standarddocumentsintheUK.Theproceduresset outinDMRBareaformalrequirementonlyfor trunkroads. 3.7.6 3.7.6 RSAs RSAsar are enot notm mand andat atory oryf for orloc local al highwayauthorities.Manyresidentialstreets, wherethedesigniscarriedoutbyadeveloper’s consultant,areassessedindependentlybythelocal highwayauthority.Insomeauthoritiesthereisno requirementforafurthercheckbyanRSAteam, particularlywhereitisclearthatmotorisedtrafc volumesandspeeds,andthedegreeofpotential conictbetweendifferentuser-groups,arenot goingtobesignicant.
Manual for Streets
3.7.7 3.7.7 The purpose of the RSA is to identify road safety problems, with the objective of minimising the number and severity of casualties. An RSA is not a check on compliance with design standards. Audits take all road users into account, including pedestrians and cyclists. The standard procedure is that the auditor makes recommendations for changes to the design to address perceived safety concerns. The design team reviews the RSA report and decides whether or not to accept particular recommendations. 3.7.8 It is important to note that the design team retains responsibility for the scheme, and is not governed by the ndings of the RSA. There is therefore no sense in which a scheme ‘passes’ or ‘fails’ the RSA process. Designers do not have to comply with the recommendations of a safety audit, although in such cases they would be expected to justify their reasoning in a written report.
3.7.9 3.7.9 The process set out in DMRB requires the audit team to be independent of the design team. Road safety issues are therefore often considered in isolation from visual quality and Placemaking issues, and it can be difcult to achieve a balanced design through dialogue and compromise. However, the requirement for independence need not prevent contact between the design team and the audit team throughout the process.
15 UK Roads Board (2005) Highway Risk and Liability Claims – A Practical Guide to Appendix C of The Roads Board Report ‘Well Maintained Highways – Code of Practice for Highway Maintenance Management’, 1st edn. edn. London: UK Roads Board. 16 Communities and Local Government (2006) Circular 01/06 Guidance on Changes to the Development Control System. System. London: TSO. 17 CABE (2006) Design and Access Statements – How to Write, Read and Use Them. Them. London: CABE. 18 Disability Rights Commission (DRC) (2005) Planning, Buildings, Streets and Disability Equality . Stratford upon Avon: DRC. 19 ibid. (16).
3.7.10 3.7.10 It is beyond the scope of MfS to dene in detail a wholly new and more balanced approach to RSAs, and the IHT guidelines are due to be revised. However, involving road safety professionals as an integral part of the design team could help to overcome some of the reported problems. This allows ideas to be tested and considered in more balanced and creative ways. 3.7.11 3.7.11 One area of concern with the existing system is that RSAs may seek to identify all possible risks without distinguishing between major and minor ones, or quantifying the probability of them taking place. There There can also be a tendency for auditors to encourage designs that achieve safety by segregating vulnerable road users from road trafc. Such designs can perform poorly in terms of streetscape quality, pedestrian amenity and security and, in some circumstances, can actually reduce safety levels.
Manual for Streets
3.7.12 3.7.12 It would therefore be useful if RSAs included an assessment of the relative signicance of any potential safety problems. A risk assessment to consider the severity of a safety problem and the likelihood of occurrence would make it considerably easier for decision makers to strike an appropriate appropriate balance. An example of a risk assessment framework is given in Highway Risk and Liability Claims .1 3.1.13 Careful monitoring (such as through conict studies) of the ways in which people use the completed scheme can identify any potential safety problems. problems. This can be particularly partic ularly useful when designers move away from conventional standards. Monitoring is discussed further in Section 3.10 below.
3.8
Stage 5: planning approval
3.8.1 New development proposals need to be submitted for approval approval to the planning authority who, in turn, consults with the local highway authority on street design issues. 3.8.2 Where outline planning permission is being sought, various supporting information needs to be provided as agreed with the planning and highway authorities. This may include some or all of the following, depending on the type size and complexity of the scheme (this list is not necessarily exhaustive): • preliminary street designs and layouts; • a Design and Access Statement (see box); 16, 17, 18 • a Transport Assessment; Assessment ; • a Travel Plan; • an Environmental Statement or Environmental Impact Assessment; • a Sustainability Appraisal; • a Flood Risk Assessment; and • a Drainage Report.
Design and Access Statement Since August 2006, Design and Access Statements (DASs) have been required for most planning applications for new developments. 19 DASs are documents that explain the design thinking behind a planning application and are therefore important documents. They normally include a written description and justication of the planning application, often using photographs, maps and drawings to help clarify various issues. 3
3.8.3 It is critical that as many issues as possible are resolved at the outline planning application stage so that they can receive thorough and timely consideration. This will help to make detailed planning applications or the consideration of reserved matters as straightforward straightforward as possible. The local planning authority needs 3.8.4 to ensure that the key features set out in paragraph 3.6.27 above, and any site-specic issues of importance, are resolved before outline permission is granted. The design of streets, spaces and parking is important and should be considered alongside other planning matters, such as the design of the built form and use, conservation, landscape and housing type. 3.8.5 Ideally, Ideally, following outline consent, only matters of detail, such as detailed layout and material choices, will be left for consideration at the detailed application stage. 3.8.6 For small developments and schemes in sensitive locations, such as conservation areas, it will often be appropriate for detailed planning approval to be sought without rst obtaining outline consent. This enables the approving authorities to consider the effects of the development in detail before before approving the development in principle. 3.8.7 3.8. 7 In existing streets, the highway authority is normally both the designer and the approving body. It is recommended that well-documented approval systems are used that properly assess the impact of proposed changes to prevent the gradual degradation of the street scene through ill-considered small-scale schemes.
3.9
Stage 6: implementation
Detailed design, technical approval, construction and adoption
20 Communities and Local Government (2006) Planning Policy Statement 3: Housing. Housing. London. TSO. 21 Disability Discrimination Act 2005. London: TSO.
3.9.1 In the past, developers have sought to satisfy the detailed planning process before commencing the detailed design of streets in order to meet the highway hi ghway adoption process. This has led to problems in some circumstances
38
where the detailed design and technical approval process throws up problems that can only be resolved by changing the scheme that was approved at the detailed planning stage. 3.9.2 A more integrated approach is recommended, with highway adoption engineers being fully involved throughout, so that schemes that are approved at detailed planning stage can move through the technical approval stage without requiring any signicant changes. Highway adoption is dealt with in more detail in Chapter 11.
3.10
Stage 7: monitoring
3.10.1 Planning Policy Statement 3: Housing 20 (PPS3) makes clear that local planning authorities and agencies are expected to report on progress towards the achievement of consistently good design standards through the Annual Monitoring Report process, assessing achievement against their design quality objectives (PPS3, paragraphs 75–77). This is likely to include some consideration of the design quality of new streets or existing street modications as part of the wider public realm. 3.10.2 Monitoring Monitoring is an integral element of the disability equality duty under the Disability Discrimination Act 2005.21 Within their Disability Equality Schemes, local authorities are expected to set out their arrangements for monitoring the effectiveness effectiveness of their policies and practices as they relate to the interests of disabled people. This includes both planning and highways functions. The information will help authorities to make decisions about what actions and changes to their policies and practices would best improve disability equality. equality. 3.10.3 Monitoring for reasons other than those above has seldom been undertaken to date but can be highly desirable. Monitoring can be used to see how completed schemes or existing street environments function in practice, so that changes can be made to new designs, particularly innovative ones, at an early stage. 3.10.4 Monitoring can also be an important aspect of residential travel plans, where patterns of movement are reviewed against planned targets.
Manual for Streets
B Design principles
4 Layout and connectivity connectivity
g n a e Y s e i v a D n y l e w e l L , h a o r a h P m i T
4.2
Chapter aims • Set out design concepts for the structuring of towns and cities. • Set out principles for walkable neighbourhoods. • Illustrate appropriate layouts and street forms. • Consider internal permeability and external connectivity.
The Themo move veme ment nt fra framewo mework rk
4.2. 4.2.1 1 Ake Akey yco cons nsid ider erat ation ionf for ora ach chie ievi ving ng sustainabledevelopmentishowthedesigncan inuencehowpeoplechoosetotravel.Designers andengineersneedtorespondtoa andengineersneedtorespondtoawiderange widerange ofpoliciesaimedatmakingcaruseamatterof choiceratherthanhabitordependence.Local transportplansandmovementstrategiescan directlyinformthedesignprocessaspartofthe policyimplementationprocess(Wales policyimplementationprocess( Wales:Regional :Regional TransportPlansandLocalDevelopmentPlans). ransportPlansandLocalDevelopmentPlans).
• Give advice on crime prevention.
4.1 4.1
Plan Planni ning ngf for ort thi hing ngs syo you uca cann nnot ot easily change later
4.1. 4.1.1 1 Thew Theway ays str tree eets tsa are rel lai aid dou out tan and dho how w theyrelatetothesurroundingbuildingsand spaceshasagreatimpactontheaestheticand functionalsuccessofaneighbourhood.Certain elementsarecriticalbecauseoncelaiddown, theycannoteasilybechanged.Theseissuesare consideredinthemasterplanninganddesign codingstage,andneedtoberes codingstage,andneedtoberesolvedbefo olvedbefore re detaileddesigniscarriedout. 4.1. 4.1.2 2 This Thisch chap apte ter rhig highl hlig ight hts sth the eis issu sues es likelytobeencounteredindevelopingdetailed designs,andwaysofdealingwiththem. Therearealsotipsonavoidingunwanted consequencesofparticulardesigndecisions.
Bus stop
1 Llewelyn LlewelynDav Davies ies(200 (2000) 0) The Urban Design Compendium.London: Compendium .London: EnglishPartnershipsand TheHousingCorporation. 2 IYork,AB IYork,ABradbury radbury,SRei ,SReid, d, TEwingsandRParadise (2007)The (2007)The Manual for Streets: Redening Residential Street Design. Design . TRLReportNo.661. Crowthorne:TRL.
Principal routes
Considerhowbestthesitecanbe connectedwithnearbymainroutes andpublictransportfacilities.
4.2.2 4.2.2 Itis Itisre recom commen mended dedth that atthe themo movem vement ent frameworkforanewdevelopment frameworkforanewdevelopmentbebased bebased ontheuserhierarchyasintroducedinSection 3.6.Applyingthehierarchywillleadtoadesign 3.6.Applyingthehierarchywillleadtoadesig n thatincreasestheattractivenessofwalking, cyclingandtheuseofpublictransport.Delays tocarsresultingfromadoptingthisapproachare unlikelytobesignicantinresidentialareas. unlikelytobesignicantinre sidentialareas.The The movementframeworkshouldalsotakeaccount oftheformofthe ofthe formofthebuildings buildings,lands ,landscapea capeand nd activitiesthatformthecharacterofthestreetand thelinksbetweennewandexistingroutesand places(Fig.4.1). 4.2.3 4.2.3 Street Streetne netwo tworks rkssh shoul ould, d,in ingen gener eral, al,be be connected.Connected,or‘permeable’,networks encouragewalkingandcycling,andmakeplaces easiertonavigatethrough. easiertonavigatethrough.Theyalsoleadtoa Theyalsoleadtoa moreevenspreadofmotortrafcthroughoutthe areaandsoavoidtheneedf areaandsoavoidtheneedfordistributorro ordistributorroads ads 2 withnofrontagedevelopment.Research shows thatthereisnosignicantdifferenceincollision riskattributabletomorepermeablestreetlayouts.
Internal streets
Thetypicalcul-de-sacresponse createsanintrovertedlayoutwhich failstointegratewithitssurroundings.
Amorepedestrianfriendlyapproach thatintegrateswiththe thatintegrateswiththesurroundin surrounding g community.Itlinksexistingand proposedstreetsandprovidesdirect routestobusstops.
Thisstreetpatternthenformsthe basisforperimeterblockswhich ensurethatbuildingscontribute positivelytothepublicrealm.
Figure4.1Integratingnewdevelopmentsintotheexistingurbanfabricisessential (source:TheUrbanDesignCompendium 1).
Manual for Streets
41
4.2.4 4.2.4 Pedes Pedestri trians ansan andc dcycl yclist istss sshou hould ld generallybeaccommodatedonstr generallybeaccommodatedonstreetsrather eetsrather thanroutessegregatedfrommotortrafc.Being seenbydrivers,residentsandotherus seenbydrivers,residentsandotherusersaffor ersaffords ds agreatersenseofsecurity agreatersenseofsecurity.However .However,short ,short pedestrianandcycle-onlylinksaregenerally acceptableifdesignedwell.Regardlessof length,allsuchroutesinbuilt-upareas,awa length,allsuchroutesinbuilt -upareas,away y fromthecarriageway,shouldbebarrier fromthecarriageway,shouldbebarrier-freeand -freeand overlookedbybuildings.Narrowrouteshemmed inbytallbarriersshouldbeavoidedastheycan feelclaustrophobicandlesssecur feelclaustrophobicandlesssecureforusers eforusers..
l l a h s r a M n e h p e t S
Connecting layouts to their surroundings 4.2.5 4.2.5 Intern Internal alper permea meabil bility ityis isimp importa ortant ntbut but theareaalsoneedstobepr theareaalsoneedstobeproperlyconnected operlyconnected withadjacentstreetnetworks.Adevelopment withpoorlinkstothesurroundingareacreatesan enclavewhichencouragesmovementtoandfrom itbycarratherthanbyothermodes(Fig.4.2). 4.2.6 4.2.6 Extern External alcon connec nectiv tivity ityma mayo yofte ftenb nbe e lacking,evenwherelayoutsgenerallyhavegood internalpermeability.CrownStreet,G internalpermeability.CrownStreet,Glasgow,is lasgow,is showninFig.4.3,withanindicationofwhere connectivitywasnotrealisedasmayhavebeen intendedinthemasterplan. 4.2.7 4.2.7 Thenu Thenumbe mbero rofe fexte xterna rnalc lconn onnect ection ions s thatadevelopmentprovidesdependsonthe natureofitssurroundings.Residentialareas adjacenttoeachothershouldbewellconnected. 4.2.8 Tocreat ocreatea eape perme rmeabl ablen enetw etwork, ork,it itis is generallyrecommendedthatstreetswithone-way operationareavoided.Theyrequireadditional signingandresultinlongervehicularjourneys.
The hierarchies of provision 4.2.9 4.2.9 Ifroa Ifroads dsaf afety etypr probl oblems emsf for orped pedest estria rians ns orcyclistsareidentied,conditionsshouldbe reviewedtoseeiftheycanbeaddr reviewedtoseeiftheycanbeaddressed,rather essed,rather thansegregatingtheseusersfrommotorised trafc.Table4.1suggestsanorderedapproach forthereview.
Figure4.2Internallyper Figure4.2Internallypermeableneighbour meableneighbourhoods hoods lackingdirectconnectionswithoneanother (source:Marshall2005 (source:Marshall2005 3).
4.2.10 4.2.10 Thesehier Thesehierarch archiesa iesaren renotme otmeantt anttobe obe rigidlyappliedandtheremaybesituationswhere itissensibletodisregardsomeofthesolutions whendecidingontheoptimumone.For example,therewouldbenopointinconsidering anat-gradecrossingtocreateapedestrian/ cyclistlinkbetweendevelopmentsoneitherside ofamotorway.However ofamotorway.However,designersshouldnot ,designersshouldnot dismissoutofhandsolutionsintheuppertierof thehierarchy. 4.2.11 4.2.11 Itis Itisre recom commen mended dedth that atthe thehi hier erar archie chies s areusednotonlyforaproposed areusednotonlyforaproposedschemebut schemebut alsoforconnectionsthroughexistingnetworks tolocalshops,schools,busstops,etc.
4.3 4.3
Buil Buildi ding ngc com ommu muni niti ties est to ola last st
4.3. 4.3.1 1 Good Goodd des esign igni is sa ake key yel elem emen ent tin in achievingtheGovernment’saimtocreat achievingtheGovernment’ saimtocreate e thriving,vibrant,sustainablecommunities. Sustainablecommunitiesmeetthediverseneeds ofexistingandfutureresidents,aresensitiveto theirenvironmentbyminimisingtheireffecton climatechange,andcontributetoahighquality oflife.Theyaresaf oflife.Theyaresafeandinclusive,wellplanned eandinclusive,wellplanned andpromotesocialinclusion,offeringequalityof opportunityandgoodservicesforall.
3 Marshal Marshall,S l,S.(2 .(2005) 005) Streets and Patterns. Patterns. London:SponPress. Figu Figure re2 2.1 .10, 0,p p.3 .34. 4.
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g n a e Y s e i v a D n y l e w e l L , h a o r a h P m i T
a
A8 t e e r t S n w r o C
T E
E R
T
S S . L A B R O G
Poorquality connection
Citycentre 10mins’walk Junctionwith poorpedestrian facilities Poorquality connection
A730
7 0 0 2 1 4 2 9 3 0 0 0 1 t r o p s n a r T r o f t n e m t r a p e D d e v r e s e r s t h g i l l A . t h g i r y p o c n w o r C
R i v e r C l y d e
Main‘Axis’
b
Development walledoffin thisarea
Noconnection (AxisBroken)
©
Figure4.3CrownStreet,Glasgow:(a)theCrownStreetdevelopmentinthebackgroundisseparatedfromthe mainroadtothecitycentre;and(b)map. Table4.1Thehierarchiesofpr able4.1Thehierarchiesofprovisionforpedestriansa ovisionforpedestriansandcyclists ndcyclists
Consider rst
Pe d e s t r i a n s
C y c li s t s
Trafc volume reduction
Trafc volume reduction
Trafc speed reduction
Trafc speed reduction
Reallo Reallocati cation on of road road spac spacee to pede pedestri strians ans
Junction Junction treatme treatment, nt, hazar hazard d site site treatme treatment, nt, trafc management
Provision of direct at-grade crossings, improved pedestrian routes on existing desire lines
Cycle tracks away from roads
New pedestrian alignment or grade separation
Conversion of footways/footpaths to adjacent-* or shared-use routes for pedestrians and cyclists
Consider last *Adjacent-useroutesarethosewherethecyclistsaresegregatedfrompedestrians.
Manual for Streets
43
a
4.3.2 4.3.2 Areas Areasof oflo local calam ameni enity tysho should uldbe bemo more re evenlydistributed,withgoodconnectivity,so thattheoveralllayoutencouragesaccessby walkingorcycling,andshortensthedistances travelledbycar(Fig4.4). 4.3.3 4.3.3 Whenc Whencons onside idering ringa asit sitet ether heren eneed eeds s tobeabroadunderstandingofitshistoric developmentanditsrelationshipwithother communities,whetheratthevillage,townorcity scale(Fig4.5). 4.3. 4.3.4 4 Thep Thepro rovis vision ionan andv dviab iabili ility tyof of facilitiesneedstobeassessedinrelationto thelocationandscaleofproposals.Inmany cases,itmaybebetterforanewdevelopment toreinforceexistingcentresandfacilities ratherthanprovidingalternativefacilities.The greaterthedensityofdevelopment,themore facilitiescanbesupported.
b
Figure4.4(a)dispersedandcar-dependentversus (b)traditional,compactandwalkablelayout.
2 1
3
7 0 0 2 1 4 2 9 3 0 0 0 1 t r o p s n a r T r o f t n e m t r a p e D d e v r e s e r s t h g i r l l A . t h g i y p o c n w o r C
©
Figure4.5TheplansofmanyUKvillages,townsandcitiesillustratedifferentpatternsofdevelopment overtime,from(1)historiccores,throughto(2)experimental‘Radburn’layoutsfromthe1960s, to(3)recentcul-de-sac/DB32-typelayouts.
44
Manual for Streets
g n a e Y s e i v a D n y l e w e l L , h a o r a h P m i T
Figure4.6Perimeterblocksenclosingapleasant communalopenspace.
Figure4.7Ahighways-dominatedlayoutwithbuildings thathaveapoorrelationshiptotheroad.
4.4 4.4
criticalmassofdevelopmentisneededtojustify aregularbusservice,atfrequentintervals,which issufcienttoprovidearealalternativetothe car.
The Thewa walk lkab able len nei eigh ghbo bour urho hood od
4.4. 4.4.1 1 Walka Walkable blene neigh ighbou bourho rhood ods sar are e typicallycharacterisedbyhavingarange offacilitieswithin10minutes’(uptoabout 800m)walkingdistanceofresidentialareas whichresidentsmayaccesscomfortablyon foot.However,thisisnotanupperlimitand PPS13 4statesthatwalkingoffersthegreatest potentialtoreplaceshortcartrips,particularly thoseunder2km.MfSencouragesareduction intheneedtotravelbycarthroughthe creationofmixed-useneighbourhoodswith interconnectedstreetpatterns,wheredailyneeds arewithinwalkingdistanceofmostresidents. 4.4.2 4.4.2 Bycre Bycreati ating nglink linkage agesb sbetw etween eenne new w housingandlocalfacilitiesandcommunity infrastructure,thepublictransportnetwork andestablishedwalkingandcyclingroutesare fundamentaltoachievingmoresustainable patternsofmovementandtored patternsofmovementandtoreducingpeople’ ucingpeople’s s relianceonthecar.Amaste relianceonthecar.Amasterplan(orscheme rplan(orscheme layoutforsmaller-scaledevelopments)canhelp ensurethatproposalsarewellintegratedwith existingfacilitiesandplaces.
4 DETR( DETR(200 2001) 1)Policy Policy Planning Guidance 13: Transport.London:TSO. Transport.London:TSO. 5 DTLRa DTLRandC ndCABE ABE(20 (2001) 01) Better Places to Live: By Design. A Companion Guide to PPG3.London: PPG3.London: ThomasTelfordLtd. 6 Commun Communiti itiesa esandL ndLoca ocal l Government(2006) Planning Policy Statement 3: Housing.London:TSO. Housing.London:TSO.
s e t a i c o s s A s e n o J l i h P , s e n o J l i h P
4.4. 4.4.3 3 Dens Density ityi is sal also soa an nim impo porta rtant nt considerationinreducingpeople’ considerationinreducingpeople’srelianceon srelianceon 5 theprivatecar.PPS3 encouragesaexible approachtodensity, approachtodensity,reectingthedesirab reectingthedesirability ility ofusinglandefciently,linkedtotheimpacts ofclimatechange.Itsetsanationalminimum indicativedensityof30dwellingsperhectare. Residentialdensitiesshouldbeplannedtotake advantageofaproximitytoactivities,ortogood publictransportlinkingthoseactivities.Better publictransportlinkingthoseactivities. Better 6 Places to Live: By Design advisesthatacertain
Manual for Streets
4.5
Layou ayout tco cons nsid ider erat atio ions ns
4.5.1 4.5.1 Stree Streets tsar aret ethe hefo focus cusof ofmo move vemen ment t inaneighbourhood.Pedestriansandcyclists shouldgenerallysharestreetswithmotor vehicles.Therewillbesituationswhereitis appropriatetoincluderoutesforpedestrians andcyclistssegregatedfrommotortrafc, buttheyshouldbeshort,welloverlooked andrelativelywidetoavoidanysenseof connement.Itisdifculttodesignan underpassoralleywaywhichsatisesthe requirementthatpedestriansorcyclistswill feelsafeusingthematalltimes. 4.5. 4.5.2 2 Thep Theprin rincip ciple leof ofint integ egra rate ted dac acce cess ss andmovementmeansthattheperimeter blockisusuallyaneffectivestructure forresidentialneighbourhoods.Ablock structureworksintermsofprovidingdirect, convenient,populatedandoverlookedroutes. Inaddition,itmakesefcientuseofland, offersopportunitiesforenclosedprivateor communalgardens,andisatriedandtested wayofcreatingqualityplaces(Figs4.6and4.7). wayofcreatingqualityplaces(Figs4.6and4.7 ). 4.5. 4.5.3 3 Sever Several aldis disad adva vanta ntages gesha have vebe becom come e apparentwithhousingdev apparentwithhousingdevelopmentsbuilt elopmentsbuilt inthelast40yearswhichdepa inthelast40yearswhichdepartedfrom rtedfrom traditionalarrangements traditionalarrangements.Manyhavelayou .Manyhavelayouts ts thatmakeorientationdifcult,createleft-over orill-denedspaces,andhavetoomanyblank wallsorfaçades.Theycanalsobeinconvenient forpedestrians,cyclistsandbususers.
45
a
Rectilineargrid.
P S W , n o r e m a C w e r d n A
b
Figure4.9Agoodexampleofapedestrian/cycleroute atPoundbury,Dorchester.Itisshort,directandwith goodsurveillance. Concentricgridsdesignedtopromoteaccess tolocalcentresorpublictransportroutes. c
Irregularlayouts. Figure4.8Variationsontheblockstructure.
4.5.4 4.5.4 Withina Withinablo blocks ckstruc tructure ture,th ,thede edesign signer er hasmorefreedomtocreateinnovativelayouts. ThelayoutsinFig.4.8,andvariationsonthem (suchasa‘brokengrid’withtheoccasional cul-de-sac),arerecommendedwhenplanning residentialandmixed-useneighbourhoods.
Geometric choices and street pattern
7 Crimean CrimeandDi dDisord sorderA erAct ct 1998.London:TSO. 8 ODPMan ODPMandHo dHomeO meOfc fcee (2004) Safer Safer Places: The Planning System and Crime Prevention. Prevention. London:Thomas TelfordLtd.
4.5.5 4.5.5 Straig Straight htstr street eetsa sare reef efci cient entin inth theu euse se ofland.Theymaximiseconnectionsbetween placesandcanbetterservetheneedsof pedestrianswhopreferdirectroutes.However, long,straightstreetscanalsoleadtohigher speeds.Shortandcurvedorirregularstreets contributetovarietyandasenseofplace, andmayalsobeappropriatewher andmayalsobeappropriatewherethereare ethereare topographicalorothersiteconstraints,orwhere thereisaneedtointroducesomevariation forthesakeofinterest.Howev forthesakeofinterest.However, er,layoutsthat layoutsthat useexcessiveorgratuitouscurvesshouldbe avoided,astheyarelessefcientandmake accessforpedestriansand accessforpedestriansandcyclistsmoredifcult. cyclistsmoredifcult. 4.5.6 Geome Geometri tricc cchoi hoices cesan ands dstr treet eetp patt attern ernsh shoul ould d bebasedonathoroughunderstandingofcontext.
46
4.5.7 4.5.7 Cul-de Cul-de-sa -sacs csmay maybe bere requi quired redbe becau cause se oftopography,boundaryorotherconstr oftopography,boundaryorotherconstraints. aints. Cul-de-sacscanalsobeusefulinkeepingmotortrafclevelslowinaparticulararea,butany throughconnectionsforpedestriansandcyclists shouldbewelloverlookedwithactivefrontages. Cul-de-sacscanalsoprovidethebestsolution fordevelopingawkwardsite fordevelopingawkwardsiteswherethrough swherethrough routesarenotpractical(Fig.4.9).Cautionmust, however,beexercised however,beexercisedwhenplanningforculwhenplanningforculde-sacs,astheymayconcentratetrafcimpact onasmallnumberofdwellings,requireturning headsthatarewastefulinlandtermsandlead toadditionalvehicletravelandemissions, particularlybyservicevehicles.
4.6
Crime prevention
4.6.1 Thela Thelayou youto tofa far res eside identi ntial alar area eacan canha have vea a signicantimpactoncrimeagainstproperty(homes andcars)andpedestrians.Section17oftheCrime andDisorderAct1998,7requireslocalauthoritiesto exercisetheirfunctionwithdueregardtothelikely effectoncrimeanddisorder.Toensurethatcrime preventionconsiderationsaretakenintoaccount inthedesignoflayouts,itisimportanttoconsult policearchitecturalliaisonofcersandcrime preventionofcers,asadvisedin Safer Safer Places. 8 4.6.2 4.6.2 Toensu oensure reth that atcri crime mepr preve eventio ntioni nis s properlytakenintoaccount,itisimportantthat thewayinwhichpermeabilityisprovidedis givencarefulconsideration.Highpermeabilityis conducivetowalkingandcycling,butcanlead toproblemsofanti-socialbehaviourifitisonly achievedbyprovidingroutesthatarepoorly overlooked,suchasrearalleyways.
Manual for Streets
9 Welsh WelshAsse Assembl mbly y Government(2002). Technical Advice Note 12: Design.Cardiff:NAfW. Design.Cardiff:NAfW. Chapter5,DesignIssues.
4.6.3 Safer Placeshighlightsthefollowing Places highlightsthefollowing principlesforreducingthelikelihoodofcrimein residentialareas(Wales residentialareas(Wales:alsorefertoTechnical :alsorefertoTechnical 9 AdviceNote(TAN)12 ): • thede thedesir siref efor orcon connec nectiv tivity itysho should uldno not t compromisetheabilityofhouseholdersto exertownershipoverprivateorcommunal ‘defensiblespace’; • access accessto toth ther erear earof ofdw dwell elling ingsf sfrom rompu publi blic c spaces,includingalleys,shouldbeavoided –ablocklayout,withgardensinthe middle,isagoodwayofensuringthis; • cars, cars,cyc cyclis lists tsand andpe pedes destri trians anssh should ouldbe bek kept ept togetheriftherouteisoveranysignicant length–thereshouldbeapresumption againstroutesservingonlypedestrians and/orcyclistsawayfromtheroadunless theyarewide,open,shortandoverlooked;
• • •
• •
rout routes essh shoul ouldl dlea ead ddir direct ectly lyto tow wher here e peoplewanttogo; allro allroute utess sshou hould ldbe benec necess essary ary,s ,serv erving inga a denedfunction; carsa carsare reles lessp spron ronet etod odama amage geor orthe thefti ftif f parkedin-curtilage(butseeChapter8).Ifcars cannotbeparkedin-curtilage,theyshould ideallybeparkedonthestreetinviewofthe home.Whereparkingcourtsareused,they shouldbesmallandhavenaturalsurveillance; layout layoutss sshou hould ldbe bede desig signed nedwi with thre regar gardt dto o existinglevelsofcrimeinanarea;and layout layoutss sshou hould ldpr provi ovide denat natur ural alsur survei veilla llance nce byensuringstreetsareoverlookedandwell used(Fig.4.10).
g n a e Y s e i v a D n y l e w e l L , h a o r a h P m i T
Figure4.10Activefrontagetoallstreetsandtoneighbouringopenspaceshouldbeanaiminall developments.Blankwallscanbeavoided,evenonthereturnatjunctions,withspeciallydesigned housetypes.
Manual for Streets
47
4.7
Stree treet tch char arac actterty rtype pess
4.7.1 4.7.1 Traditio raditional nally ly,r ,road oadhi hier erar archie chies( s(e.g e.g. . districtdistributor,localdistributor districtdistributor,localdistributor,accessro ,accessroad, ad, etc.)havebeenbasedontrafccapacity etc.)havebeenbasedontrafccapacity.Asset .Asset outinChapter2,streetcharactertypesinnew residentialdevelopmentsshouldbedetermined bytherelativeimportanceofboththeirplace andmovementfunctions. 4.7.2 4.7.2 Exampl Examples esof ofthe themo more rede descr script iptive ive terminologythatshouldnowbeusedtodene streetcharactertypesare • high street; • main street;
a
• • • • • • •
shop shopp ping ingst strreet; eet; mix mixed-u ed-use ses sttreet; eet; avenue; boulevard; mews; lane; courtyard;
The Theab abov ove elis list tis isn not ote exh xhau aust stiv ive. e. 4.7.3 4.7.3 Whatevertermsareused,itisimportantthatthe streetcharactertypeiswelldened,whether inadesigncodeorinsomeotherway inadesigncodeorinsome otherway.The .The differenceinapproachisillustr differenceinapproachisillustratedby atedby Figs4.11and4.12.
b
s e t a i c o s s A & r e t x a B n a l A d n a W A D E , s p i h s r e n t r a P h s i l g n E
s e t a i c o s s A & r e t x a B n a l A d n a W A D E , s p i h s r e n t r a P h s i l g n E
Figure4.11Alternativeproposalsforadevelopment:(a)ishighways-led;while(b)ismoreattunedtopedestrian activityandasenseofplace.
48
Manual for Streets
a
P S W , n o r e m a C w e r d n A
b
P S W , n o r e m a C w e r d n A
Figure4.12(a)ExistingdevelopmentinUptonturnsitsbackonthestre Figure4.12(a)Existingdevelo pmentinUptonturnsitsbackonthestreet;while(b)alaterdevelopment et;while(b)alaterdevelopment hasastrongpresenceonthestreet. hasastrongpresenceonthestreet.Thelatterwasdeliveredusing Thelatterwasdeliveredusingacollaborativeworkshop acollaborativeworkshopdesignprocess designprocess andadesigncode.
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5 Quality places
g n a e Y s e i v a D n y l e w e l L
Chapter aims
Case study
Staiths South Bank, Gateshead
• Promote the place function of streets and explain the role that streets can play in making better places. • Stress the importance importance and value of urban design as a framework within which streets are set out and detailed.
g n a e Y s e i v a D n y l e w e l L , n e i r B ’ O r e t e P
• Set out expectations for the design design of quality places, as well as routes for safe and convenient movement. • Discuss local distinctiveness.
5.1
Introduction
5.1.1 5.1.1 Thep Thepre revi vious ousch chap apte ter rde desc scrib ribed edho how wto to plansustainablecommunities,coveringissues suchastheneedtoplanforconnectedlayouts, mixedusesandwalkableneighbourhoods.This chapterdevelopsthosethemesbydemonstrating theimportanceofqualityandencouragingthe useofthree-dimensionalurbandesign.
5.2
1 ODPM ODPM( (20 2005 05) )Planning Planning Policy Statement 1: Delivering Sustainable Developments.London: Developments .London: TSO. 2 Welsh WelshAsse Assembl mbly y Government(2002) Planning Policy Wales. Wales . Cardiff:NAfW. 3 Welsh WelshAsse Assembl mbly y Government(2002) Technical Advice Note 12: Design.Cardiff:NAfW. Design.Cardiff:NAfW. 4 Commun Communiti itiesa esandL ndLoca ocal l Government(2006) Planning Policy Statement 3: Housing.London:TSO. Housing.London:TSO. 5 Welsh WelshAsse Assembl mbly y Government(2002) Ministerial Interim Planning Policy Statement 01/2006: Housing. Housing. Cardiff:NAfW. 6 CABE CABE(2 (2002 002) )The The Value of Good Design. Design . LondonCABE;CABE (2006)Buildingsand Spaces:WhyDesign Matters.London:CABE; CABE(2006)The CABE(2006) The Value Handbook.London: Handbook .London: CABE;andCABE(2006) The Cost of Bad Design. Design . London:CABE.
The Theva valu lue eof of good good desi design gn
5.2. 5.2.1 1 Good Goodd des esig ign npl play ays sa avi vita talr lrole olein in securingplacesthataresocially,economicallyand environmentallysustainable(see‘Gatesheadcase studybox’).PlanningPolicyStatement1:Delivering SustainableDevelopment(PPS1)1emphasises this.Itstatesthat‘gooddesignensuresattractive, usable,durableandadaptableplacesandisakey elementinachievingsustainabledevelopment. Gooddesignisindivisiblefromgoodplanning… andshouldcontributepositivelytomakingplaces betterforpeople’(Wales betterforpeople’(Wales:referto :refertoPlanning Planning Policy 2 Wales, Wales, Section2.9,andTechnical Section2.9,and Technical Advice Note (TAN) 123). 5.2.2 5.2.2 Thisme Thismessa ssage geis isals alsor orein einfo forc rced edby by Planning Policy Statement 3: Housing(PPS3) Housing (PPS3)4 whichstatesthat‘gooddesignisfundamentalto thedevelopmentofhigh-qualitynewhousing, whichcontributestothecreationofsustainable, mixedcommunities’.(Wales mixedcommunities’.(Wales:referto :refertoMinisterial Ministerial Interim Planning Policy Statement 01/2006: Housing5). 5.2.3 5.2.3 Therei Thereisg sgrow rowing ingevi eviden dence ceof ofthe thebe bene nets ts ofapublicspace,developmentorbuildingthat improvespeople’ improvespeople’ssenseofwellbeing,although ssenseofwellbeing,although thesebenetscanoftenbedifculttoquantify thesebenetscanoftenbedifculttoquantify. .
Manual for Streets
Figure5.1NewdevelopmentatStaithsSouth Bank,Gateshead.
• A signicant level of detailed effort was required to negotiate deviation from standards – this was resource intensive. MfS guidance aims to avoid this by promoting the acceptance of innovation (Fig. 5.1). • The homes are relatively affordable which shows that high-quality design need not be expensive. • Parking was was limited to a ratio of one space space per house, which provided scope for a higher-quality public realm. • The scheme scheme was designed as a Home Zone.
However,evidenceisalsogrowingoftheeconomic, socialandenvironmentalbenetsofgoodurban design.Gooddesignshouldnotbeconsidered asanoptionaloradditionalexpense–design costsareonlyasmallpercentageofconstruction costs,butitisthroughthedesignprocessthat thelargestimpactcanbemadeonthequality, efciencyandoverallsustainabilityofbuildings, andonthelong-termcostsofmaintenanceand management(Fig.5.2). 5.2. 5.2.4 4 CABE CABEh has asc col olla late ted da asu supp pport ortin ing g 6 evidencebase, whichincludesthefollowing: • compac compactn tneig eighbo hbourh urhood oodst sthat hatin integ tegra rate te parkingandtransportinfrastructure, encouragewalkingandcycling,andso reducefuelconsumption; • prope propertie rtiesa sadja djacen centt ttoa oago goodod-qua quality litypa park rk havea5–7%pricepremiumcomparedwith identicalpropertiesinthesameareabut thatareawayfromthepark;and • thebe thebene nets tsof ofbet better ter-de -desig signed nedco comme mmerci rcial al developmentsincludehigherrentlevels,lower maintenancecosts,enhancedregenerationand increasedpublicsupportforthedevelopment.
51
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Figure5.2Newhall,Harlow–amasterplan-ledapproach Figure5.2Newhall,Harlow–amaste rplan-ledapproachwithbespokehousingdesign. withbespokehousingdesign.
5.3 5.3
Keya eyasp spec ects tso of fur urba ban nde desi sign gn ‘Urban design is the art of making places for people. It includes the way places work and matters such as community safety, as well as how they look. It concerns the connections between people and places, movement and urban form, nature and the built fabric, and the processes for for ensuring successful villages, towns and cities.’
7 DETRandC DETRandCABE( ABE(2000) 2000) ByDesign:Urban ByDesign:Urban Design in the Planning System: Towards Towards Better Practice.London: Practice .London: ThomasTelfordLtd. 8 Llewelyn LlewelynDav Davies ies(20 (2000) 00) The Urban Design Compendium.London: Compendium .London: EnglishPartnershipsand TheHousingCorporation. 9 DTLRa DTLRandC ndCABE ABE(20 (2001) 01) Better Places to Live: By Design. A Companion Guide to PPG3.London: PPG3.London: ThomasTelfordLtd. 10 www.buildingforl www.buildingforlife.org.u ife.org.uk. k. 11 WelshD WelshDevel evelopm opment ent Agency(WDA)(2005) Creating Sustainable Places.Cardiff:WDA. Places.Cardiff:WDA. 12 LDADesign(2005) LDADesign(2005) A A Model Design Guide for Wales: Residential Development .Cardiff: .Cardiff: PlanningOfficers SocietyWales. 13 CABE(2 CABE(2005) 005) Housing Audit: Assessing the Design Quality of New Homes in the North East, North West and Yorkshire Yorkshire & Humber .London: .London: ErnestBondPrintingLtd.
By Design: Urban Design in the Planning System: Towards Better Practice7
5.3.1 5.3.1 Itis Itisimp importa ortant ntto toap appr preci eciate atewh what atthis this meansinpractice.Itiseasytoadvocateplacesof beautyanddistinctidentity,butittakesskillto realisethemandensuretheyaretf realisethemandensuretheyaretforpurpose. orpurpose. Anumberofkeydocumentsandinitiativesprovide anintroduction,includingtheUrban anintroduction,includingthe Urban Design Compendium, Compendium,8 Better Places to Live: By Design 9 andBuilding andBuilding for Life 10(seebox)( Wales:see Wales:see 11 alsoCreating alsoCreating Sustainable Places and A A Model 12 Design Guide for Wales ). 5.3.2 5.3.2 These Thesebas basica icaspe spects ctsof ofur urban bande desig sign, n, however,arenotbeingrealisedinmanynew developments.Alltoooften,newdevelopment lacksidentityandasenseofplace.Inthese cases,itletscommunitiesandusersdown, andunderminestheaimsofthesustainable communitiesagenda. 5.3.3 5.3.3 Frequ Frequent ently ly,i ,iti tisi sint nthe heint inter eract action ion betweenthedesignandlayoutofhomesand
52
streetsthatattemptstocrea streetsthatattemptstocreatequalityplaces tequalityplaces 13 breakdown. Inthepast,urbandesigners sometimesfeltthattheirschemeswere compromisedbytheapplicationofgeometrical standardstohighwaysthatwerecurrentat thetime.Highwayengineers,inturn,have occasionallyraisedconcernsaboutlayoutsthat didnotcomplywiththedesigncriteriatowhich theywereworking. 5.3.4 5.3.4 MfSad MfSadvoc vocate atesb sbett etter ercoco-ope opera ratio tion n betweendisciplines,andanapproachtodesign basedonmultipleobjectives.
5.4
Street dimensions
5.4. 5.4.1 1 Most Mostn nei eigh ghbo bour urho hood ods sin inclu clude dea ar ran ange ge ofstreetcharactertypes,eachwithdiffering characteristics,includingtypeofuse,widthand buildingheights.Thesecharacteristicsdictate howpedestriansandtrafcusethestreet.
Width 5.4. 5.4.2 2 Width Widthbe betwe tween enbui buildi ldings ngsis isa ake key y dimensionandneedstobeconsideredinrelation tofunctionandaesthetics.Figure5.3shows typicalwidthsfordiffere typicalwidthsfordifferenttypesofstreet. nttypesofstreet. Thedistancebetweenfrontagesinresidential streetstypicallyrangesfrom12mto18m, althoughthereareexamplesofwidthsless thanthisworkingwell.Therearenoxedrules butaccountshouldbetakenofthevarietyof activitiestakingplaceinthestreetandofthe scaleofthebuildingsoneitherside.
Manual for Streets
The principles of urban design The fundamental principles of urban design are described more fully in By Design: Urban Design in the Planning System: Towards Better Practice .14 They involve expressing the main objectives of urban design through the various aspects of the built form. The objectives of urban design can be summarised as follows: • Character – Character – a place with its own identity. • Continuity and enclosure – a place where public and private spaces are clearly distinguished. • Quality of the public realm – a place with attractive and successful outdoor areas. • Ease of movement – movement – a place that is easy to get to and move through. • Legibility – Legibility – a place that has a clear image and is easy to understand. • Adaptability – Adaptability – a place that can change easily. • Diversity – Diversity – a place with variety and choice. The aspects of the built form are described as follows: • Layout: urban structure – the framework of routes and spaces that connect locally and more widely, and the way developments, routes and open spaces relate to one another.
• Layout: urban grain – the pattern of the arrangement of street blocks, plots and their buildings in a settlement. • Landscape – the character and appearance appearance of land, including its shape, form, ecology, natural features, features, colours and elements, and the way these components combine. • Density and mix – the amount of development on a given piece of land and the range of uses. Density inuences the intensity of development, and, in combination with the mix of uses, can affect a place’s vitality and viability. • Scale: height – height – scale is the size of a building in relation to its surroundings, or the size of parts of a building or its details, particularly in relation to the size of a person. Height determines the impact of development on views, vistas and skylines. • Scale: massing – the combined effect of the arrangement, volume and shape of a building or group of buildings in relation to other buildings and spaces. • Appearance: details – the craftsmanship, building techniques, decoration, styles and lighting of a building or structure. • Appearance: materials – the texture, colour, pattern and durability of materials, and how they are used.
18 - 30m
7.5 - 12m
HighStreet
Mews 27 - 36m 12 - 18m
Boulevard
ResidentialStreet 18 - 100m
14 DETR/CABE DETR/CABE(200 (2000) 0)By By Design: Urban Design in the Planning System: Towards Better Prac tice. tice. London:ThomasTelford.
Square Figure5.3Ty Figure5.3Typicalwidthsfordiff picalwidthsfordifferenttypesofstreet. erenttypesofstreet.
Manual for Streets
53
Mews Mews1 1:1 :1r rat atio io..
1:3 1:3ra rati tio ois isg gen ener eral ally lye eff ffec ecti tive ve..
Largesquaresandverywidestreets.
Spatialdenitionofstreetthroughuseofplanting.
Spatialdenit aldenitionb ionbybui ybuildin ldinghei gheight. ght.
Spatialdenition Spatialdenitionbyrece byrecessline ssline..
Figure5.4Height-to-widthratios.
Height
Length
5.4.3 Thepu Thepubli blicr creal ealmi misd sden ened edby byheig heighta htas s wellaswidth–or,moreaccurately,theratioof heighttowidth.Itisthereforerecommendedthat theheightofbuildings(ormaturetreeswhere presentinwiderstreets)isinproportiontothe widthoftheinterveningpublicspacetoachieve enclosure.Theactualratiodependsonthetypeof streetoropenspacebeingdesignedfor.Thisisa fundamentalurbandesignprinciple.Theheightto-widthenclosureratiosshowninTable5.1and illustratedinFig.5.4canserveasaguide.
5.4.5 5.4.5 Street Streetle lengt ngthc hcan anhav havea easi signi gnican cant t effectonthequalityofaplace.Acknowledging andframingvistasandlandmarkscanhelpbring anidentitytoaneighbourhoodandorientate users.However,longstraightscanencour users.However,longstraightscanencourage age hightrafcspeeds,whichshouldbemitigated throughcarefuldesign(seeSection7.4‘Achieving appropriatetrafcspeeds’).
Table5.1Height-to-widthratios Maximum
Minimum
Minor streets, e.g. mews
1:1.5
1:1
Typical streets
1:3
1:1.5
Squares
1: 6
1:4
5.4.4 5.4.4 Thebe Thebene nets tsof oftal taller lerbu build ildings ings,s ,such uch assignifyinglocationsofvisualimportance, addingvariety,orsimplyaccommoda addingvariety,orsimplyaccommodatinglarger tinglarger numbersofdwellings,mustbeweighedagainst thepossibledisadvantages.Theseinclude anoverbearingrelationshipwiththestreet, overshadowingofsurroundingareas,andthe needtoprovidemoreparking.Designmitigation techniques,suchaswiderfootways,building recessesandstreettree recessesandstreettrees,canreducetheimp s,canreducetheimpact act oftallerbuildingsontheirsettings(Fig.5.5).
54
5.5 5.5
Build uildin ing gsa satju tjunc ncti tio ons
5.5. 5.5.1 1 The Thear arra rang ngem emen ent tof ofb bui uild ldin ings gsa and nd footwayshasamajorinuenceondening thespaceatajunction.Itisbettertodesign thejunctiononthisbasisratherthanpurely onvehiclemovement(Fig.5.6).Intermsof streetscape,awidecarriagewaywithtight, enclosedcornersmakesabetterjunctionthan cutbackcornerswithasweepingcurve.Thismight involvebringingbuildingsforwardtothecorner. Double-frontedbuildingsalsohaveanimportant roleatcorners.Junctiontreatmentsareexploredin moredetailinChapter7.
Manual for Streets
a
g n a e Y s e i v a D n y l e w e l L , l l e t s a C n e B
b
g n a e Y s e i v a D n y l e w e l L , l l e t s a C n e B
Figure5.5Twostreetsdemonstratingdifferentlevelsofenclosure.Street(a)hasaheight-to-widthratio ofapproximately1:3,enablingapleasantlivingenvironmenttobesharedwithfunctionalityintheform oftrafcmovementandon-streetparking,someofitangled.Street(b)hasaheight-to-widthratioof about1:1.5.Again,thisworkswellinurbandesignterms,buttheneedtoaccommodateon-streetparking hasmeantthattrafcisrestrictedtoone-waymovement.
g n a e Y s e i v a D n y l e w e l L , l l e t s a C n e B
Figure5.6Wide,curvedjunctionsreduceenclosure.Inthisexample,therelationshipbetweenthebuildings andtheamenityspaceatthecentreofthecircusisdiminished.
Manual for Streets
55
5.6
Backs and fronts
5.6.1 Inge Ingene nera ral, l,it itis isre reco comm mmen ende ded dtha that tst stre reet ets s aredesignedwiththebacksandfrontsofhouses andotherbuildingsbeingtreateddifferently.The basictenetis‘publicfrontsandprivatebacks’. Ideally,andcertainlyintermsofcrimeprevention, backgardensshouldadjoinotherbackgardens orasecurecommunalspace.Frontdoorsshould openontofrontgardens,smallareasinfrontof theproperty,orstreets.
5.6.2 Thed Thedes esira irabi bilit lityo yofp fpubl ublic icfr front ontsa sand ndpr priva ivate te backsappliesequallytostreetswithhigherlevelsof trafc,suchasthoselinkingorprovidingaccess toresidentialareas.Ifsuchstree toresidentialareas.Ifsuchstreetsarebounded tsarebounded byback-gardenfencesorhedges,s byback-gardenfencesorhedges,security ecurity problemscanincrease,driversmaybeencouraged tospeed,landisinefcientlyused,andthere isalackofasenseofplace(Fig.5.7).Research carriedoutforMfS15 showsthatstreetswith directfrontageaccesstodwellingscanoperate safelywithsignicantlevelsoftrafc.
a
b
15 I.York,A.Bradbu I.York,A.Bradbury, ry, S.Reid,T.Ewingsand R.Paradise(2007)The R.Paradise(2007)The Manual for Streets: Redefining Residential Street Design.TRL Design.TRL ReportNo.661. Crowthorne:TRL.
g n a e Y s e i v a D n y l e w e l L
Figure5.7(a)and(b)Cul-de-sacssurroundedbyaperimeterroadthatisfrontedbybackfences–nosenseofplace, norelationshipwithitssurroundings,noquality,withstreetsdesignedpurelyforvehicles.
56
Manual for Streets
5.7
Desi Design gnin ing gst stre reet ets sas ass soc ocia ial lsp spac aces es
5.7.1 5.7.1 Thep Thepub ublic licr rea ealm lmsh shoul ould dbe bed des esign igned ed toencouragetheactivitiesintendedtotake placewithinit.Streetsshouldbedesignedto accommodatearangeofusers, accommodatearangeofusers,createvisual createvisual interestandamenity,and interestandamenity,andencouragesocial encouragesocial interaction.Theplacefunctionofstreetsmayequal oroutweighthemovementfunction,asdescribed inChapter2.Thiscanbesatisedb inChapter2.Thiscanbesatisedbyproviding yproviding amixofstreetsofvariousdimensions,squares andcourtyards,withassociated‘pocketparks’, playspaces,restingplacesandshelter.Thekey istothinkcarefullyabouttherangeofdesirable activitiesfortheenvironmentbeingcreated,andto varydesignstosuiteachplaceinthenetwork. 5.7.2 5.7.2 High High-q -qua ualit lity yop open ens spa pace cei is sa ake key y componentofsuccessfulneighbourhoods.Local DevelopmentFrameworks,oftensupplemented byopenspacestrategiesandpublicrealm strategies,shouldsetouttherequirements forprovisioninparticularlocalities.Aswith streets,parksandotheropenspa streets,parksandotheropenspacesshouldbe cesshouldbe accessibleandbewelloverlooked16(Wales:Refer toTAN1617).Openspacescanaidurbancooling tohelpmitigatetheeffectsofclimatechange.
5.8 5.8
16 ODPM(20 ODPM(2002) 02)Planning Planning Policy Guidance 17: Planning for Open Space, Sport and Recreation. Recreation . London:TSO. 17 WelshAssembl WelshAssembly y Government(2006)Draft Government(2006) Draft Technical Advice Not e 16: Sport, Recreation and Open Space.Cardiff: Space .Cardiff: NAfW.
Othe Other rla layo yout utc con onsi side derratio ations ns
5.8.1 Thela Thelayou yout tof ofa anew newh hous ousing ingo orm rmix ixed ed-us -use e areawillneedtotakeaccountoffactorsotherthan streetdesignandtrafcprovision. streetdesignandtrafcprovision.Theyinclude: Theyinclude: • thepo thepote tentia ntialim limpac pacto tonc nclim limate atech chang ange, e, suchastheextenttowhichlayoutspromote sustainablemodesoftransportorreduce theneedtotravel; • climat climatea eand ndpr preva evailin ilingw gwind ind,a ,and ndthe theim impac pact t ofthisonbuildingtypeandorientation; • energ energye yefc fcien iencya cyand ndthe thepo pote tentia ntialf lfor orsol solar ar gainbyorientatingbuildingsappropriately; • noisep noisepollu ollution tion,s ,such uchas asfro fromr mroad oadso sorr rrailw ailways; ays; • provi providin dingv gview iewsa sand ndvis vistas tas,l ,land andmar marks, ks, gatewaysandfocalpointstoemphasise urbanstructure,hierarchiesandconnections, aswellasvarietyandvisualinterest; • crimep crimeprev reventi ention, on,incl includin udingth gthep eprov rovisio isionof nof defensibleprivateandcommunalspace,and active,overlookedstreets(seeChapter4);and • balan balancing cingth then eneed eedto topr provi ovide defa facili cilitie tiesf sfor or youngchildrenandteenagersoverlooked byhousing,withthedetrimentaleffectsof noiseandnuisancethatmayresult.
Manual for Streets
g n a e Y s e i v a D n y l e w e l L , l l e t s a C n e B
Figure5.8Acontemporaryinterpretationofthe terracedhouse,providingactivefrontagetothestreet andasmallprivatebufferarea.
5.8.2 5.8.2 Often Oftensat satisf isfying yingon onec econs onside idera ratio tionw nwill ill makeitdifculttosatisfyanother makeitdifculttosatisfyanother,andinvariably ,andinvariably abalancehastobeachieved. abalancehastobeachieved.Thisisoneofthe Thisisoneofthe reasonsforagreeingdesignob reasonsforagreeingdesignobjectivesatanearly jectivesatanearly stageinthelifeofthescheme.
5.9 5.9
Wher Where est strreets eetsm mee eet tbu buil ildi ding ngss
5.9. 5.9.1 1 The Thesp spac ace ebe betw twee een nth the efr fron ont tof oft the he buildingandthecarriageway,footwayorother publicspaceneedstobecarefullymanagedasit marksthetransitionfromthepublictotheprivate realm.Continuousbuildinglinesarepreferredas theyprovidedenitionto,andenclosureof,the publicrealm.Theyalsomakenavigationbyblind andpartially-sightedpeopleeasier. 5.9.2 5.9.2 Foro Foroccu ccupie piers rsof ofhou houses ses,t ,the heame amenity nity valueoffrontgardenstendstobelowerwhen comparedtotheirbackgardensa comparedtotheirbackgardensandincreased ndincreased parkingpressuresonstreetshasmeantthat manyhouseholdershaveconvertedtheirfront gardenstohardstandingforcarparking. However,thisisnotnecessarilythemost desirableoutcomeforstre desirableoutcomeforstreetusersintermsof etusersintermsof amenityandqualityofplace,andcanleadto problemswithdrainage.Wherenofrontgarden isprovided,thesetbackofdwellingsfromthe streetisakeyconsiderationintermsof:
57
g n a e Y s e i v a D n y l e w e l L
Figure5.9Trees,bollards,bench Figure5.9Trees,bollards,benchesandthelitterbinhavethepotentialt esandthelitterbinhavethepotentialtoclutterthisresidentialsquare, oclutterthisresidentialsquare, butcarefuldesignmeansthattheyaddtothelocalamenity.
• • •
• •
denin deningt gthe hecha chara racte ctero roft fthe hestr street eet;; determ determinin ininga gade degr gree eeof ofpri privac vacy; y; securi security tyspa space, ce,pr provi ovidin dinga gase semimi-pri privat vate e bufferwhichintruderswouldhavetopass through,thusreducingopportunitiesfor crime(Fig.5.8); amenity amenitysp space acef for orpla plants ntsor orse seatin ating, g,etc. etc.;a ;and nd functiona functionalsp lspace acef forr orrubb ubbish ishbins bins,ex ,exter ternal nal metersorstorage,includingsecure parkingforbicycles.
5.9.3 5.9.3 Keeping eepingga garag rages esand andpa parki rking ngar areas easle level vel with,orbehind,themainbuildinglinecanbe aestheticallybenecialintownscapeterms.
5.10 5.10
18 JointCommitt JointCommitteeon eeon MobilityofBlindand PartiallySightedPeople (JCMBPS)(2002)Policy (JCMBPS)(2002) Policy Statement on Walking Strategies.Reading: Strategie s.Reading: JCMBPS.
Redu duci cing ng clut cluttter
5.10.1 5.10.1 Street Streetfu furni rnitur ture, e,sig signs, ns,bi bins, ns,bo bolla llard rds, s, utilitiesboxes,lightingandotheritemswhich tendtoaccumulateonafootwaycanclutterthe streetscape.Clutterisvisuallyintrusiveandhas adverseimplicationsformanydisabledpeople. Theagenciesresponsibleforsuchitemsand thosewhomanagethestreetshouldconsider waysofreducingtheirvisualimpactand impedimenttousers.
58
5.10.2 5.10.2 Exam Example pleso sof fre redu ducin cingt gthe heimp impact actin inclu clude: de:18 • mounti mounting ngstr street eetligh lights tsont ontob obuil uildin dings, gs,or or trafcsignalsontolightingcolumns; • locatin locatings gserv ervice icein inspe specti ction onbox boxes eswit within hin buildingsorboundarywalls; • specif specifyin yingt gthe heloca location tionan ando dorie rienta ntatio tiono nof f inspectioncoversinthefootway; • ensurin ensuringth gthat athous househol eholdb dbins insand andre recycl cycling ing containerscanbestoredoffthefootway;and • design designing ingst stre reet etfur furnit niture ureto tobe bein inke keepi eping ng withitssurroundings(Fig.5.9). 5.10.3 5.10.3 Where Wherete terr rrace acedh dhous ousing ingor ora ats tsar are e proposed,itcanbedifculttondspace forstoringbinsoffthefo forstoringbinsoffthefootway.I otway.Inthese nthese circumstances,sub-surfaceorpop-upwaste containersmaybeapracticablesolution (Fig.5.10).
5.11 5.11
Loca ocaldi ldist stin inct ctiv iven enes esss
5.11.1 5.11.1 Local Localid ident entity ityand anddi disti stinct nctive ivenes nessa sare re importantdesignconsiderationsandcanbe strengthenedby: • relati relating ngthe thela layou youtt tton oneig eighbo hbouri uring ng development(ifitsatisesthebasicsof goodurbandesign); • involv involving ingth thec ecomm ommuni unity tyear early lyon onin inthe the designprocess; Manual for Streets
5.11.2 5.11.2 Villag Villagea eand ndT TownDe ownDesig signS nStat tateme ements nts, , whicharebasedonenhancinglocalcharacter anddistinctiveness,canalsobeausefultool. h t u o m s t r o P f o y t i s r e v i n U , y l l e r r a F e n i a r r o L
Figure5.10Sub-surfacerecyclingbinsforcommunaluse.
• •
19 Forregion-speci Forregion-specic c guidance,seeEnglish Heritage’s Streets Streets for All seriesatwww.englishheritage.org.uk.
• •
using usingloca localm lmat ateri erials als(w (which hichma maya yalso lsobe be betterenvironmentally); using usinggr grain ain,p ,patt attern erns sand andf form orms symp ympath atheti etic c tothepredominantvernacularstyles (Fig.5.11),orasestablishedinlocal supplementaryplanningdocumentsand/ orCharacterAssessmentdocuments; 19 retai retainin ningh ghist istori orical calas assoc sociat iation ions; s;and and engagi engaging ngwit withu hutil tility itycom compan panies iest toe oensu nsure re thatthedesign,qualityandsettingoftheir streetfurnituredoesnotdetractfromthe overallstreetdesign,viewpointsandvistas.
5.12
Planting
5.12.1 5.12.1 Spac Space efo for rpla plant nting ingca can nbe bein inte tegr grat ated ed intolayoutandbuildingdesigns,and,wherever possible,locatedonprivatelandorbuildings (generousbalconies,roofgardens,walls)orpublic landintendedforadoption,includingthehighway. 5.12.2 5.12.2 Plant Planting ingadd addsv svalue alue;i ;ithe thelps lpsto toso softe ften n theurbanstreet-scene,createsvisualand sensoryinterest,andimprovestheairquality andmicroclimate.Itcanalsoprovidehabitats forwildlife.Thearomaticqualitiesorcontrasting coloursandtexturesoffoliageareofvalueto all,andcanassistthenavigationofthosewith visualimpairment.Flowersandfruittreesadd seasonalvariety. 5.12.3 5.12.3 Plantin Plantingc gcan anpr provi ovide desha shade de,s ,shel helte terr, privacy,spatialcontainmentandseparation. Itcanalsobeusedtocreatebuff Itcanalsobeusedtocreatebufferorsecurity erorsecurity zones,visualbarriers,orlandmarksorgateway features.Vegetationcanbeusedtolimitforward visibilitytohelpreducevehiclespeeds.
g n a e Y s e i v a D n y l e w e l L
Figure5.11TheOrchard,Lechlade–newhousingsympathetictothelocalcontext.
Manual for Streets
59
g n a e Y s e i v a D n y l e w e l L , n i r h g u a G c M a n U
Figure5.12Maturetreeshelptostructurethespac Figure5.12Maturetreeshelptostructurethespace,whilebuildingsareplace e,whilebuildingsareplacedtocreateasenseo dtocreateasenseofenclosure. fenclosure.
5.12.4 Existingtreescanoccupyasubstantial partofadevelopmentsiteandcanhavea majorinuenceonlayoutdesignanduseof thesite,especiallyiftheyareprotectedbyTree PreservationOrders.Layoutspoorlydesigned inrelationtoexistingtrees inrelationtoexistingtrees,orretainingtre ,orretainingtrees es ofaninappropriatesize,specie ofaninappropriatesize,speciesorcondition, sorcondition, mayberesentedbyfutureoccupa mayberesentedbyfutureoccupantsandcreate ntsandcreate pressuretopruneorremov pressuretopruneorremovetheminthefuture. etheminthefuture. Toreducesuchproblems,specialistadviceis neededinthedesignprocess. neededinthedesignprocess.Anarboriculturali Anarboriculturalist st willhelpdeterminewhethertreeretention canbesuccessfullyintegra canbesuccessfullyintegratedwithinthenew tedwithinthenew development,specifyprotectionmeasures requiredduringconstruction,andrecommend appropriatereplacementsa appropriatereplacementsasnecessary(Fi snecessary(Fig.5.12). g.5.12). 5.12.5 5.12.5 Sustai Sustainab nable lepla planti nting ngwil willr lrequ equire ireth the e provisionof: • heal health thy ygr grow owin ing gco cond ndit itio ions ns;; • space spaceto toal allow lowgr growt owtht htom omatu aturit rityw ywith ith minimalinterventionormanagement; • specie speciesa sappr ppropr opriat iatet etoa oaloc local alsen sense seof of placeanditsintendedfunction,andsite conditions;and
60
•
5.13 5.13
well-i well-inf nform ormed edpr propo oposal salsf sfor ornew newpl plant anting ing (ortheretentionandprotectionofexisting plants)andlonger-termmaintenance. Theseproposalsshouldbeagreedwiththe adoptinglocalorhighwayauthority,trust, residents’orcommunityassociationor managementcompany.
Stan Standi ding ngt the het tes est tof oft tim ime e
5.13.1 5.13.1 Places Placesne need edto toloo lookg kgood oodan andw dwork orkwe well ll inthelongterm.Designcosts inthelongterm.Designcostsareonlyasm areonlyasmall all percentageoftheove percentageoftheoverallcosts, rallcosts,butitisthe butitisthe qualityofthedesignthatmakesthedifference increatingplacesthatwillst increatingplacesthatwillstandthetes andthetestof tof time.Well-designedplac time.Well-designedplaceslastlongera eslastlongerandare ndare easiertomaintain,thusthe easiertomaintain,thusthecostsofthe costsofthedesign design elementarerepaidovertime.Thespecication formaterialsandmaintenanceregimesshould bewrittentoprovidehighstandar bewrittentoprovidehighstandardsofdurability dsofdurability andenvironmentalperformance.Maintenance shouldbestraightforwardandmanagement regimesshouldensurethatt regimesshouldensurethatthereare hereareclearlines clearlines ofresponsibility.Thesethemesarecovered furtherinChapter11.
Manual for Streets
C Detailed design issues
6 Street users’ needs
y h p a r g o t o h P n o t g n i l l i M d i v a D
Chapter aims
6.2 6.2
• Promote inclusive design. • Set out the various requirements of street users. • Summarise the requirements for various types of motor vehicle.
6.1
Introduction
6.1. 6.1.1 1 Stre Street etd des esig ign nsh shou ould ldb be einc inclu lusi sive ve. . Inclusivedesignmeansprovidingforallpeople regardlessofageorability regardlessofageorability.Ther .Thereisageneral eisageneral dutyforpublicauthoritiestopr dutyforpublicauthoritiestopromoteequality omoteequality undertheDisabilityDiscriminationAct2005.1 Thereisalsoaspecicobligationforthosewho design,manageandmaintainbuildingsand publicspacestoensurethatdisa publicspacestoensurethatdisabledpeopleplay bledpeopleplay afullpartinbenetingfrom,andshaping,an inclusivebuiltenvironment. 6.1.2 Poor Poord des esig ign nca can nex exac acer erba bate tet the hep pro robl blem ems s ofdisabledpeople–good ofdisabledpeople–gooddesigncanminimis designcanminimisethem. ethem. Consultationwithrepresentat Consultationwithrepresentativesofvarious ivesofvarioususerusergroups,inparticulardisabled groups,inparticulardisabledpeople,isimp people,isimportantfor ortantfor informingthedesignofstr informingthedesignofstreets.Loca eets.Localaccesso laccessofcers fcers canalsoassisthere. 6.1. 6.1.3 3
Desi Design gner ers ssh shou ould ldr ref efer ert to oInclusive 2 Mobility , The Principles of Inclusive Design 3 and Guidance on the Use of Tactile Paving Surfaces(1999)4inordertoensurethattheir
designsareinclusive.
1 Disabilit DisabilityDi yDiscrim scriminat ination ion Act2005.London:TSO. 2 Departmentfor DepartmentforTTransport (2002)Inclusive Mobility A Guide to Best Practice on Access to Pedestrian and Transport Infrastructure .London:
DepartmentforTransport. 3 CABE( CABE(200 2006) 6)The Principles of Inclusive Design (They include you).
London:CABE. 4 DETR( DETR(199 1999) 9)Guidance on the Use of Tactile Tactile Paving Surfaces.London:TSO.
6.1.4 6.1.4 Ifany Ifanyas aspec pecto tofa fast stree reetu tunav navoid oidab ably ly preventsitsusebyparticularusergroups,itis importantthatasuitablealternativeisprovided. Forexample,asafecyclingroutetoschool maybeinappropriatef maybeinappropriateforexperiencedcy orexperiencedcyclist clist commuters,whileacycleroutef commuters,whileacyclerouteforcommuters orcommuters inthesametransportcorridormaybeunsaf inthesametransportcorridormaybeunsafefor efor usebychildren.Providingoneasanalternative totheotherovercomestheseproblemsand ensuresthattheoveralldesignisinclusive. 6.1 6.1.5 This Thisap appr proac oachi hisu suse sefu fula las sit ital allow lows s fortheprovisionofaspecialisedfacility wherethereisconsiderabledemandforit withoutdisadvantagingusergroupsunable tobenefitfromit.
Manual for Streets
Requ Requir irem emen ents tsf for orp ped edes estr tria ians ns and cyclists
6.2. 6.2.1 1 When Whend des esig ignin ning gfforp orped edes estr tria ians nso or r cyclists,somerequirementsarecommontoboth: • routes routessho should uldfo form rmac acoher oherent entnetw network orklink linking ing triporiginsandkeydestinations,andthey shouldbeatascaleappropriatetotheusers; • ingen ingener eral, al,ne netwo tworks rkssh should ouldal allow lowpe peopl ople e togowheretheywant,unimpededby streetfurniture,footwayparkingandother obstructionsorbarriers; • infra infrastr struct uctur urem emust ustno noto tonly nlybe besa safe febu but t alsobeperceivedtobesa alsobeperceivedtobesafe–thisapp fe–thisappliesto liesto bothtrafcsafetyandcrime;and • aesthe aesthetics tics,no ,noise isere reduc duction tionan andin dinteg tegrat ration ion withsurroundingareasareimportant–the environmentshouldbeattractive,interesting andfreefromgraftiandlitter,etc.
6.3
Pedestrians
6.3.1 6.3.1 The Thepr prop open ensi sity tyt tow owal alk kis isin inu uen ence ced dno not t onlybydistance,butalsobythequalityofthe walkingexperience.A20-minutewalkalongsidea busyhighwaycanseemendless,yetinarichand stimulatingstreet,suchasinatowncentre,itcan passwithoutnoticing.Residentialareascanoffer apleasantwalkingexperienceifgoodquality landscaping,gardensorinterestingarchitecture arepresent.Sightlinesandvisibilitytowards destinationsorintermediatepointsareimportant forpedestrianway-ndingandpersonalsecurity, andtheycanhelppeoplewithcognitive impairment. 6.3. 6.3.2 2 Pede Pedest stri rian ans sma may ybe bew wal alki king ngw wit ith h purposeorengaginginotheractivitiessuchas play,socialising,shoppingorjustsitting.Forthe purposesofthismanual,pedestriansinclude wheelchairusersandpeoplepushingwheeled equipmentsuchasprams. 6.3.3 6.3.3 Aspe Aspedes destri trians ansinc includ ludep epeop eople leof ofall all ages,sizesandabilities,thedesignofstreets needstosatisfyawiderangeofr needstosatisfyawiderangeofrequirements. equirements. Astreetdesignwhichaccommodatestheneeds ofchildrenanddisabledpeopleislikelytosuit most,ifnotall,usertypes. 6.3.4 6.3.4 Notal Notalld ldisa isabil bility ityre relat lates esto todi difc fcult ulties ies withmobility.Peoplewithsensoryorcognitive impairmentareoftenlessobviouslydisabled,
63
Figure6.1WestEndofLondon1884–theblockdimensionsar Figure6.1WestEndofLo ndon1884–theblockdimensionsareofascalethatencourag eofascalethatencourageswalking. eswalking.
soitisimportanttoensurethattheirneedsare notoverlooked.Legibledesign,i.e.designwhich makesiteasierforpeopletowork makesiteasierforpeopletoworkoutwhere outwhere theyareandwheretheyaregoing,isespecially helpfultodisabledpeople.Notonlydoesit minimisethelengthofjourneysbyavoiding wrongturns,forsomeitmaymakejourneys possibletoaccomplishintherstplace. 5 Departmentfor DepartmentforTTransport (1995)The Assessment of Pedestrian Crossings. LocalTransportNote 1/95.London:TSO. 6 Departmentfor DepartmentforTTransport (1995)The Design of Pedestrian Crossings. LocalTransportNote 2/95.London:TSO. 7 CountyS CountySurve urveyors yors’ ’ Society/Departmentfor Transport(2006) Pufn Good Practice Guide
availabletodownload fromwww.dft.gov.uk fromwww.dft.gov.ukor or www.cssnet.org.uk. www.cssnet.org.uk . 8 Departmentfor DepartmentforTTransport (2005)Inclusive Mobility A Guide to Best Practice on Access to Pedestrian and Transport Infrastructure .London:
Departmentfor Transport.
6.3.5 6.3.5 The Thela layo yout uto of four ourt tow owns nsa and ndc citi ities esh has as historicallysuitedpedestrianmovement(Fig.6.1). 6.3.6 6.3.6 Walka Walkable blene neigh ighbou bourho rhoods odss shou hould ldbe beon on anappropriatescale,asadvisedinChapter4. Pedestrianroutesneedtobedirectandmatch desirelinesascloselyaspossible.Permeable networkshelpminimisewalkingdis networkshelpminimisewalkingdistances. tances. 6.3. 6.3.7 7 Pedestr Pedestrian iannetw network orksne sneed edto tocon connect nect withoneanother.Wherethesenetworksare separatedbyheavily-traffickedroads, appropriatesurfacelevelcrossingsshouldbe providedwherepracticable.Footbridgesand subwaysshouldbeavoidedunlesslocal topographyorotherconditionsmakethem necessary.Thelevelchangesandincreased
64
distancesinvolvedareinconvenient,andthey canbedifficultfordisabledpeopletouse. Subways,inparticular,canalsoraise concernsoverpersonalsecurity–iftheyare unavoidable,designersshouldaimtomake themasshortaspossible,wideandwelllit. 6.3.8 6.3.8 Thesp Thespeci ecic ccon condit dition ionsi sina nast stre reet et willdeterminewhatformofcrossingismost relevant.Allcrossingsshouldbeprovidedwith tactilepaving.Furtheradviceontheassessment anddesignofpedestriancrossingsiscontained inLocalTransportNotes1/95 5and2/956andthe Pufn Good Practice Guide .7 6.3. 6.3.9 9 Surfa Surface cele leve velc lcro ross ssing ings scan canb beo eofa fa numberoftypes,asoutlinedbelow: • Uncont Uncontro rolle lled dcro cross ssing ings– s–th thes esec ecan anbe be createdbydroppingkerbsatintervals alongalink.Aswithothertypesof crossing,theseshouldbematchedtothe pedestriandesirelines.Ifthecrossing patternisfairlyrandomandthereis anappreciableamountofpedestrian activity,aminimumfrequencyof100m isrecommended. 8Droppedkerbsshould
Manual for Streets
•
•
•
•
bemarkedwithappropriatetactilepaving andalignedwiththoseontheotherside ofthecarriageway. Informa Informalcr lcrossin ossings– gs–these thesecan canbec becrea reated ted throughcarefuluseofpav throughcarefuluseofpavingmaterials ingmaterials andstreetfurnituretoindicateacrossing placewhichencouragesslow-movingtrafc togivewaytopedestrians(Fig.6.2). Pedes Pedestri trian anre refug fuges esand andk kerb erbbu build ild-ou -outs ts –thesecanbeusedseparatelyorin combination.Theyeffe combination.Theyeffectivelynarrowthe ctivelynarrowthe carriagewayandsoreducethecrossing distance.However,theycancreate distance.However,theycancreate pinch-pointsforcyclistsiftheremaining gapisstillwideenoughformotorvehicles tosqueezepastthem. Zebra Zebracr cross ossings ings– –of ofthe thef form ormalc alcros rossin sing g types,theseinvolvetheminimumdelayfor pedestrianswhenusedintherightsituation. Signal Signalise isedc dcros rossin sings gs–t –ther herea eare ref four ourty types pes: : Pelican,Pufn,Toucanandequestrian crossings.ThePelicancrossingwastherst tobeintroduced.Pufncrossings,which
havenearsidepedestriansignalsanda variablecrossingtime,arereplacingPelican crossings.Theyusepedes crossings.Theyusepedestriandetectors triandetectors tomatchthelengthofthecrossingperiod tothetimepedestrianstaketocross. Toucanandequestriancrossingsoperatein asimilarmannertoPufncrossingsexcept thatcyclistscanalsouseToucancrossings, whileequestriancrossingshaveaseparate crossingforhorseriders.Signalised crossingsarepreferredbyblindor partially-sightedpeople. 6.3. 6.3.10 10 Obstruc Obstruction tionso sonth nthef efootw ootway aysho should uld beminimised.Streetfurnitureistypically sitedonfootwaysandcanbeahazardfor blindorpartially-sightedpeople. 6.3.11 Where Whereit itis isne nece cess ssary aryt tob obre reak akar aroad oad linkinordertodiscoura linkinordertodiscouragethroughtr gethroughtrafc,itis afc,itis recommendedthatconnectivityforpedestrians ismaintainedthroughthebr ismaintainedthroughthebreakunlessthe eakunlessthere re arecompellingreasonstopreventit.
P S W , n o r e m a C w e r d n A
Figure6.2Informalcrossing,Colchester–although Figure6.2Informalcrossing,Colchester–althoughthechainsandalackoftactilepavingar thechainsandalackoftactilepavingarehazardousto ehazardousto blindorpartially-sightedpeople.
Manual for Streets
65
Small radius (eg. 1 metre)
Large radius (eg. 7 metres)
• Pedestrian Pedestriandesir desireline eline(--(---)ism )ismainta aintained. ined. • Vehicles Vehiclesturn turnslowl slowly(10 y(10mph mph–15m –15mph). ph).
• Pedest Pedestria riand ndesi esire relin lined edee eecte cted. d. • Detourr Detourrequir equiredto edtominim minimisecr isecrossing ossingdista distance. nce. • Vehicl Vehiclest esturn urnfas faster ter(20 (20mp mph– h–30 30mph mph). ).
l i c n u o C y t n u o C n o v e D
• Pedestrian Pedestriandoes doesnoth nothavet avetoloo olookfurth kfurther er behindtocheckforturningvehicles. • Pedestrian Pedestriancan caneasily easilyestab establishp lishpriorit rioritybec ybecause ause vehiclesturnslowly.
• Pedestrian Pedestrianmust mustlookf lookfurther urtherbehi behindt ndtoche ocheck ck forfastturningvehicles. • Pedestrian Pedestriancann cannotno otnormally rmallyestab establishp lishpriorit riority y againstfastturningvehicles.
Figure6.3Theeffectsofcorne Figure6.3Theeffectsofcornerradiionpedestrians. rradiionpedestrians.
6.3.12 6.3.12 Pedestr Pedestriand iandesir esireline elinessh sshould ouldbek bekept ept encouragedriverstomakethetur encouragedriverstomaketheturnmorequickly nmorequickly,, asstraightaspossible asstraightaspossibleatside-ro atside-roadjunctions adjunctions speedswillneedtobecontrolledinsomew speedswillneedtobecontrolledinsomeway, ay, unlesssite-specificreasonsprecludeit.Small suchasthroughusingaspeedtableatthe cornerradiiminimisetheneedforpedestrians junction. todeviatefromtheirdesireline(Fig.6.3). Droppedkerbswiththeappropriatetactile 6.3.15 6.3.15 Theke Thekerbe rbeds dsepa epara ration tionof off foot ootway wayan and d carriagewaycanofferprotectiontop carriagewaycanofferprotectiontopedestrians, edestrians, pavingshouldbeprovidedatallside-road junctionswherethecarriagewayandfootway channelsurfacewater,and channelsurfacewater,andassistblindor assistblindor areatdifferentlevels.Theyshouldnotbe partially-sightedpeopleinndingtheirway around,butkerbscanalsopresentbarriersto ntbarriersto placedoncurvedsectionsofkerbingbecause around,butkerbscanalsoprese thismakesitdifficultforblindorpartiallysomepedestrians.Kerbs somepedestrians.Kerbsalsotendtoconf alsotendtoconferan eran sightedpeopletoorientatethemselves implicitprioritytovehiclesonthecarriageway. beforecrossing. Atjunctionsandotherlocations,suchasschool orcommunitybuildingentrances,thereare 6.3.13 6.3.13 Withs Withsmal mallc lcorn orner erra radii dii,l ,larg argev evehi ehicle cles s benetsinconsideringbringingthecarriageway mayneedtousethefullcarriagewaywidth upushwiththefootwaytoallowpeople toturn.Swept-pathanalysiscanbe toturn.Swept-pathanalysiscanbeusedto usedto tocrossononelevel(Fig.6.4).Thiscanbe determinetheminimumdimensionsrequired. achievedby: Thefootwaymayneedtob Thefootwaymayneedtobestrengthened estrengthened • raisin raisingt gthe hecar carria riagew geway ayto tof foot ootway wayle level vel locallyinordertoallowforlargervehicles acrossthemouthsofsideroads;and occasionallyoverrunningthecorner. • provi providin dinga gafu full llrai raised sedsp speed eed-ta -table bleat at‘T ‘T’ ’ junctionsandcrossroads. 6.3.14 6.3.14 Larger Largerra radii diica canb nbeu eused sedwi witho thout ut interruptingthepedestriandesirelineifthe footwayisbuiltoutatthecorners.Iflargerradii
66
Manual for Streets
P S W , n o r e m a C w e r d n A
Figure6.4Raisedcrossover,butlocatedaway fromthedesirelineforpedestriansandtherefore ignored–thecrossovershouldbenearerthe junctionwith,inthiscase,asteeperrampfor vehiclesenteringthesidestreet.
L R T , d i e R t r a u t S
Figure6.6Uninvitingpedestrianlink–narrow,not welloverlooked,unlitanddeserted.
g n a e Y s e i v a D n y l e w e l L , h a o r a h P m i T
P S W , n o r e m a C w e r d n A
Figure6.5Invitingpedestrianlink.
Figure6.7Overlookedsharedrouteforpedestrians andvehicles,Poundbury,Dorset.
6.3. 6.3.16 16 Thecarr Thecarriage iageway wayisu isusual suallyr lyraise aisedus dusing ing shortrampswhichcanhaveaspeed-reducing effect,butifthestreetisonabusroute,for example,amoregradualchangeinheightmay bemoreappropriate(Fig.6.4).Itisimportant thatanysuchsharedsurfacearrangementsare designedforblindorpartially-sightedpeople becauseconventionalkerbsarecommonly usedtoaidtheirnavigation.Tactilepaving isrequiredatcrossingpointsregardlessof whetherkerbsaredroppedorthecarriageway israisedtofootwaylevel.Othertactile informationmayberequiredtocompensate forkerbremovalelsewhere.
6.3.18 6.3.18 Pedes Pedestri trians ansge gener nerall allyf yfeel eelsa safe fefr from om crimewhere: • their theirro route utesa sare reov overl erlook ooked edby bybu build ilding ings s withhabitablerooms(Fig.6.7); • other otherpeo people plear areu eusin singt gthe hestr street eet;; • there thereis isno noev evide idence nceof ofan anti-s ti-soci ocial alact activi ivity ty (e.g.litter,grafti,vandalisedstreetfurniture); • theycan theycannotb notbesu esurpr rprised ised(e. (e.g.a g.atbl tblind indcorn corners) ers);; • theyc theycann annot otbe betra trappe pped( d(e.g e.g.p .peop eople lecan can feelnervousinplaceswithfewentryand exitpoints,suchassubwaynetworks);and • ther there eis isg goo ood dliligh ghti ting ng..
6.3.17 6.3.17 Pedes Pedestri trians ansca canb nbei einti ntimid midat ated edby by trafcandcanbeparticularlyvulnerabletothe fearofcrimeoranti-socialbehaviour fearofcrimeoranti-socialbehaviour.Inorder .Inorder toencourageandfacilitatewalking,pedestrians needtofeelsafe( needtofeelsafe(Figs6.5and6.6). Figs6.5and6.6).
Manual for Streets
6.3.19 6.3.19 Street Streetsw swith ithhi high ghtra trafc fcsp speed eedsc scan an makepedestriansfeelunsa makepedestriansfeelunsafe.Designers fe.Designersshould should seektocontrolvehiclespeedstobelow20mph inresidentialareassothatpedestriansactivityis notdisplaced.Methodsofvehiclespeedcontrol arediscussedinChapter7.
67
m 1 . 2
0.75 m
0.9 m
1.5 m
1.2 m
Footway 2m(min)
Stay/chat 2.5mormore
Play4.0mormore
l i c n u o C y t n u o C n o v e D
Figure6.8Thefootwayandpe Figure6.8Thefootwayandpedestrianareasprovidef destrianareasprovideforarangeoffunc orarangeoffunctionswhichcanincludebro tionswhichcanincludebrowsing, wsing, pausing,socialisingandplay.
6.3.20 Inclusive Mobility givesguidanceon givesguidanceon designmeasuresforusewher designmeasuresforusewheretherearest etherearesteep eep slopesordropsattherearoff slopesordropsattherearoffootways. ootways. 6.3.21 Places Placesf forp orpede edestr strians iansmay maynee needt dtos oserve ervea a varietyofpurposes,includingmovementingroups, children’splayandotheractivities(Fig.6.8). 6.3.22 Thereisnomaximumwidthfor footways.Inlightlyusedstreets(suchasthose withapurelyresidentialfunction),theminimum unobstructedwidthforpedestriansshould generallybe2m.A generallybe2m.Additionalwidths dditionalwidthshould hould beconsideredbetweenthefootwayanda heavilyusedcarriageway,o heavilyusedcarriageway,oradjacentto radjacentto gatheringplaces,suchasschoolsandshops. Furtherguidanceonminimumfootwaywidths isgiveninInclusive Mobility .
68
6.3. 6.3.23 23 Footway Footwaywid widths thscan canbev bevarie aried d betweendifferentstreetstotakeaccountof pedestrianvolumesandcomposition.Streets wherepeoplewalkingroupsornearschools orshops,forexample,needwiderfootways. Inareasofhighpedestrianow,thequalityof thewalkingexperiencecandeteriorateunless sufcientwidthisprovided.Thequalityof servicegoesdownaspedestrianowdensity increases.Pedestriancongestionthrough insufcientcapacityshouldbeavoided.Itis inconvenientandmayencouragepeopleto stepintothecarriageway(Fig.6.9). Porchroofs oofs,aw ,awnings nings,ga ,garag ragedo edoors, ors, 6.3.24 6.3 .24 Porchr baywindows,balconiesorotherbuilding elementsshouldnotoversailfootwaysata heightoflessthan2.6m.
Manual for Streets
0.05P/m2
0.20P/m2
0.50P/m2
0.90P/m2
Figure6.9Diagramshowingdifferentdensitiesof useintermsofpedestrianspersquaremetre. DerivedfromVorrangfürFussgänger DerivedfromVorrangfürFussgänger9.
6.3.25 6.3.25 Treesto reestobe besite sitedwi dwithin thinorcl orclose oseto to footwaysshouldbecarefullyselectedsothat theirspreaddoesnotreducepedestrianspace belowminimumdimensionsf belowminimumdimensionsforwidthand orwidthand headroom(Fig.6.10). 6.3.26 6.3.26 Lowo Lowover verhan hangin gingt gtree rees, s,ove overgr rgrown own shrubsandadvertisingboardscanbeparticularly hazardousforblindorpartially-sightedpeople. Taperingobstructions,wheretheclearance aperingobstructions,wheretheclearanceunder under astructurereducesbecausethes astructurereducesbecausethestructureslopes tructureslopes
9 Wissensc Wissenschaf haft& t&Ve Verkeh rkehr r (1993)Vorrang für .Verkehrsclub Fussgänger .Verkehrsclub Österreich.
g n a e Y s e i v a D n y l e w e l L , h a o r a h P m i T
Figure6.10Poorlymaintainedtreeobstructing thefootway.
down(commonunderfootbridger down(commonunderfootbridgeramps),orthe amps),orthe pedestriansurfacerampsup,s pedestriansurfacerampsup,shouldbeavoided houldbeavoided orfencedoff. 6.3. 6.3.27 27 Designer Designerss sshould houldatt attemp emptt ttok okeep eep pedestrian(andcycle)routesasneartolevel aspossiblealongtheirlengthandwidth, withintheconstraintsofthesite.Longitudinal gradientsshouldideallybenomorethan5%, althoughtopographyorothercircumstances maymakethisdifculttoachieve(Fig.6.11).
P S W , n o r e m a C w e r d n A
Figure6.11Insomeinstancesitmaybepossibletokeepfootwayslevelwhenthecarriagew Figure6.11Insomeinstancesitmaybepossibletokeepfoo twayslevelwhenthecarriagewayisonagradient, ayisonagradient, althoughthisexampledeectspedestrianswantingtocrosstheside althoughthisexampledeectspede strianswantingtocrossthesideroadsignicantlyfro roadsignicantlyfromtheirdesirelines. mtheirdesirelines.
Manual for Streets
69
backoffootway
originalfootwayprole
900mmminimumatnormal footwaycrossfall(2.5%max.)
25mmminimumupstand
Figure6.12Typicalvehiclecrossover.
6.3.28 Off-st Off-stree reetp tpark arking ingofte oftenr nrequ equire ires s motoriststocrossfootways.Crossoverstoprivate drivewaysarecommonlyconstructedbyramping upfromthecarriagewayoverthewholewidth ofthefootway,simplybecausethisiseasierto construct.Thisispoorpracticeandcreates inconvenientcross-fallsforpedestrians. Excessivecross-fallcausesproblemsforpeople pushingpramsandcanbeparticularlydifcultto negotiateforpeoplewithamobilityimpairment, includingwheelchairusers.
cross.Vehiclecrossoversshouldthereforehavea minimumupstandof25mmatthecarriageway edge.Wherethereisaneedf edge.Wherethereisaneedforapedestrian orapedestrian crossingpoint,itshouldbeconstructed separately,withtactilep separately,withtactilepavingandkerbsd avingandkerbsdropped ropped ushwiththecarriageway. 6.3.31 6.3.31 Surfac Surfaces esuse usedb dbyp ypede edestr strian iansn sneed eedt to o besmoothandfreefromtriphazar besmoothandfreefromtriphazards.Irregular ds.Irregular surfaces,suchascobbles,areab surfaces,suchascobbles,areabarriertosome arriertosome pedestriansandareunlikelytob pedestriansandareunlikelytobeappropriat eappropriate e forresidentialareas.
6.3.29 6.3.29 Whereiti Whereitisnec snecessa essaryt rytopr oprovide ovidevehic vehicle le crossovers,thenormalfootwaycross-fallshould bemaintainedasfaraspracticablefr bemaintainedasfaraspracticablefromtheback omtheback ofthefootway(900mmminimum)(Fig.6.12).
6.3.32 6.3.32 Designs Designsne need edto toens ensure uretha thatp tpede edestr strian ian areasareproperlydrainedandareneitherwashed byrunoffnorsubjecttostandingwater(Fig6.13).
6.3.30 6.3.30 Vehiclecros ehiclecrossover soversar sarenot enotsuita suitablea bleas s pedestriancrossingpoints.Blindorpartiallysightedpeopleneedtobeabletodistinguish betweenthemandplaceswhereitissa betweenthemandplaceswhereitissafeto feto
6.3.33 Seatingonkeypedestrianroutesshouldbe consideredevery100mtoproviderestpointsandto encouragestreetactivity.Seatingshouldideallybe locatedwherethereisgoodnaturalsurveillance.
P S W , n o r e m a C w e r d n A
L R T , d i e R t r a u t S
Figure6.13Poordrainageatapedestriancrossing placecausesdiscomfortandinconvenience.
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Figure6.14On-streetcyclinginIpswich.
Manual for Streets
Smallradius(eg.1metre)
Largeradius(eg.7metres)
l i c n u o C y t n u o C n o v e D
• Cycleand Cycleandcar carspeed speedsco scompatib mpatible. le.
• Dangerfro Dangerfromfast mfastturn turningv ingvehicle ehiclescut scutting ting acrosscyclists.
Figure6.15Theeffectofcorn Figure6.15Theeffectofcornerradiioncyclistsnearturningv erradiioncyclistsnearturningvehicles. ehicles.
6.4
Cyclists
6.4. 6.4.1 1 Cycli Cyclist sts ssh shou ould ldg gen ener eral ally lyb be e accommodatedonthecarriageway accommodatedonthecarriageway.Inareaswith .Inareaswith lowtrafcvolumesandspeeds,thereshouldnot beanyneedfordedicatedcyclelanesonthe street(Fig.6.14). 6.4.2 Cycle Cycleac acces cesss sshoul houlda dalwa lways ysbe becon consid sider ered ed onlinksbetweenstreetnetworkswhicharenot availabletomotortrafc.Ifanexistingstreetis closedoff,itshouldgenerallyre closedoff,itshouldgenerallyremainopento mainopento pedestriansandcyclists. 6.4.3 6.4.3 Cyclis Cyclists tspr pref efer erdir direct ect,b ,barr arrier ier-fr -free eero route utes s withsmoothsurfaces.Routesshouldavoidthe needforcycliststodismount. 6.2.4 6.2.4 Cyclis Cyclists tsar arem emore orelik likely elyt toc ochoo hoose serou route tes s thatenablethemtokeepmoving.Routesthattake cyclistsawayfromtheirdesirelinesandrequire themtoconcedeprioritytoside-r themtoconcedeprioritytoside-roadtrafcar oadtrafcare e lesslikelytobeused.Anecdotalevidencesuggests thatcyclistsusingcycletracksrunningadjacent andparalleltoamainroadareparticularly vulnerablewhentheycro vulnerablewhentheycrossthemouths ssthemouthsofside ofside roadsandthat,overall,theseroutescanbe morehazardousto morehazardoustocycliststhanthe cycliststhantheequivalent equivalent on-roadroute. 6.4.5 6.4.5 Cycli Cyclists stsar arep eparti articul cularl arlys ysens ensitiv itivet eto o trafcconditions.Highspeedsorhighvolumes oftrafctendtodiscouragecycling.Iftrafc conditionsareinappropriatef conditionsareinappropriateforon-street oron-street cycling,thefactorscontributingtothemneedto beaddressed,ifpracticable,t beaddressed,ifpracticable,tomakeon-stre omakeon-street et cyclingsatisfactory.Thisis cyclingsatisfactory.Thisisdescribedinmore describedinmore detailinChapter7.
Manual for Streets
6.4.6 Thede Thedesig signo nofj fjunct unctions ionsaf affe fects ctsthe thewa way y motoristsinteractwithcyclists.Itisrecommended thatjunctionsaredesignedtopromoteslow motor-vehiclespeeds.Thismayincludeshort cornerradiiaswellasverticaldeections(Fig.6.15). 6.4. 6.4.7 7 Where Wherecy cycle cle-sp -speci ecic cfac facilit ilities ies,s ,such uch ascycletracks,areprovided,theirgeometry andvisibilityshouldbeinac andvisibilityshouldbeinaccordanc cordancewiththe ewiththe appropriatedesignspeed.Thedesignspeedfor acycletrackwouldnormally acycletrackwouldnormallybe30km/h( be30km/h(20 20 mph),butreducedasnecessarytoaslowas10 km/h(6mph)forshortdistanceswherecyclists wouldexpecttoslowdown,s wouldexpecttoslowdown,suchasonthe uchasonthe approachtoasubway.Blindcornersarea hazardandshouldbeavoided. 6.4.8 6.4.8 Cyclis Cyclists tssho should uldbe beca cate tered redf for oron onthe the roadifatallpracticable.Ifcyclelanesare installed,measuresshouldbetakent installed,measuresshouldbetakentoprevent oprevent themfrombeingblockedbyparkedvehicles. Ifcycletracksareprovided,theyshouldbe physicallysegregatedfromf physicallysegregatedfromfootways/footpa ootways/footpaths ths ifthereissufcientwidthavailable.However, thereisgenerallylittlepointinsegregatinga combinedwidthofabout3.3morless.The fearofbeingstruckbycyclistsisasignicant concernformanydisabledp concernformanydisabledpeople.Acc eople.Access ess ofcersandconsultationgroupsshouldbe involvedinthedecision-makingprocess. 6.4.9 Cycle Cycletra tracks cksar arem emore oresu suite itedt dtole oleisur isure e routesoverrelativelyopenspaces.Inabuilt-up area,theyshouldbewelloverlooked.Thedecision tolightthemdependsonthecircumstancesof thesite–lightingmaynotalwaysbeappropriate.
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6.4.10 6.4.10 Likep Likepede edestr strian ians, s,cyc cyclis lists tscan canbe be vulnerabletopersonalsecurityconcer vulnerabletopersonalsecurityconcerns.Streets ns.Streets whichmeetthecriteriadescribedforpedestrians arelikelytobeacceptabletocyclists. 6.4.11 6.4.11 Thehe Thehead adroo roomo mover verro route utesu sused sedby by cyclistsshouldnormallybe2.7m(minimum 2.4m).Themaximumgradients 2.4m).Themaximumgradientsshouldgenerally shouldgenerally benomorethan3%,or5%maximumovera distanceof100morless,and7%maximumover adistanceof30morless.However adistanceof30morless.However,topography ,topography maydictatethegradients,particularlyifthe routeisinthecarriageway. 6.4.12 6.4.12 Asagene Asageneral ralrule, rule,the thegeome geometry try, , includinglongitudinalprole,ands includinglongitudinalprole,andsurfaces urfaces employedoncarriagewayscreateanacceptable runningsurfaceforcyclists. runningsurfaceforcyclists.Theexceptionto Theexceptionto thisruleistheuseofgranitesetts,orsimilar. Theseprovideanunpleasantcyclingexperience duetotheunevennessofthesurface. duetotheunevennessofthesurface.Theycan Theycan provetobeparticularlyhazardousinthewetand whencyclistsareturning,especiallywhengiving handsignalsatthesametime.Theconditions forcyclistsonsuchsurfacescanbeimprovedif thelinetheyusuallyfollowislocallypavedusing largerslabstoprovideasmootherride.
6.5
Public transport
6.5.1 6.5.1 Thiss Thissect ection ioncon conce centr ntrate ateso sonb nbusus-bas based ed publictransportasthisisthemostlikelymode tobeusedforservingresidentialar tobeusedforservingresidentialareas. eas.Inclusive Mobility givesdetailedguidanceonaccessible givesdetailedguidanceonaccessible busstoplayoutanddesign,signing,lighting, anddesignofaccessiblebus(andrail)stations andinterchanges.
6.5.5 Inord Inorder erto todes design ignfo forl rlongong-ter termv mviab iabilit ilityy, thefollowingshouldbeconsidered: • streets streetsser serving vingbus busrou routes tessho should uldbe berea reasona sonably bly straight.Straightroutesalsohelppassenger demandthroughreducedjourneytimesand bettervisibility.Straightstreetsmay,however, leadtoexcessivespeeds.Whereitisnecessary tointroducetrafc-calmingfeatures,designers shouldconsidertheirpotentialeffectsonbuses andbuspassengers;and • layout layoutsd sdesi esigne gnedw dwith ithst stro rong ngcon connec nectio tions ns tothelocalhighwaynetwork,andwhich avoidlongone-wayloopsorlongdistances withoutpassengercatchments,arelikelyto bemoreviable. 6.5.6 Buspr Busprior iority ityme measu asures resma mayb ybea eappr ppropr opriat iate e withindevelopmentstogivemoredirect routeingortoassistbusesinavoidingstreets wheredelayscouldoccur. 6.5. 6.5.7 7 Using Usingar ares eside identi ntial alstr street eetas asa abus busr rout oute e neednotrequirere neednotrequirerestrictionsondir strictionsondirectvehicular ectvehicular accesstohousing.Detailedrequirements forstreetsdesignatedasbusroutescanbe determinedinconsultationw determinedinconsultationwithlocalpublic ithlocalpublic transportoperators.Streetsonbusroutes shouldnotgenerallybeless shouldnotgenerallybelessthan6.0mwide than6.0mwide (althoughthiscouldbereducedonshort sectionswithgoodinter-visibilitybetween opposingows).Thepresenceandarrangementof on-streetparking,andthe on-streetparking,andthemannerofitsp mannerofitsprovision, rovision, willaffectwidthrequirements.
Public transport vehicles
6.5.2 6.5.2 Purpos Purpose-b e-built uiltbu buses ses,f ,from rom‘h ‘hopp oppers ers’t ’to o double-deckers,varyinlengthandheight,but widthisrelativelyxed(Fig.6.16).
m 7 5 . 4
6.5. 6.5.3 3 Stre Streets etscu curr rrent ently lyor orli like kely lyt tob obe euse used d bypublictransportshouldbeidentiedinthe designprocess,workinginpartnershipwith publictransportoperators. 6.5.4 6.5.4 Busro Busroute utesa sand ndst stops opssh should ouldf form orm keyelementsofthewalkableneighbourhood. Designersandlocalauthoritiesshouldtryto ensurethatdevelopmentdensitieswillbehigh enoughtosupportagoodlevelofservice withoutlong-termsubsidy. 72
m
2 . 3
0 .2 5 m
2.5 m (max)
0 .25 m
3.0 m
Figure6.16Typicalbusdimensions
Manual for Streets
P S W , n o r e m a C w e r d n A
Figure6.17Thebuslay-byfacilitatesthefreemovementofothervehicles,butitisinconvenientforpedestrians.
6.5. 6.5.8 8 Swep Sweptt-path -pathana analys lysis iscan canb be euse usedt dto o determinetheabilityofstreetstoa determinetheabilityofstreetstoaccommodate ccommodate largevehicles.Busroutesinresidentialareas arelikelytorequireamoregenerousswept pathtoallowefcientoperation.Whileit wouldbeacceptablefortheoccasionallorry tohavetonegotiateaparticularjunction withcare,busesneedtobeabletodosowith relativeease.Thelevelofprovisionrequired forthemovementofbusesshouldconsider thefrequencyandthelikelihoodoftwobuses travellinginoppositedirectionsmeetingeach otheronaroute. Bus stops
6.5.9 6.5.9 Itis Itisess essent ential ialt toc ocons onside idert rthe hesit siting ingof of publictransportstopsandrelate publictransportstopsandrelatedpedestrian dpedestrian desirelinesatanearlystageofdesign.Close co-operationisrequiredbetweenpublictransport operators,thelocalauthoritiesandthedeveloper. 6.5.10 6.5.10 Firstand Firstandf forem oremost, ost,thes thesiting itingofb ofbus us stopsshouldbebasedontryingtoensurethey canbeeasilyaccessedonfoot.Theirprecise locationwilldependonotheriss locationwilldependonotherissues,suchas ues,suchas theneedtoavoidnoisen theneedtoavoidnoisenuisance,visib uisance,visibility ility requirements,andtheconvenienceof pedestriansandcyclists.Routestobusstops mustbeaccessiblebydisabledpeople.For example,thebuslay-by example,thebuslay-byinFig.6.17de inFig.6.17deects ects
Manual for Streets
pedestrianswalkingalongthe pedestrianswalkingalongthestreetfr streetfromtheir omtheir desirelineandtheinsufcie desirelineandtheinsufcientfootwa ntfootwaywidth ywidth atthebusstophindersfreemovement. atthebusstophindersfreemovement. 6.5.11 6.5.11 Bus Busst stop ops ssh shoul ould dbe bep pla lace ced dne near ar junctionssothattheycanb junctionssothattheycanbeaccessed eaccessedby by morethanonerouteonfoot,ornearspecic passengerdestinations(schools,shops,etc.) butnotsocloseastocauseproblemsatthe junction.Onstreetswithlowmovementfunction (seeChapter2),settingbackbuss (seeChapter2),settingbackbusstopsfrom topsfrom junctionstomaximisetrafccapacityshould beavoided. 6.5.12 6.5.12 Busst Busstop opss sshou hould ldbe behi highgh-qua qualit lity y placesthataresafeandcomfortabletouse. Considerationshouldbegiventoprovidingcycle parkingatbusstopswithsignicantcatchment areas.Cycleparkingshouldbedesignedand locatedsoasnottocreateahaz locatedsoasnottocreateahazard,orimpede ard,orimpede accessfor,disabledpeople. 6.5. 6.5.13 13 Footway Footwaysa satb tbuss usstop topss sshoul houldb dbe e wideenoughforwaitingpassengerswhile stillallowingforpedestrianmovementalong thefootway.Thismayrequirelocalwidening atthestop. 6.5.14 6.5.14 Busesca Busescanhel nhelpt ptoco ocontro ntrolthe lthespe speedo edof f trafcatpeaktimesbypreventingcarsfrom overtaking.Thisisalsohelpfulforthesafetyof passengerscrossingaft passengerscrossingafterleavingtheb erleavingthebus. us. 73
Lorry
Van/minibus
m 2 . 4
Familysaloon m 4 . 2 m 6 . 1
0.25 m
2.5 m
0.25 m
0.2 m
3.0 m
2.0 m
0.2 m
0.1 m
1.8 m
0.1 m
2.0 m
2.4 m
Figure6.18Privateandcommercialmotor-vehicles–typicaldimensions.
6.6 6.6
Priva rivattea eand ndc com omme merrcial cial motor vehicles
6.6.1 6.6.1 Stre Street ets sne need edt tob obe ede desi signe gned dto to accommodatearangeofvehiclesfromprivate cars,withfrequentaccessrequirements,tolarger vehiclessuchasdeliveryvansandlorries,needing lessfrequentaccess(Fig.6.18).Geometricdesign whichsatisestheaccessneedsofemergency serviceandwastecollectionvehicleswillalso covertheneedsofprivatecars.However, meetingtheneedsofdriversinresidentialstreets shouldnotbetothedetrimentofpedestrians, cyclistsandpublictransportusers.Theaimshould betoachieveaharmoniousmixofusertypes.
6.6.2 Inar Inares eside identi ntial alenv enviro ironme nment, nt,o owi wisu sunli nlike kely ly tobehighenoughtodeterminestreetwidths,and theextentofparkingprovision(seeChapter8)will dependonwhatisappropriatef dependonwhatisappropriateforthesite. orthesite. 6.6.3 6.6.3 Insom Insomel eloca ocatio tions, ns,a adev develo elopme pment ntmay may bebasedoncar-freeprinciples.F bebasedoncar-freeprinciples.Forexample, orexample, thereareoptionsforcreatingdevelopments relativelyfreeofcarsbyprovidingremotely sitedparking(e.g.GreenwichMillennium Village,seeFig.6.19)orbycreatingawholly car-freedevelopment.Suchapproachescan haveasignicanteffectonthedesignof residentialstreetsandthewayinwhichthey aresubsequentlyused. aresubsequentlyused.
P S W , n o r e m a C w e r d n A
Figure6.19Greenwich Figure6.19GreenwichMillennium MillenniumVillage.Carsc Village.Carscanbepark anbeparkedonthestr edonthestreetfor eetforashorttime, ashorttime, afterwhichtheymustbemovedtoamulti-storeycarpark.
74
Manual for Streets
6.7
Eme Emergency vehicles
6.7 6.7.1 Ther Thereq equir uirem ement entsf sfor oreme emerg rgenc ency y vehiclesaregenerallydictatedbythereservice requirements.Providingaccess requirements.Providingaccessforlarge forlargere re appliances(includingtheneedtobeableto workaroundthemwhereappropr workaroundthemwhereappropriate)willcater iate)willcater forpolicevehiclesandambulances. 6.7.2 6.7.2 TheBu TheBuild ilding ingRe Regula gulatio tionr nrequ equire iremen ment t 10 B5(2000) concerns‘AccessandFacilitiesf concerns‘AccessandFacilitiesforthe orthe FireService’.Section17,‘Ve FireService’.Section17,‘VehicleAccess’,includes hicleAccess’,includes thefollowingadviceonaccessfromthehighway: • there theresh shoul ouldb dbea eami minim nimum umcar carria riagew geway ay widthof3.7mbetweenkerbs; • there theresh shoul ouldb dbev evehi ehicle cleac acce cess ssfo fora rapu pump mp appliancewithin45mofsinglefamilyhouses; • there theresh shoul ouldb dbev evehi ehicle cleac acces cessf sfor orap apump ump appliancewithin45mofeverydwelling entranceforats/maisonettes; • avehi avehicle cleac acces cessr srout outem emay aybe bea aro road ador or otherroute;and • rese reservi rvice ceveh vehicle icless sshou hould ldnot notha have veto to reversemorethan20m.
10 StatutoryInstrument2000 StatutoryInstrument2000 No.2531,TheBuilding Regulations2000.London: TSO.PartII,paragraphB5: Accessandfacilitiesfor thereservice. 11 FireandRescueServic FireandRescueServices es Act2004.London:TSO. 12 RiskReductionPlan RiskReductionPlans s requiredbytheWelsh Assembly.SeeWelsh AssemblyGovernment (2005)Fire and Rescue National Framework for Wales.Cardiff:NAfW.
6.7 6.7.3 TheA TheAss ssoci ociati ation onof ofChi Chief efFi Fire reO Ofc fcer ers s hasexpandeduponandclariedthese requirementsasfollows: • a3.7 a3.7mc mcarr arriag iagewa eway( y(ke kerb rbto toker kerb) b)is is requiredfor operating space at the scene of a re. Simply to reach a re ,theaccess routecouldbereducedto2.75movershort distances,providedthepumpappliancecan gettowithin45mofdwellingentrances; • ifan ifanaut author hority ityor orde devel velope operw rwish ishes esto to reducetherunningcarriagewaywidthto below3.7m,theyshouldconsultthelocal FireSafetyOfcer; • thele thelengt ngtho hofc fculul-de de-sa -sacs csor orth then enumb umber er ofdwellingshavebeenusedbylocal authoritiesascriteriaforlimitingthesize ofadevelopmentservedbyasingleaccess route.Authoritieshaveoftenarguedthat thelargerthesite,themorelikelyitis thatasingleaccesscouldbeblockedfor whateverreason.Thereservicesadoptaless numbers-drivenapproachandconsidereach applicationbasedonariskassessmentforthe site,andresponsetimerequirements.Since theintroductionoftheFireandRescue ServicesAct2004,11allregionshavehadto produceanIntegratedManagementPlan
Manual for Streets
•
•
6.8
settingoutresponsetimetargets(Wales: RiskReductionPlans 12).Thesetargets dependonthetimerequiredtogetre appliancestoaparticulararea,togetherwith theeaseofmovementwithinit.Itistherefore possiblethatalayoutacceptabletotheFire andRescueService(FRS)inonearea,might beobjectedtoinamoreremotelocation; parke parkedc dcars arsca canh nhave avea asig signi nican canti tinu nuenc ence e onresponsetimes.Developmentsshould haveadequateprovisionforparkingto reduceitsimpactonresponsetimes;and reside residentia ntials lspri prinkl nkler ersys system temsa sare rehig highly hly regardedbytheFRSandtheirp regardedbytheFRSandtheirpresence resence allowsalongerresponsetimetobeused. Asitelayoutwhichhasbeenrejectedonthe groundsofaccessibilityforr groundsofaccessibilityforreappliances eappliances maybecomeacceptableifitsbuildingsare equippedwiththesesystems.
Service vehicles
6.8. 6.8.1 1 Thed Thedesi esign gnof ofloc local alro road ads ssho should uld accommodateservicevehicleswithout allowingtheirrequirementstodominatethe layout.Onstreetswithlowtrafcowsand speeds,itmaybeassumedthattheywillbe abletousethefullwidthofthecarriageway tomanoeuvre.Largervehicleswhichare onlyexpectedtouseastreetinfrequently, suchaspantechnicons,neednotbefully accommodated–designerscouldassumethat theywillhavetoreverseorundertakemultipointturnstoturnaroundfortherelatively smallnumberoftimestheywillrequireaccess. 6.8.2 6.8.2 WellWell-co conne nnect cted edst stre reet etnet networ works ksha have ve signicantadvantagesforservicevehicles. Ashorterroutecanbeusedtocoveragiven area,andreversingmaybeavoidedaltogether. Theyalsominimiseland-takebyavoidingthe needforwastefulturningareasattheendsof cul-de-sacs. 6.8.3 6.8.3 However However,s ,some omesit sitesc escanno annotfa tfacilit cilitate ate sucheaseofmovement(e.g.linearsitesand thosewithdifculttopography),anduse cul-de-sacstomakethebestuseoftheland available.Forcul-de-sacslongerthan20m, aturningareashouldbeprovidedtocaterfor vehiclesthatwillregularlyneedtoenterthe street.Adviceonthedesignofturningareasis giveninChapter7.
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Waste collection vehicles
6.8. 6.8.4 4 The Thene need edt to opr prov ovid ide esu suit itab able le opportunitiesforthestorageandcollectionof wasteisamajorconsiderationinthedesignof buildings,sitelayoutsandindividualstreets. Storagemaybecomplicated Storagemaybecomplicatedbytheneedt bytheneedto o provideseparatefacilitiesf provideseparatefacilitiesforrefuseandthe orrefuseandthe variouscategoriesofrecyclablewaste.Quality ofplacewillbesignicantlyaffected ofplacewillbesignicantlyaf fectedbythetype bythetype ofwastecollectionandmanagementsystems used,becausetheyinturndeterminethesortof vehiclesthatwillneedtogainaccess. 6.8.5 6.8.5 Policy Policyf for orloca locala land ndre region gional alwas waste te planningbodiesissetoutinPlanning Policy Statement 10: Planning for Sustainable Waste Management (PPS10) (PPS10) 13anditscompanion
guide.PPS10referst guide.PPS10referstodesignandlayout odesignandlayout innewdevelopmentbeingabletohelp secureopportunitiesforsustainablewaste management.Planningauthoritiesshouldensure thatnewdevelopmentsmakesufcientprovision forwastemanagementandp forwastemanagementandpromotedesigns romotedesigns andlayoutsthatsecuretheintegrationofwaste managementfacilitieswithoutadverseimpacton thestreetscene(Wales:RefertoChapter12of PPW14andTAN21:Waste15).
13 ODPM(20 ODPM(2005) 05)Planning Policy Statement 10: Planning for Sustainable . Waste Management .
London:TSO. 14 WelshAssembly WelshAssembly Government(2002). Planning Policy Wales . Cardiff:NAfW.Chapter 12,Infrastructureand Services. 15 WelshAssembly WelshAssembly Government(2001) Technical Advice Note 21: Waste.Cardiff:NAfW.
16BritishStandards Institute(BSI)(2005) BS 5906: 2005 Waste Management in Buildings – Code of Practice.London:BSI.
17 StatutoryInstru StatutoryInstrument ment 2000No.2531,The BuildingRegulations 2000.London:TSO. 18 BSI(200 BSI(2005) 5)BS 5906: 2005 Waste Management in Buildings – Code of Practice.London:BSI.
6.8.6 6.8.6 Theop Theopera eratio tiono nofw fwast astec ecolle ollectio ction n servicesshouldbeanintegralpartofstreet designandachievedinwaysthatdonot compromisequalityofplace.Wa compromisequalityofplace.Wastedisposal stedisposal andcollectionauthoritiesandtheircontractors shouldtakeintoaccountthegeometryof streetsacrosstheirareaandtheimportance ofsecuringqualityofplacewhendesigning collectionsystemsanddecidingwhichvehicles areapplicable.Whileitisalwayspossibleto designnewstreetstotakethelargestvehicle thatcouldbemanufactured,thiswouldconict withthedesiretocreatequalityplaces.Itis neithernecessarynordesirabletodesignnew streetstoaccommodatela streetstoaccommodatelargerwastecollection rgerwastecollection vehiclesthancanbeusedwithinexistingstreets inthearea. 6.8.7 6.8.7 Waste Wasteco colle llectio ctionv nvehi ehicle cles stte ttedw dwith ith rear-mountedcompactionunits(Fig.6.20)are aboutthelargestvehiclesthatmightrequire regularaccesstoresidentiala regularaccesstoresidentialareas.BS5906: reas.BS5906: 16 2005 notesthatthelargestwastevehicles currentlyinusearearound11.6mlong,with
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aturningcircleof20.3m.Itrecommendsa minimumstreetwidthof5m,butsmallerwidths areacceptablewhereon-streetparkingis discouraged.Swept discouraged.Swept-pathanalysiscanb -pathanalysiscanbeusedto eusedto assesslayoutsforaccessibility assesslayoutsforaccessibility.Whereachieving .Whereachieving thesestandardswouldunderminequalityof place,alternativevehiclesizesand/orcollection methodsshouldbeconsidered. 6.8.8 6.8.8 Rever Reversin singc gcaus auses esad adisp ispro roport portiona ionatel tely y largenumberofmovingvehicleaccidentsinthe waste/recyclingindustry.Injuriestocollection workersormembersofthepublicbymoving collectionvehiclesareinvariablysevereor fatal.BS5906:2005recommendsamaximum reversingdistanceof12m.Longerdistancescan beconsidered,butanyrever beconsidered,butanyreversingroutesshould singroutesshould bestraightandfreefromobstaclesorvisual obstructions. 6.8.9 6.8.9 Schedu Schedule le1, 1,Pa PartH rtHof ofth theB eBuil uildin ding g 17 Regulations(2000) denelocationsforthe storageandcollectionofwaste. storageandcollectionofwaste.Thecollection Thecollection pointcanbeon-street(butseeSection6.8.11 pointcanbeon-street(but seeSection6.8.11),or ),or maybeatanotherlocationdenedbythewaste authority.Keyp authority.KeypointsintheAppr ointsintheApprovedDocument ovedDocument toPartHare: • resid resident entss sshou hould ldnot notbe ber requ equire iredt dtoc ocarr arry y wastemorethan30m(excludingany verticaldistance)tothestoragepoint; • waste wasteco colle llectio ctionv nvehi ehicle cless sshou hould ldbe beabl able e togettowithin25mofthestoragepoint (note,BS5906:200518recommendsshorter distances)andthegradientbetweenthe twoshouldnotexceed1:12.Thereshould beamaximumofthreestepsf beamaximumofthreestepsforwaste orwaste
h a o r a h P m i T
Figure6.20Largewastecollectiontruckina residentialstreet.
Manual for Streets
onthewaywasteistobemanagedandinparticular: • method methodsf sfor orst stori oring, ng,se segre gregat gating ingan and d collectingwaste; • theam theamoun ounto tofw fwast astes esto tora rage gere requi quire red, d, basedoncollectionfrequency,andthe volumeandnatureofthewastegenerated bythedevelopment;and • thesi thesize zeof ofant antici icipat pated edcol collec lectio tionv nvehi ehicle cles. s. 6.8.13 6.8.13 Thede Thedesig signo nofn fnew ewdev develo elopme pments ntss shou hould ld notrequirewastebinstobeleftonthefootway astheyreduceitseffectivewidth.Wastebinson thefootwayposeahazardforblindorpartiallysightedpeopleandmaypreventwheelchairand pushchairusersfromgettingpast. P S W , n o r e m a C w e r d n A
Figure6.21Refusedisposalpointdischarginginto undergroundcollectionfacility.
•
containersupto250litres,andnonewhen largercontainersareused(theHealthand SafetyExecutiverecomm SafetyExecutiverecommendsthat,ideally endsthat,ideally,, thereshouldbenostepstonegotiate);and theco thecolle llecti ction onpoi point ntsho should uldbe bere reaso asonab nably ly accessibleforvehiclestypicallyusedbythe wastecollectionauthority.
6.8.10 6.8.10 Based Basedon onthe these separ parame amete ters, rs,it itma may y notbenecessaryforawas notbenecessaryforawastevehicletoenter tevehicletoenter acul-de-saclessthanaround55minlength, althoughthiswillinvolveresidentsandwaste collectionoperativesmovingwastethemaximum recommendeddistances,whichisnotdesirable. 6.8.11 6.8.11 BS590 BS5906: 6:200 2005p 5pro rovid vides esguid guidanc ance e andrecommendationsongoodpractice.The standardadvisesondealingwithtypicalweekly wasteandrecommendsthatthedistanceover whichcontainersaretransportedbycollectors shouldnotnormallyexceed15mfortwo-wheeled containers,and10mforfour-wheeledcontainers. 6.8.12 6.8.12 Itis Itisess essent ential ialth that atlia liaiso isonb nbetw etween eenth the e designers,thewaste,highways,planningand buildingcontrolauthorities,andaccessofcers, takesplaceatanearlystage.Agreementisrequired
Manual for Streets
Recycling
6.8.14 6.8.14 Themo Themost stcom common monty types pesof ofpr provi ovisio sion n forrecycling(oftenusedincombination)are: • ‘bring ‘bring’f ’faci acilit lities ies,s ,such uchas asbo bottl ttlea eand ndpap paper er banks,whereresidentsleavemat banks,whereresidentsleavematerialfor erialfor recycling;and • kerbsi kerbside decol collect lection, ion,wh where ereho house usehol holder ders s separaterecyclablematerialforcollection atthekerbside. 6.8.15 6.8.15 ‘Bring’fac ‘Bring’facilities ilitiesneed needtob tobeina einacces ccessible sible locations,suchasclosetocommunitybuildings,but notwherenoisefrombottlebanks,etc.,candisturb residents.Thereneedstobeenoughroomforthe movementandoperationofcollectionvehicles. 6.8. 6.8.16 16 Undergr Underground oundwas wastec teconta ontainer inersma smay y beworthconsidering.Allthatisvisibletothe userisa‘litterbin’orothertypeofdisposal point(Fig.6.21).Thiscollectsinunderground containerswhichareemptiedbyspecially equippedvehicles.Thereweresome175such systemsinuseintheUKin2006. 6.8.17 Kerbsi Kerbsidec decolle ollection ctionsy syste stems msgene general rally ly requirehouseholderstostoremorethanone typeofwastecontainer.Thisneedsto beconsideredinthedesignofbuildings orexternalstoragefacilities. 6.8.18 6.8.18 Designe Designers rssho should ulden ensur suret ethat hatco conta ntaine iners rs canbeleftoutforcollectionwithoutblocking thefootwayorpresentinghazar thefootwayorpresentinghazardstousers. dstousers.
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7 Street geometry
P S W , n o r e m a C w e r d n A
Chapter aims •
•
•
•
•
•
7.1
Advise how the requirements of different users can be accommodated in street design. Summarise research which shows that increased increased visibility encourages higher vehicle speeds. Describe how street space can be allocated based on pedestrian need, using swept path analysis to ensure that minimum access requirements for vehicles are met. Describe the rationale behind using shorter vehicle stopping distances to determine visibility requirements on links and at junctions. Recommend that the design of streets should determine vehicle speed. Recommend a maximum design speed of 20 mph for residential streets.
Introduction
7.1.1 .1.1 Seve Severa rallis issu sues esn nee eed dto tob be eco cons nsid ider ered ed inordertosatisfythevarioususerr inordertosatisfythevarioususerrequirements equirements detailedinChapter6,namely: • stre street etw wid idth ths san and dco comp mpon onen ents ts;; • junctions; • featu feature resf sfor orcon contro trollin llingv gvehi ehicle clesp speed eeds; s; • forwa forward rdvi visib sibilit ilityo yonl nlink inks; s;and and • visi visibi bilit lity ysp spla lays ysa at tju junc ncti tion ons. s.
7.2
Street dimensions
7.2.1 .2.1 The Thede desi sign gno of fne new wst stre reet ets sor ort the he improvementofexistingonesshouldtakeinto accountthefunctionsofthestreet,andthe type,densityandcharacterofthedevelopment. 7.2.2 .2.2 Carr Carria iage gewa way ywi widt dths hss sho houl uld dbe be appropriatefortheparticularcontextand usesofthestreet.Keyfa usesofthestreet.Keyfactorstotake ctorstotakeinto into accountinclude: • thevo thevolum lumeo eofv fvehi ehicul cular artra trafc fcan and d pedestrianactivity; • the thetr traf afc cc com ompo posi siti tion on;; • thede thedemar marcat cation, ion,if ifan anyy,betw ,between een carriagewayandfootway(e.g.kerb, carriagewayandfootway(e.g.kerb,street street furnitureortreesandplanting); • whethe whetherp rpark arking ingis ist tot otak akep eplac lacei eint nthe he carriagewayand,ifso,itsdistribution, arrangement,thefrequencyofoccupation, andthelikelylevelofparkingenforcement (ifany); • thede thedesig signs nspe peed ed(r (reco ecomme mmende ndedt dtob obe e 20mphorlessinresidentialareas); • thecu thecurva rvatur tureo eoft fthe hestr street eet(b (bend endsr srequ equire ire greaterwidthtoaccommodatetheswept pathoflargervehicles);and • anyin anyinten tentio tiont ntoin oinclu clude deone one-wa -ways ystre treets ets, , orshortstretchesofsinglelaneworkingin two-waystreets. 7.2.3 .2.3 Inli Inligh ghtl tlyy-tr traf afc cke ked dst stre reet ets, s, carriagewaysmaybenarrowedovershort lengthstoasinglelaneasatrafc-calming feature.Insuchsinglelaneworkingsectionsof
0 5 7 2
0 0 1 4
0 0 8 4
0 0 5 5
Figure7.1Illustrateswhatvariouscarriage Figure7.1Illustrateswhatvariouscarriagewaywidthscanaccom waywidthscanaccommodate. modate.Theyarenotnecessarily Theyarenotnecessarily recommendations.
Manual for Streets
79
street,topreventparking,thewidthbetween constrainingverticalfeaturessuchasbollards shouldbenomorethan3.5m.Inparticular circumstancesthismaybereducedtoa minimumvalueof2.75m,whichwillstillallow foroccasionallargevehicles(Fig.7.1).However, widthsbetween2.75mand3.25mshouldbe avoidedinmostcases,sincetheycouldresultin driverstryingtosqueezepastcyclists. driverstryingtosqueezepastcyclists.Thelocal Thelocal FireSafetyOfcershould FireSafetyOfcershouldbeconsultedwher beconsultedwherea ea carriagewaywidthoflessthan3.7misproposed (seeparagraph6.6.3)
a
7.2.4 .2.4 Eachs Eachstre treet etin inthe thene netwo twork rkis isall alloca ocated teda a particularstreetcharactertype,dependingon whereitsitswithintheplace/movement hierarchy(seeChapter2)a hierarchy(seeChapter2)andtherequirem ndtherequirements ents ofitsusers(seeChapter6).Individualstreets canthenbedesignedindetailusingtherelevant typicalarrangementasastartingpoint.For example,onestreetmighthaveafairlyhigh movementstatuscombinedwithamediumplace status,whilstanothermighthaveverylittle movementstatusbutahighplacestatus.The typicalarrangementforeachstr typicalarrangementforeachstreetcharacter eetcharacter typecanthenbedrawnup. typecanthenbedrawnup.Thismaybebest Thismaybebest Case study
Localcentre
Newhall, Harlow
l o o h c S
g n a e Y s e i v a D n y l e w e l L , i r h g u a G c M a n U
b
Figure7.3On-streetparkingandshallowg Figure7.3On-streetparkingandshallowgradient radient junctiontablesuitableforaccommodatingbuses. c
Newhalldemonstratesthatadherenceto masterplanprinciplescanbeachievedthrough theuseofdesigncodes(Fig.7 theuseofdesigncodes(Fig.7.3)thatare .3)thatare attachedtolandsalesandachievedby covenants. Alistofkeydimensionswasapplied: • • • • • •
0.3 m 2 m
2m
4.8 – 5.5 m
2 m 0.3 m
11.4–12.1m Figure7.2Typicalrepresentationofastreetcharacter type.Thisexampleshowsthedetailforminorside streetjunctions.Keyplan(a)showsthelocations, (b)isacross-sectionand(c)theplan.
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Frontage to frontage – min min 10.5 m; Carriageway width – min 4.8 m, max max 8.8 m; Footway width – min 1.5 m; Front gardens – min 1.5 m, max 3 m; Reservation for services – 1 m; and Design speed – 20 mph.
Thedesignisbasedonpedestrianpriorityand vehiclespeedsoflessthan20mphcontrolled throughthestreetdesign.
Manual for Streets
a
b
c
Figure7.4Lefttoright:(a)thebuildingsandur Figure7.4Lefttoright:(a)thebuildingsandurbanedgeofastreethelpt banedgeofastreethelptoformtheplace;(b oformtheplace;(b)thekerbline )thekerbline canbeusedtoreinforcethis;and(c canbeusedtoreinforcethis;and(c)theremainingcarriagew )theremainingcarriagewayspaceistrackedf ayspaceistrackedformovementandfo ormovementandforthe rthe provisionofplaceswherepeoplemayparktheirvehicles.
representedusingaplanandcross-sectionas illustratedinFigure7.2. 7.2.5 .2.5 These Thesestr street eetty types pesca canb nbed eden ened edin in adesigncode,asdemonstratedatNewhall, Harlow(seeNewhall,Harlowbox). Swept path analysis
7.2.6 .2.6 Swept Sweptpat patha hanal nalys ysis, is,or ortr track acking ing, , isusedtodeterminethespacer isusedtodeterminethespacerequiredf equiredfor or variousvehiclesandisakeytoolfordesigning carriagewaysforvehicularmovementwithin theoveralllayoutofthestreet. theoveralllayoutofthestreet.Thepotential Thepotential layoutsofbuildingsandspacesdonothaveto bedictatedbycarriagewayalignment–they shouldgenerallybeconsideredrst,withthe carriagewayalignmentbeingdesignedtot withintheremainingspace(Fig.7 withintheremainingspace (Fig.7.4). .4). 7.2.7 .2.7 Theus Theuseo eofc fcomp ompute uterr-aid aided eddes design ign (CAD)trackingmodelsandsimilartechniques oftenprovestobebenecialindetermining howthestreetwilloperateandhowvehicles willmovewithinit.Layoutsdesignedusingthis approachenablebuildingstobelaidouttosuit thecharacterofthestreet,withf thecharacterofthestreet,withfootwaysand ootwaysand kerbshelpingtodeneandemphas kerbshelpingtodeneandemphasisespaces. isespaces. Designershavethefreedomtovarythe Designershavethefreedomtovarythespace space betweenkerbsorbuildings. betweenkerbsorbuildings.Thekerblinedoes Thekerblinedoes notneedtofollowthelineofvehicletrackingif carefulattentionisgiventothecombinationof sightlines,parkingandpedestrianmovements. Manual for Streets
Shared surface streets and squares
7.2.8 .2.8 Intra Intradit dition ional alstr street eetla layou youts, ts,f foot ootway ways s andcarriagewaysaresepara andcarriagewaysareseparatedbyak tedbyakerb.Ina erb.Ina streetwithasharedsurface,thisdemarcationis absentandpedestriansandvehiclessharethe samesurface.Sharedsurfaces samesurface.Sharedsurfaceschemesworkbest chemesworkbest inrelativelycalmtrafcenvironments. inrelativelycalmtrafcenvironments.Thekey Thekey aimsareto: • enco encour urag age elo low wve vehi hicl cle esp spee eeds ds;; • creat createa eane nenvi nviron ronmen menti tinw nwhic hichp hped edest estria rians ns canwalk,orstopandchat,withoutfeeling intimidatedbymotortrafc; • makei makeite teasi asier erfo forp rpeop eople leto tomo move vear aroun ound; d; and • prom promot ote eso socia ciali lint nter erac acti tion on.. 7.2.9 .2.9 Inthe Intheab absen sence ceof ofaf aform ormal alcar carria riagew geway ay, , theintentionisthatmotoristsenteringthearea willtendtodrivemorecautiouslyandnegotiate therightofwaywithpedestriansonamore conciliatorylevel(Fig.7.5). 7.2.10 .2.10 However However,sha ,shared redsurfa surfaces cescanca cancause use problemsforsomedisabled problemsforsomedisabledpeople.Peoplewith people.Peoplewith cognitivedifcultiesmayndtheenvironment difculttointerpret.Inaddition,theabsenceof aconventionalkerbposesproblems aconventionalkerbposesproblemsforblindor forblindor partially-sightedpeople,whooftenrelyonthis featuretondtheirwaya featuretondtheirwayaround.Itistheref round.Itistherefore ore importantthatsharedsurfaceschemesinclude analternativemeansforvisually-imp analternativemeansforvisually-impairedpeople airedpeople tonavigateby.
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7.2.12 .2.12 Consul Consultat tation ionwi with ththe theco commu mmunit nitya yand nd users,particularlywithdisabilitygroupsand accessofcers,isessentialwhenanyshared surfaceschemeisdeveloped.Earlyindications arethat,inmanyinstances,aprot arethat,inmanyinstances,aprotectedspace, ectedspace, withappropriatephysicaldemarcation,will needtobeprovided,sothatthose needtobeprovided,sothatthosepedestrians pedestrians whomaybeunableorunwillingtonegotiate prioritywithvehiclescanusethestreetsafelyand comfortably.
l i c n u o C y t n u o C t n e K , e t i h W b o B
Figure7.5Asharedsurfaceinar Figure7.5Asharedsurfaceinaresidentialarea esidentialarea
7.2.11 .2.11 Resea Researc rchp hpubl ublish ished edby bythe theGu Guide ideDo Dogs gs 1 fortheBlindAssociationinSeptemb fortheBlindAssociationinSeptember2006 er2006 illustratedtheproblemsthatshared illustratedtheproblemsthatsharedsurfaces surfaces causeforblindorpartially-sightedandother disabledpeople.Furtherresearchtobecarried outbytheGuideDogsfortheBlindAssociation willconsiderhowtherequirementsofdisabled peoplecanbemet,withaviewtoproducing designguidanceinduecourse.
a
7.2.14 Subjectt Subjecttomak omakingsu ingsuitabl itablepr eprovisi ovisionf onfor or disabledpeople,sharedsurface disabledpeople,sharedsurfacestreetsare streetsarelikely likely toworkwell: • insho inshortl rtleng engths ths,o ,orw rwher heret ethey heyf form orm cul-de-sacs(Fig.7.6); • where wherethe thevo volum lumeo eofm fmot otor ortra trafc fcis isbe below low 100vehiclesperhour(vph)(peak)(see box);and • where wherepa parki rking ngis iscon contro trolled lledor orit itta take kesp splac lace e indesignatedareas.
b
r e i K n o e L d n a l l a w n r o C f o y h c u D
P S W , n o r e m a C w e r d n A
1 TheGuid TheGuideDo eDogsf gsfort orthe he BlindAssociation(2006) Shared Surface Street Design Research Project. The Issues: Report of Focus Groups. Reading:
TheGuideDogsforthe BlindAssociation
7.2.13 .2.13 Whend Whendesi esignin gnings gshar hared edsur surfac face e schemes,carefulattentiontodetailisre schemes,carefulattentiontodetailisrequiredto quiredto avoidotherproblems,suchas: • undiff undiffere erentia ntiated tedsu surfa rface cesl slead eading ingto topo poor or parkingbehaviour; • vulner vulnerabl abler eroad oadus users ersf feel eeling ingth thre reate atened nedby by havingnospaceprotectedfromvehicles; and • thepo theposit sitioni ioning ngand andqu quant antity ityof ofpl plant anting, ing, streetfurnitureandotherfeaturescreating visualclutter.
Figure7.6(a)and(b)Ashared-su Figure7.6(a)and(b)Ashared-surfacesquareinPound rfacesquareinPoundbury,Dor bury,Dorset. set.
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Manual for Streets
t c e j o r P t r A n a b r U r o o m h t r o N , y n t o v o N o t t O z n a r F
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Figure7.7Asharedsurfacesc Figure7.7Asharedsurfacescheme.BeaulieuPark, heme.BeaulieuPark, Chelmsford.
7.2.15 .2.15 Share Shareds dsurf urface acest stree reets tsar areo eofte ften n constructedfrompavioursratherthanasphalt, whichhelpsemphasisetheirdifferencefrom conventionalstreets.Researchf conventionalstreets.ResearchforMfShas orMfShas shownthatblockpavingreducestrafcspeeds bybetween2.5and4.5mph,comparedwith speedsonasphaltsurfaces(Fig.7.7). Home Zones
7.2.16 .2.16 Home HomeZo Zones nesar arer eresi eside dentia ntiala lare reas as designedwithstreetstobeplace designedwithstreetstobeplacesforpeop sforpeople, le, insteadofjustformotortraf insteadofjustformotortrafc.Bycreatinga c.Bycreatinga high-qualitystreetenvironment,HomeZones strikeabetterbalancebetweentheneedsofthe localcommunityanddrivers(Fig.7 localcommunityanddrivers(Fig.7.8).Involving .8).Involving thelocalcommunityisthekeytoasuccessful scheme.Goodandeffectiveconsultationwithall sectorsofthecommunity,includingyoung people,canhelpensurethatthedesignof individualHomeZonesmeetstheneedsofthe localresidents.
Research on shared space streets
2 IYork,ABr IYork,ABradbury adbury,SReid, ,SReid, TEwingsandRParadise (2007)The Manual for Streets: redening residential street design.
TRLReportNo.661. Crowthorne:TRL. 3 Transport ransportAc Act20 t2000. 00. London:TSO.
A study of public transport in London Borough Pedestrian Priority Areas (PPAs) (PPAs) undertaken by TRL for the Bus Priority Team at Transport for London concluded that there is a selflimiting factor on pedestrians sharing space with motorists, of around 100 vph. Above this, pedestrians treat the general path taken by motor vehicles as a ‘road’ to be crossed rather than as a space to occupy. The speed
Manual for Streets
Figure7.8ChildrenplayinginaHomeZ Figure7.8ChildrenplayinginaHomeZone, one, Northmoor,Manchester Northmoor,Manchester.However .However,thistypeof ,thistypeof bollardwouldcauseproblemsfordisabledpeople.
7.2.17 .2.17 Home HomeZo Zones nesof often tenin includ cludes eshar hared ed surfacesaspartoftheschemedesignandin doingsotheytoocancreatedifcultiesfor disabledpeople.Researchc disabledpeople.Researchcommissionedbythe ommissionedbythe DisabledPersonsTransportAdvisoryCommittee (DPTAC)ontheimplications (DPTAC)ontheimplicationsofHomeZones ofHomeZones fordisabledpeople,duet fordisabledpeople,duetobepublishedin obepublishedin 2007,willdemonstratethoseconcerns.Design guidancerelatingtothisresearchise guidancerelatingtothisresearchisexpectedto xpectedto bepublishedinduecourse. 7.2.18 .2.18 Home HomeZo Zones nesar aree eenco ncoura uraged gedin inbot both h theplanningandtransportpoliciesfornew developmentsandexistingstreets. developmentsandexistingstreets.Theyare Theyare distinguishedfromotherstreetsbyhaving signedentryandexitpoints,whichindicatethe specialnatureofthestreet. 7.2.19 .2.19 Local Localtra trafc fcauth authorit orities iesinE inEngla ngland ndand and Walesweregiventhepowerstodesignateroads asHomeZonesinsection268oftheTransport Act2000.2Thelegalprocedureforcreatinga of vehicles also had a strong inuence i nuence on how pedestrians used the shared area. Although this research project concentrated on PPAs, it is reasonable to assume that these factors are relevant to other shared space schemes. The relationship between visibility, highway width and driver speed identied on links was also found to apply at junctions. A full description of the research ndings is available in Manual for Streets: redening residential street design. 3
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Nodal form
T
Y
Cross / staggered
Multi armed
Square
Circus
Crescent
Regular
Irregular
Fig.7.9Illustrativejunctionlayouts.
HomeZoneinEnglandissetoutintheQuiet LanesandHomeZones(England)Regulations 20064andguidanceisprovidedinDepartmentfor TransportCircular02/2006. 5Procedureregulations areyettobemade areyettobemadeinWales,b inWales,buttrafcauthorities uttrafcauthorities maystilldesignateroadsasHomeZones. 7.2.20 Developer Developerssom ssometimes etimesimpl implement ement ‘HomeZonestyle’schemeswithoutformal designation.However,itispref designation.However,itispreferablef erableforthe orthe properstepstobef properstepstobefollowedtoinvolvethe ollowedtoinvolvethe communityindecidinghowthestreet willbeused.
4 Statut StatutoryI oryInstr nstrume ument nt 2006No.2082,theQuiet LanesandhomeZones (England)Regulations 2006.London:TSO. 5 Departmentfor DepartmentforTTransport (2006)Circular 02/2006 – The Quiet Lanes and Home Zones (England) Regulations. London: TSO. 6 Departmentfor DepartmentforTTransport (2005) Home Zones: Challenging the future of our streets.London: DepartmentforTransport 7 IHIE( IHIE(200 2002) 2) Home Zones Design Guidelines. London:IHIE
7.2.21 .2.21 Inexi Inexisti sting ngstr street eets, s,it itis isess essent ential ialth that at thedesignoftheHomeZoneinvolvessignicant participationbylocalresidentsandlocalaccess groups.Innew-buildsituations,apartnership betweenthedeveloperandtherelevant authoritieswillenableprospectiveresidentsto bemadeawareoftheproposeddesignationof thestreetasaHomeZone. thestreetasaHomeZone.Thiswillpavethe Thiswillpavethe wayfortheformalcons wayfortheformalconsultationprocedure ultationprocedureonce once thestreetbecomespublichighway. 7.2.22 .2.22 Further Furthergu guida idance nceon onth thed edesi esign gn ofHomeZonesisgiveninHome Zones: Challenging the Future of Our Streets, 6the InstituteofHighwayIncorporatedEngineers’ (IHIE)Home Zone Design Guidelines7andonthe websitewww.homezones.org.uk website www.homezones.org.uk..
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7.3
Junctions
7.3.1 .3.1 Junct Junctio ions nst tha hat tar are eco comm mmon only lyu use sed din in residentialareasinclude: • crossr crossroad oadsa sand ndsta stagge ggered redju junct nction ions; s; • Tan Tand dY Yju junc ncti tion ons; s;a and nd • roundabouts. Figure7.9illustratesabr Figure7.9illustratesabroaderrangeofj oaderrangeofjunction unction geometriestoshowhowthesebasictypescan bedevelopedtocreatedistinctiveplaces. Mini-roundaboutsandsharedsurface Mini-roundaboutsandsharedsurfacesquares squares canbeincorporatedwithinsomeofthedepicted arrangements. 7.3.2 .3.2 Junctio Junctions nsar areg egene enera rally llypl plac aces esof ofhig high h accessibilityandgoodnaturalsurveillance. accessibilityandgoodnaturalsurveillance.They They arethereforeidealplaces arethereforeidealplacesforlocatingpublic forlocatingpublic buildings,shopsandpublictransportstops, etc.Junctionsareplacesofinteractionamong streetusers.Theirdesignistheref streetusers.Theirdesignisthereforecriticalto orecriticalto achievingaproperbalancebetweentheirplace andmovementfunctions. 7.3.3 Theb Thebas asic icju junct nction ionf form orms ssh shoul ould dbe be determinedatthemasterplanningstage.Atthe streetdesignstage,theywillhavetobeconsidered inmoredetailinordertodeterminehowtheyare goingtoworkinpractice.Masterplanningand detaileddesignwillcoverissuessuchastrafc priorityarrangements,theneed,orotherwise,for signs,markingsandkerbs,andhowpropertyand buildinglinesarerelated.
Manual for Streets
7.3.4 .3.4 There Theresul sultin tings gspac paces esand andto towns wnscap cape e shouldideallyberepresentedinthree dimensions–seebox. 7.3.5 .3.5 Often, Often,th thek ekey eyto toa awel well-d l-desi esigne gned d junctionisthewayinwhichbuildingsareplaced arounditandhowtheyenclosethespacein whichthejunctionsits.Buildingplacement shouldthereforebedecideduponrst,with thejunctionthendesignedtosuittheavailable space. 7.3.6 .3.6 Junctio Junctiond ndesi esign gnsho should uldfa facili cilitat tated edire irect ct pedestriandesirelines,andthiswilloften meanusingsmallcornerradii. meanusingsmallcornerradii.Theuseofswept Theuseofswept pathanalysiswillensurethatthejunctionsare ). negotiablebyvehicles(Fig.7.11 negotiablebyvehicles(Fig.7 .11).
g n a e Y s e i v a D n y l e w e l L , n i r h g u a G c M a n U
Figure7.11Quadrantkerbstone Figure7.11Quadrantkerbstonesusedinsteadof susedinsteadof largeradiiatjunctionsreducethedominanceofthe carriageway.Thisisreinf carriageway.Thisisreinforcedbytheplac orcedbytheplacementand ementand formoftheadjacentbuildingsandtheabsenceof roadmarkings.However,note roadmarkings.Howeve r,notethelackofdropped thelackofdropped kerbsandtactilepaving.
Drawing in three dimensions Presenting design layouts in three dimensions is an important way of looking at aspects of engineering and urban design together (Fig.7.10). It enables street furniture, lighting, utility equipment and landscaping to be clearly shown. Three-dimensional Three-dimensional layouts are also useful in consultation with the public. Street cross-sections and plans should be developed initially. Perspective or axonometric drawings can then be produced to add clarity and to assist designers in visualising and rening their ideas. Such three-dimensional representation is fairly easy to achieve both by hand and using CAD software. For more complex schemes, a computer-generated computer-generated ‘walk-through’ presentation can be used to demonstrate how the proposal will work in practice. It is also a powerful tool for resolving design issues. i ssues. d c
e
b d a
b
a
c s i v a D J n i l o C
e 30
30
Figure7.10Exampleofthree-dimensionalpresentations.
Manual for Streets
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7.3.7 .3.7 Juncti Junctions onsca canb nbem emark arked edto toind indica icate te whicharmshavepriority,butonquieterstr whicharmshavepriority,butonquieterstreetsit eetsit maybeacceptabletoleave maybeacceptabletoleavethemunmarked. themunmarked. Alackofmarkedprioritymayencourage motoriststoslowdowntonegotiatetheirway through,makingthejunctionmorecomfortable forusebypedestrians.How forusebypedestrians.However ever,thisapproach ,thisapproach requirescarefulconsideration(s requirescarefulconsideration(seeChapter9). eeChapter9). 7.3.8 .3.8 Cros Crossr sroa oads dsa are rec con onve venie nient ntf for or pedestrians,astheyminimisediversionfrom desirelineswhencrossingthestreet. desirelineswhencrossingthestreet.Theyalso Theyalso makeiteasiertocreatepermeableandlegible streetnetworks. 7.3.9 .3.9 Perme Permeab able lelay layout outsc scan anals alsob obea eachie chieved ved usingTandYjunctions. usingTandYjunctions.Yjunctionscanincrease Yjunctionscanincrease exibilityinlayoutdesign. 7.3.10 .3.10 Stagge Staggere redj djunc unctio tions nscan canre reduc ducev evehi ehicle cle conictcomparedwithcrossroads,butmay reducedirectnessforp reducedirectnessforpedestrians.Ifitis edestrians.Ifitis necessarytomaintainaviewpointorvista, andifthereissufcientroombetween buildings,staggeredjunctionscanbeprovided withincontinuousbuildinglines.(Fig.7.12). Case study
Figure7.12–Usingstaggeredjunctionst Figure7.12–Usingstaggeredjunctionstomaintain omaintain aviewpointorvista.
Hulme, Manchester: speed tables
g n a e Y s e i v a D n y l e w e l L , h a o r a h P m i T
Figure 7.13 Raised tables at junction in Hulme. The table has been raised almost to kerb height.
AdistinctivefeatureoftheHulmedevelopment istheadherencetoalineargridfor istheadherencetoalineargridform.Raised m.Raised tablesatjunctionsreducespeedsandfacilitate pedestrianmovement(Fig.7.13 ).
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7.3.11 .3.11 Where Wherede desig signer nersa sare reco conce ncerne rneda dabou bout t potentialuserconict,theymayconsiderplacing thejunctiononaspeedtable(seeHulme, Manchesterbox).Anotheroptionmightbeto Manchesterbox).Anotheroptionmightbeto closeoneofthearmstomotortrafc(while leavingitopenforpedestriansandcyclists). 7.3.12 .3.12 Conven Conventio tional nalro round undabo abouts utsar are e notgenerallyappropriatef notgenerallyappropriateforresidential orresidential developments.Theircapacityadvanta developments.Theircapacityadvantagesarenot gesarenot usuallyrelevant,theycanhaveanegativeimpact onvulnerableroadusers,andtheyoftendolittle forthestreetscene. 7.3.13 .3.13 Large Largerr rroun oundab dabout outsa sare rein incon conven venien ient t forpedestriansbecausethey forpedestriansbecausetheyaredeected aredeectedfrom from theirdesirelines,andpeoplewaitingtocross oneofthearmsmaynotbeabletoanticipate easilythemovementofmotorvehiclesonthe roundabout,orenteringorleavingit.
Manual for Streets
g n a e Y s e i v a D n y l e w e l L , n e i r B ’ O r e t e P
Figure7.14Thisstreetavoidstheuseofverticaltrafc-calmingfeatures,buttheirregularalignmentisunsightly andunlikelytohavemuchspeed-reducingeffect,becauseofthewidthofthecarriageway.Italsoresultsin irregulargrassedareasthatcreateamaintenanceburdenwhilecontributinglittletostreetquality.
7.3.14 .3.14 Rounda Roundabou bouts tscan canbe beha hazar zardou dousf sfor or cyclists.Driversenteringatrelativelyhighspeed maynotnoticecyclistsonthecirculatory carriageway,andcycliststravellingpa carriageway,andcycliststravellingpastanarm stanarm arevulnerabletobeinghitbyvehiclesentering orleavingthejunction. 7.3.15 .3.15 Mini-ro Mini-round undabo abouts utsma mayb ybem emore oresu suita itable ble inresidentialareas,astheycauselessdeviation forpedestriansandare forpedestriansandareeasierforcy easierforcycliststouse. cliststouse. Inaddition,theydonotoccupyasmuchland. Mini-roundabouts: PractitionersshouldrefertoMini-roundabouts: 8 Good Practice Guidelines .
8 Departmentfor DepartmentforTTransport andCountySurveyors’ Society(CSS)(2006) Mini-roundabouts: Good Practice Guidance. London:CSS. 9 DaviesD,G.T DaviesD,G.Taylor aylor,MC, ,MC, Ryley,TJ,Halliday, M.(1997) Cyclists at Roundabouts – the Effects of ‘Continental’ Design on Predicted Safety and Capacity. TRLReportNo. 285.Crowthorne:TRL. 10 DETR(19 DETR(1997) 97)Trafc Advisory Leaet 9/97 – Cyclists at Roundabouts: Continental Design Geometry. London:DETR. 11 IYork,ABr IYork,ABradbury adbury,SReid, ,SReid, TEwingsandRParadise (2007)The Manual for Streets: redening residential street design .
TRLReportno.661. Crowthorne:TRL.
Spacing of junctions
7.3.17 .3.17 Thesp Thespaci acing ngof ofjun juncti ctions onssh shoul ouldb dbe e determinedbythetypeandsizeofurbanblocks appropriateforthedevelopment.Blocksize shouldbebasedontheneedfor shouldbebasedontheneedforpermeability permeability,, andgenerallytendstobecome andgenerallytendstobecomesmallerasdensity smallerasdensity andpedestrianactivityincreases.
7.3.18 Smallerb Smallerblocks lockscrea createth tethenee eneedf dformo ormore re frequentjunctions.Thisimprovesper frequentjunctions.Thisimprovespermeability meability forpedestriansandcyclists,andtheimpact ofmotortrafcisdispersedoverawider area.ResearchinthepreparationofMfS11 7.3.16 .3.16 Contin Continent entalal-sty style lero round undab about outsa sare reals also o demonstratedthatmorefreq demonstratedthatmorefrequent(andhence uent(andhence suitableforconsideration. suitableforconsideration.Theysitbetween Theysitbetween lessbusy)junctionsneednotleadtohigher conventionalroundaboutsandmini-roundabouts numbersofaccidents. intermsoflandtake. intermsoflandtake.Theyretainaconventiona Theyretainaconventionall centralisland,butdifferinotherr centralisland,butdifferinotherrespects–there espects–there 7.3.19 .3.19 Juncti Junctions onsdo dono nota talwa lways ysnee needt dtoc ocate ater r isminimalareatentryandexit,andtheyhave foralltypesoftrafc.Someofthearmsofa asingle-lanecirculatorycarriageway asingle-lanecirculatorycarriageway.Inaddition, .Inaddition, junctionmaybelimitedtopedestrianandcycle thecirculatorycarriagewayhasnegativecam thecirculatorycarriagewayhasnegativecamber ber,, movementonly. sowaterdrainsawayfromthecentre,which simpliesdrainagearrangements. simpliesdrainagearrangements.Theirgeometry Theirgeometry 7.4 Achi Achiev evin ing gap appr prop opri riat ate etr traf afc c iseffectiveinreducingentry iseffectiveinreducingentry,circulatoryand ,circulatoryand speeds 9 exitspeeds. Theyaresaferforcyclistsbecause ofthereducedspeeds,togetherwiththefact 7.4.1 .4.1 Conic Conicta tamon mongv gvari arious ousus user ergr group oupsc scan an thatdriverscannotovertakeonthecirculatory beminimisedoravoidedbyreducingthespeed carriageway.TheiruseisdescribedinTrafc andowofmotorvehicles.Ideally andowofmotorvehicles.Ideally,designers ,designers 10 AdvisoryLeaet9/97. shouldaimtocreatestreetsthatcontrolvehicle speedsnaturallyratherthanhavingtorelyon unsympathetictrafc-calmingmeasures (Fig.7.14).Ingeneral,providingaseparate pedestrianand/orcyclerouteaway pedestrianand/orcyclerouteawayfrommotor frommotor trafcshouldonlybeconsideredasalastresort (seethehierarchyofprovisioninChapter4).
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P S W , n o r e m a C w e r d n A
Figure7.15T Figure7.15Treesplantedinthehighw reesplantedinthehighwayatNewhall,Harlow,helptor ayatNewhall,Harlow,helptoreducevehiclespeeds. educevehiclespeeds.
7.4.2 .4.2 Forr Forresi esiden dentia tials lstre treets ets,a ,ama maxim ximum um designspeedof20mphshouldnormallybe anobjective.Theseverityofinjuriesandthe likelihoodofdeathresultingfromacollision at20mphareconsiderablylessthancanbe expectedat30mph.Inaddition,vehiclenoise andtheintimidationofpedestriansandcyclists arelikelytobesignicantlylower. 7.4.3 .4.3 Evide Evidenc ncef efro romt mtra raf fc-c c-calm alming ingsc schem hemes es suggeststhatspeed-controllingfeaturesare requiredatintervalsofnomorethan70min ordertoachievespeedsof20mphorless. 12 Straightanduninterruptedlinksshouldtherefore belimitedtoaround70mtohelpensurethatthe arrangementhasanaturaltrafc-calmingeffect.
12 DETR(19 DETR(1999) 99)Trafc Advisory Leaet 9/99
-20mphspeedlimitsand zones.London:DETR. 13 Departmentfor DepartmentforTTransport (2005)Trafc Advisory Leaet 2/05 - Trafc Trafc calming Bibliography. Bibliography. London:Departmentfor Transport. 14 JKennedy,R JKennedy,RGorell, Gorell, LCrinson,AWheeler, MElliott(2005) ‘Psychological’ trafc calming TRLReportNo. 641.Crowthorne:TRL.
7.4.4 .4.4 Acont Acontinu inuous ousli link nkcan canbe bebr broke okenu nupb pby y introducingfeaturesalongittoslowtr introducingfeaturesalongittoslowtrafc.The afc.The rangeoftrafc-calmingmeasuresavailableact indifferentways,withvaryingdegreesof effectiveness: • Physical features–involvingvertical orhorizontaldeection–canbevery effectiveinreducingspeed.Itispr effectiveinreducingspeed.Itisprefer eferable able touseothermeansofcontrollingspeeds, ifpracticable,buttherewillbesituations wherephysicalfeaturesrepr wherephysicalfeaturesrepresentthe esentthe optimumsolution.Additionalsourcesof adviceontrafccalmingcanbefoundin TrafcAdvisoryLeaet 2/05.13 • Changes in priority –atroundaboutsand –atroundaboutsand otherjunctions.Thiscanbeusedto disruptowandthereforebringoverall speedsdown. 88
• Street dimensions –canhaveasignicant inuenceonspeeds.Keepinglengthsof streetbetweenjunctionsshortisparticularly effective.Streetwidthalsohasan effective.Streetwidthalsohasaneffecton effecton speed(seebox). • Reduced visibility –researchcarriedoutin –researchcarriedoutin preparationofMfSfoundthatreductions inforwardvisibilityareassociatedwith reduceddrivingspeeds(seebox). • Psychology and perception –streetfeatures andhumanactivitycanhaveaninuence onthespeedatwhichpeoplechooseto drive.Research14suggeststhatfeatures likelytobeeffectiveincludethefollowing: – edge edgem mar arki king ngs sth that atv vis isua ualllly yna narr rrow owt the he road road–s –spee peedr dredu eductio ctioni nisl slike ikely lyto tobe be grea greattest estwhe wherreth etheeed edging ging ist istex extu turredt edtoo appear unsuitable for driving on; – the theclo close sep prroxim oximit ityyof ofbui build ldin ings gst to o the road; – reduced carriageway width; – obs obstruc tructi tion ons sin int the hec car arrriage iagew way ay (Fig. 7.15); – featur featuresas esassocia sociated tedwithp withpotent otential ial activi activity tyin, in,or orclo close seto, to,th thec ecarr arriag iagewa ewayy, suchaspedestrianrefuges; – on-street on-streetpar parking, king,partic particularly ularlywhen whenthe the vehi vehicle cles sar are epa park rked edin ine ech chel elon on formationorperpendiculartothe carriageway; – the thety typeso esof fla land ndu ussea eassoc ssocia iattedw edwit ith h great greater ernum number berso sofp fpeop eople, le,f for orexa examp mple le shops; and – pedestrian activity.
Manual for Streets
Inuence of geometry on speed
Improved visibility and/or increased carriageway width were found to correlate with increased vehicle speeds. Increased width for a given visibility, or vice versa, were found to increase speed. These data are summarised in
Research carried out in the preparation of MfS considered the inuence of geometry on vehicle speed and casualties in 20 residential and mixed-use areas in the UK. Two Two highway geometric factors stand out as inuencing driving speed, all other things being equal. They are: • forward forward visibility; and • carriageway width.
45
The relationship between visibility, highway width and driver speed identied on links was also found to apply at junctions. A full description of the research ndings is available in TRL Report 661.15
60
) h p m ( d e e p s e l i t n e c r e p h t 5 8
40
) h p m ( d e e p s e g a r e v A
Fig.7.16.
35 30 25 20 15 10 5 0
50
40
30
20
10
0 0
20
40
60
80
10 0
120
0
Forward visibility (m)
20
40
60
80
1 00
1 20
Forward visibility (m) Road Road Road Road Road Road
width width width width width width
= = = = = =
10 m 9m 8m 7m 6m 5m
Figure 7.16 Correlation between visibility and carriageway width and vehicle speeds (a) average speeds and (b) 85th percentile speeds. These graphs can be used to give an indication of the speed at which trafc will travel for a given carriageway width/forward visibility combination.
7.4.5 7.4.5 Speedlimi Speedlimitsf tsforr orreside esidential ntialarea areasar sare e normally30mph,but20mphlimitsare becomingmorecommon.Iftheroadislit,a 30mphlimitissignedonlywhereitbegins– repeatersignsarenotusedher repeatersignsarenotusedhere.Allotherspe e.Allotherspeed ed limitshavetobesignedwheretheystartandbe accompaniedbyrepeatersigns.
15 IYork,ABr IYork,ABradbury adbury, , SReid,TEwingsand RParadise(2007) The Manual for Streets: Redening Residential Street Design.TRLReport
No.661.Crowthorne: TRL.
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7.4.6 .4.6 Astr Astreet eetwi with tha2 a20m 0mph phlim limit itis isnot notth the e sameasa20mphzone.Tocreatea20mph zone,itisalegalrequirementthattrafccalmingmeasuresareinstalledtoensurethat lowspeedsaremaintainedthroughout.Insuch cases,thelimitissignedonlyonenteringthe zone,andnorepeatersignsarenec zone,andnorepeatersignsarenecessary essary.. 7.4.7 .4.7 Anysp Anyspeed eedlim limits itsbe below low30 30mp mph, h,oth other er than20mphlimitsor20mphzones,require individualconsentfromtheSecretaryofState forTransport.Designersshouldnotethatsuch approvalisunlikelytobegiven. 7.4.8 .4.8 Aspe Aspeed edlim limiti itisn snot otan anind indica icatio tiono nof f theappropriatespeedtodriveat.Itisthe responsibilityofdriverstotravelwithinthe speedlimitataspeedsuitedtotheconditions. However,fornewstr However,fornewstreets,orwhereexisting eets,orwhereexisting streetsarebeingmodied,andthedesignspeed isbelowthespeedlimit,itwillbenecessary toincludemeasuresthatreducetrafc speedsaccordingly.
16 HighwaysAgency(199 HighwaysAgency(1992) 2) Design Manual for Roads and Bridges London:TSO. 17 Departmentofthe Departmentofthe Environment/Department ofTransport(1977;2nd edn1992) Design Bulletin 32, Residential Roads and Footpaths - Layout Considerations. London:
HMSO. 18 D.W.Harwood D.W.Harwood,D.B. ,D.B. Fambro,B.Fishburn, H.Joubert,R.Lamm andB.Psarianos. (1995)International Sight Distance Design Practices, International Symposium on Highway Geometric Design Practices, Boston, Massachusetts Conference Proceedings.
WashingtonUSA: TransportationResearch Board. 19 MaycockG,Broc MaycockG,Brocklebank klebank P.andHall,R.(1998) Road Layout Design Standards and Driver .TRLReport Behaviour .TRLReport
7.4.9 .4.9 Difcu Difculti lties esmay maybe been encou counte ntered redwh wher ere e anewdevelopmentconnectstoanexisting road.Ifthejunctiongeometrycannotbemade toconformtotherequir toconformtotherequirementsfor ementsforprevailing prevailing trafcspeeds,theinstallationoftrafc-calming measuresontheapproachwillallowtheuseof alowerdesignspeedtobeusedf alowerdesignspeedtobeusedforthenew orthenew junction.
7.5
7.5.3 .5.3 Theba Thebasic sicf form ormula ulaf for orcal calcul culati ating ngSS SSD D (inmetres)is: SSD = vt + +v 2/2d where: v = speed (m/s) t = driverperception–reactiontime (seconds) d = deceleration (m/s2) 7.5.4 .5.4 Thede Thedesir sirabl ablem eminim inimum umSS SSDs Dsus used edin in theDesign Manual for Roads and Bridges are basedonadriverperception–reactiontimeof 2secondsandadecelerationra 2secondsandadecelerationrateof2.45m/s teof2.45m/s2 gisaccelerationdue (equivalentto0.25 gwhere g 2 togravity(9.81m/s )).Design Bulletin 32 17 adoptedthesevalues. 7.5.5 .5.5 Driver Driversa sare reno norma rmally llyab able leto tost stop op muchmorequicklythanthisinresponsetoan emergency.The emergency.Thestoppingdistance stoppingdistancesgiveninthe sgiveninthe HighwayCodeassumeadriverreactiontime of0.67seconds,andadecelerationrate of0.67seconds,andadecelerationrate of6.57m/s2. 7.5.6 .5.6 While Whileit itis isnot notap appr propr opriat iatet etod odesi esign gn streetgeometrybasedonbrakinginan emergency,thereisscopef emergency,thereisscopeforusinglowerSSDs orusinglowerSSDs thanthoseusedinDesign Bulletin 32 .Thisis baseduponthefollowing: baseduponthefollowing: •
Stoppin pping gsig sight htd dis ista tanc nce e •
7.5.1 .5.1 This Thiss sec ecti tion onp pro rovi vide des sgu guid idan ance ceo on n stoppingsightdistances(SSD stoppingsightdistances(SSDs)forstr s)forstreetswhere eetswhere 85thpercentilespeedsareup 85thpercentilespeedsareupto60km/h.A to60km/h.At t speedsabovethis,therecommende speedsabovethis,therecommendedSSDsin dSSDsin theDesign Manual for Roads and Bridges 16may bemoreappropriate. 7.5.2 .5.2 Thest Thestopp opping ingsi sight ghtdi dista stance nce(S (SSD SD) ) isthedistancewithinwhichdriversneedto beabletoseeaheadandst beabletoseeaheadandstopfromagiven opfromagiven speed.Itiscalculatedfromthespeedof thevehicle,thetimerequiredforadriverto identifyahazardandthenbegintobr identifyahazardandthenbegintobrake(the ake(the perception–reactiontime),andthevehicle’ perception–reactiontime),andthevehicle’s s rateofdeceleration.Fornewstr rateofdeceleration.Fornewstreets,thedesign eets,thedesign speedissetbythedesigner speedissetbythedesigner.Forexistingstreets .Forexistingstreets,, the85thpercentilewet the85thpercentilewet-weatherspeedis -weatherspeedisused. used.
•
•
arevi areview ewof ofpr pract actice icein inoth other ercou countr ntries iesha has s shownthatDesign Bulletin 32 valuesare muchmoreconservativethanthoseused elsewhere;18 resear research chwhi which chsho shows wstha thatt tthe he90t 90th h percentilereactiontimefordrivers confrontedwithaside-roadhazardina drivingsimulatoris0.9seconds(see drivingsimulatoris0.9seconds(seeTRL TRL 19 Report332 ); carria carriagew geway aysu surfa rfaces cesar aren enorm ormall allya yable ble todevelopaskiddingresistanceofat least0.45ginwetweatherconditions. g(thepreviously Decelerationratesof0.25 g assumedvalue)aremoretypically associatedwithsnow-coveredroads;and ofthe ofthesi sites tesst studi udied edin inthe thepr prepa epara ratio tiono nof f thismanual,norelationshipwasfound betweenSSDsandcasualties,re betweenSSDsandcasualties,regardless gardless ofwhetherthesitescompliedwithDesign Bulletin 32ornot.
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Table7.1DerivedSSDsforstreets(guresrounded). Speed
Kilometres per hour
16
20
24
25
30
32
40
45
48
50
60
Miles per hour
10
12
15
16
19
20
25
28
30
31
37
SSD (metres)
9
12
15
16
20
22
31
36
40
43
56
SSD adjusted for bonnet length. See 7.6.4
11
14
17
18
23
25
33
39
43
45
59
Additional features will be needed to achieve low speeds
7.5.7 .5.7 TheS TheSSD SDva value luesu sused sedin inMfS MfSar areb ebase ased d onaperception–reactiontimeof1.5secondsand g(4.41m/s2).Table7.1 adecelerationrateof0.45 g usesthesevaluestoshowtheeffe usesthesevaluestoshowtheeffectofspeed ctofspeed onSSD. 7.5.8 .5.8 Below Belowar aroun ound2 d20m 0m,s ,short horter erSS SSDs Ds themselveswillnotachievelowvehiclespeeds: speed-reducingfeatures speed-reducingfeatureswillbeneeded.For willbeneeded.For higherspeedroads,i.e.withan85thpercentile speedover60km/h,itmaybeappropriate Design touselongerSSDs,assetoutintheDesign Manual for Roads and Bridges . 7.5.9 .5.9 Gradi Gradient entsa saff ffect ectst stopp opping ingdis distan tances ces. . Thedecelerationrateof0.45gusedtocalculate theguresinTable7.1isforalevelroad.A10% gradientwillincrease(ordecrease)the gradientwillincrease(ordecrease)therateby rateby around0.1g.
7.6
Visi Visibi bili lity tyr req equi uirremen ements ts
7.6.1 .6.1 Visibi Visibility litysh shoul ouldb dbec echec hecke keda datj tjunc unctio tions ns andalongthestreet.Visibilityismeasured horizontallyandvertically.
7.6.2 .6.2 Using Usingpla planv nview iewso sofp fprop ropose osedl dlayo ayouts uts, , checksforvisibilityinthehorizontalplane ensurethatviewsarenotobscuredbyvertical obstructions. 7.6.3 .6.3 Chec Checki king ngv vis isib ibilility ityiin nth the eve verti rtica call planeisthencarriedouttoensurethatviews inthehorizontalplanearenotcompromised byobstructionssuchasthecrestofahill,ora bridgeatadipintheroadahead.Italsotakes intoaccountthevariationindrivereyeheight andtheheightrangeofobstructions.Eyeheight isassumedtorangefrom1.05m isassumedtorangefrom1.05m(forcard (forcardrivers) rivers) to2m(forlorrydrivers).Driv to2m(forlorrydrivers).Driversneedtobe ersneedtobe abletoseeobstructions2mhighdowntoa point600mmabovethecarriageway point600mmabovethecarriageway.The .Thelatter latter dimensionisusedtoensuresmallchildrencan beseen(Fig.7.17). beseen(Fig.7.17 ). 7.6.4 .6.4 TheS TheSSD SDg gur urer erela elates test tot othe hepos positio ition n ofthedriver.However ofthedriver.However,thedistancebetw ,thedistancebetween een thedriverandthefrontofthevehicleistypically upto2.4m,whichisasignicantproportion ofshorterstoppingdistances.Itisthere ofshorterstoppingdistances.Itistherefore fore recommendedthatanallowanceismadeby adding2.4mtotheSSD.
. x a m . n 0 i 0 m 0 2 0 0 6
. n i m 0 5 0 1
. x a m 0 0 0 2
Typically 2400
Figure7.17Verticalvisibilityenvelope.
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7.7
Visi Visibi bili lity tys spl play ays sat atj jun unct ctio ions ns
7.7.1 .7.1 Thevi Thevisib sibilit ilitys yspla playa yata taju junct nction ionen ensur sures es thereisadequateinter-visibilitybetween vehiclesonthemajorandminorarms(Fig.7 vehiclesonthemajorandm inorarms(Fig.7.18). .18). 7.7.2 .7.2 Thedi Thedista stance nceba back ckalo along ngthe themi minor norar arm m fromwhichvisibilityismeasuredisknownas theXdistance.Itisgenerallymea theXdistance.Itisgenerallymeasuredback suredback fromthe‘giveway’line(oranimaginary‘give way’lineifnosuchmarkingsareprovided). Thisdistanceisnormallymeasuredalongthe centrelineoftheminorarmforsimplicity centrelineoftheminorarm forsimplicity,butin ,butin somecircumstances(forexa somecircumstances(forexamplewherethere mplewherethereis is awidesplitterislandontheminorarm)itwillbe moreappropriatetomea moreappropriatetomeasureitfromtheactual sureitfromtheactual positionofthedriver. 7.7.3 .7.3 TheY TheYdi dista stance ncere repr prese esents ntsth thed edist istanc ance e thatadriverwhoisabouttoexitfromtheminor armcanseetohisleftandrightalongthemain alignment.Forsimplicityitismeasuredalong thenearsidekerblineofthemainarm,although vehicleswillnormallybetravellingadistance fromthekerbline.Theme fromthekerbline.Themeasurementistake asurementistaken n fromthepointwherethislineintersectsthe centrelineoftheminorarm(unless,asabove, thereisasplitterislandintheminorarm). 7.7.4 .7.4 Whent Whenthe hemai maina nalign lignmen menti tisc scurv urved edand and theminorarmjoinsontheoutsideofabend, anothercheckisnecessarytomakesurethatan approachingvehicleonthemainarmisvisible overthewholeoftheYdistance. overthewholeoftheYdistance.Thisisdoneby Thisisdoneby drawinganadditionalsightlinewhichmeetsthe kerblineatatangent. 7.7.5 .7.5 Somec Somecir ircum cumsta stance ncesm smak akei eitu tunli nlikel kely y thatvehiclesapproachingfromthelefton themainarmwillcrossthecentrelineofthe mainarm–opposingowsmaybephysically
segregatedatthatpoint,fore segregatedatthatpoint,forexample.Ifso,the xample.Ifso,the visibilitysplaytotheleftcanbemeasuredtothe centrelineofthemainarm. Xdistance
7.7.6 .7.6 AnX AnXd dist istanc anceo eof2 f2.4 .4ms mshou hould ldnor norma mally lly beusedinmostbuilt-upsituations,asthis representsareasonablemaximumdistance betweenthefrontofthecarandthedriver’seye. 7.7.7 .7.7 Ami Amini nimu mum mg gur ure eof of2 2m mm may ayb be e consideredinsomeverylightly-trafckedand slow-speedsituations,butusingthisvalue willmeanthatthefrontofsomevehicleswill protrudeslightlyintotherunningcarriagewayof themajorarm.Theabilityofdriversa themajorarm.Theabilityofdriversandcyclists ndcyclists toseethisoverhangfromareasonabledistance, andtomanoeuvrearounditwithoutundue difculty,shouldbeconsidered. 7.7.8 .7.8 Using Usingan anXd Xdist istanc ancei eine nexce xcess ssof of2.4 2.4m mis is notgenerallyrequiredinbuilt notgenerallyrequiredinbuilt-upareas. -upareas. 7.7.9 .7.9 Longe Longer rXd Xdist istanc ances esena enable bledr drive ivers rsto to lookforgapsastheyapproa lookforgapsastheyapproachthejunction. chthejunction.This This increasesjunctioncapacityfortheminorarm, andsomaybejustiedinsomecircumstances, butitalsoincreasesthepossibilitythatdrivers ontheminorapproachwillfailtotakeaccount ofotherroadusers,particularlypedestrians andcyclists.LongerXdistances andcyclists.LongerXdistancesmayalsoresult mayalsoresult inmoreshuntaccidentsontheminorarm. TRLReportNo.18420foundthataccidentrisk increasedwithgreaterminor-r increasedwithgreaterminor-roadsightdistance. oadsightdistance. Ydistance
7.7.10 .7.10 TheY TheYdi dista stance ncesh should ouldbe beba based sedon on valuesforSSD(Table7.1).
20SummersgillI.,Kennedy, J.andBaynes,D.(1996) Accidents at Three-arm Priority Junctions on Urban Single-carriageway Roads TRLReportno. 184.Crowthorne:TRL.
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a
Possiblefeatures preventingvehiclesfrom crossingcentreline
Alternativeleft-handvisibiltysplayifvehiclesapproaching fromtheleftareunabletocrossthecentreline
Y distance
Y distance
Xdistance Left-hand visibilitysplay
Right-hand visibilitysplay
Possiblefeaturepreventing vehiclesfromcrossing centreline Alternativeleft-handvisibility splayifvehiclesapproaching fromtheleftareunableto crossthecentreline
b
Visibilitysplays Tangenttokerb line(additional check)
Ydistance
Tangenttokerb line(additional check)
Ydistance
Xdistance
c Possiblefeaturepreventing vehiclesfromcrossing centreline
Ydistance
Alternativeleft-handvisibility splayifvehiclesapproaching fromtheleftareunableto crossthecentreline
Xdistance Ydistance
Visibilitysplays
Figure7.18Measurementofjunctionv Figure7.18Measurementofjunctionvisibilitysplays(a)onastraightroad,(b)an isibilitysplays(a)onastraightroad,(b)and(c)onbends. d(c)onbends.
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7.8
Forward visibility
7.8.1 .8.1 Forw Forwar ard dvi visi sibi bilility tyis ist the hed dis ista tanc nce ea a driverneedstoseeaheadtostopsafelyfor obstructionsintheroad.Theminimumforwar obstructionsintheroad.Theminimumforward d visibilityrequiredisequaltotheminimumS visibilityrequiredisequaltotheminimumSSD. SD. Itischeckedbymeasuringbetweenpointson acurvealongthecentrelineoftheinnertrafc lane(seeFig.7.19). 7.8.2 .8.2 There Therewill willbe besi situa tuatio tions nswhe where reit itis is desirabletoreducef desirabletoreduceforwardvisibilityto orwardvisibilitytocontrol control trafcspeed–theInuenceofgeometryon speedboxdescribeshowf speedboxdescribeshowforwardvisibility orwardvisibility inuencesspeed.Anexampleisshownin Fig7.20. Visibility along the street edge
7.8.3 .8.3 Vehicle ehicleex exits itsat atth theb eback acked edge geof ofthe the footwaymeanthatemergingdriverswillhave totakeaccountofpeopleonthef totakeaccountofpeopleonthefootway ootway.. Theabsenceofwidevisibilitysplaysatprivate drivewayswillencouragedriverstoe drivewayswillencouragedriverstoemergemore mergemore cautiously.Considerationshouldbegivento whetherthiswillbeappropriate,takinginto accountthefollowing: • thefr thefrequ equenc encyo yofv fvehi ehicle clemo movem vement ents; s; • theam theamoun ounto tofp fpede edestr strian ianac activ tivity ity;a ;and nd • the thewi widt dth hof oft the hef foo ootw tway ay..
P S W , n o r e m a C w e r d n A
Figure7.20Limitingforwardvisibilityhelpsk Figure7.20Limitingforwardvisibilityhelpskeep eep speedsdowninPoundbury,Dorset.
7..8.4 Whenitis Whenitisjudg judgedth edthatf atfootwa ootwayvis yvisibilit ibility y splaysaretobeprovided splaysaretobeprovided,considerationshould ,considerationshould begiventothebestmeansofachievingthisina mannersympathetictothevisualappearanceof thestreet(Fig.7.21).Thismayinclude: • theus theuseo eofb fboun oundar daryr yrail ailings ingsra rathe thert rthan han walls(Fig.7.22);and • theom theomiss ission ionof ofbou bounda ndary rywal walls lsor orfe fence ncesa sat t theexitlocation. Obstacles to visibility
Forwardvisibility measuredalongcentre ofinnerlane
Visibilitysplays
Visibilitysplay envelope
7.8.5 .8.5 Parki Parking nginv invisi isibil bility itysp splay laysi sinb nbuilt uilt-up -up areasisquitecommon,yetitdoesnota areasisquitecommon,yetitdoesnotappearto ppearto createsignicantproblemsinpractice.Id createsignicantproblemsinpractice.Ideally, eally, denedparkingbaysshouldbeprovidedoutside thevisibilitysplay.However thevisibilitysplay.However,insome ,insome circumstances,wherespeedsar circumstances,wherespeedsarelow,some elow,some encroachmentmaybeacceptable. 7.8.6 .8.6 Theim Theimpac pacto tofo fothe thero robst bstacl acles, es,su such chas as streettreesandstreetlightingcolumns,should beassessedintermsoftheirimpactonthe overallenvelopeofvisibility.Ingeneral, occasionalobstaclestovisibilitythatarenot largeenoughtofullyobscureawholevehicleor apedestrian,includingachildorwheelchairuser, willnothaveasignicantimpactonroadsafe willnothaveasignicantimpactonr oadsafety ty..
Figure7.19Measurementoffo Figure7.19Measurementofforwardvisibility rwardvisibility..
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Manual for Streets
g n a e Y s e i v a D n y l e w e l L , h a o r a h P m i T
g n a e Y s e i v a D n y l e w e l L , h a o r a h P m i T
Figure7.21BeaulieuPark,Chelmsfor Figure7.21BeaulieuPark,Chelmsford–low d–low vegetationprovidessubtleprovisionofvisibility atprivatedriveway.
Figure7.22BeaulieuPark,Chelmsford:thevisibility splaysareprovidedbyrailingsratherthanboundary walls,althoughtherailingscouldhavefollowedthe propertyboundary.
7.9
•
Frontage access
7.9. 7.9.1 1 Oneof Oneofth thek ekey eydif diffe fere rence ncesb sbetw etween een streetsandroadsisthatstre streetsandroadsisthatstreetsnormallyprovide etsnormallyprovide directaccesstobuildingsandpublicspaces. Thishelpstogenerateactivityandapositive relationshipbetweenthestreetandits surroundings.Providingdirectaccessto buildingsisalsoefcientinland-useterms. 7.9.2 .9.2 Thepr Theprovi ovisio siono noff ffro ronta ntage geveh vehicle icleac acces cess s ontoastreetshouldbeconsideredfromthe viewpointofthepeoplepassingalongthestreet, aswellasthoserequiringaccess(Fig.7 aswellasthoserequiringaccess(Fig.7.23). .23). Factorstoconsiderinclude: • thesp thespeed eedan andv dvolu olume meof oftr traf afco cont nthe he street; • thepo thepossi ssibil bility ityof ofth thev evehi ehicle clest sturn urning ing aroundwithintheproperty–wherethisis possible,thenvehiclescanexittravelling forward; • thepr theprese esence nceof ofga gathe thered redac acces cesses ses– –a a singleaccesspointcanserveanumberof propertiesoracommunalparkingarea, forexample.Thismaybeacceptablewhere aseriesofindividualaccesseswouldnotbe; and
thedi thedista stance ncebe betwe tween enthe thepr prope operty rty boundaryandthecarriageway–toprovide adequatevisibilityfortheemergingdriver adequatevisibilityfortheemergingdriver..
7.9.3 .9.3 Inthe Inthepa past, st,a are relat lative ively lylow lowli limit miton on trafcow(300vehiclesperpeakhourorsome 3,000vehiclesperday)hasgener 3,000vehiclesperday)hasgenerallybeenused allybeenused whendecidingwhetherdirectaccesswas appropriate.This appropriate.Thisisequivalenttothetra isequivalenttothetrafc fc generatedbyaround400hous generatedbyaround400houses.Abovethis es.Abovethis level,manylocal-authorityresidentialroad guidelinesrequiredtheprovisionofa‘local distributorroad’.
P S W , n o r e m a C w e r d n A
Figure7.23Frontageaccessf Figure7.23Frontageaccessforindividualdwellings orindividualdwellings ontoamainstreetintoDorchester.
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7.9.4 .9.4 Suchr Suchroad oadsa sare reoft often enver veryu yunsu nsucc ccess essful ful intermsofplacemakingandprovidingfor pedestriansandcyclists.Inmanycases,buildings turntheirbacksontolocaldistributors,creating deadfrontagesandsterileenvironments. Separateserviceroads Separateserviceroadsareanotherpossib areanotherpossible le designresponse,butthesearewastefulofland andreducevisualenclosureandquality andreducevisualenclosureandquality.. 7.9.5 .9.5 Itis Itisre recom commen mended dedth that atthe theli limit mitf for or providingdirectaccessonroadswitha30mph speedrestrictionisraisedtoatlea speedrestrictionisraisedtoatleast10,000 st10,000 vehiclesperday(seebox).
Trafc ow and road safety for streets with direct frontage access The relationship between trafc ow and road safety for streets with direct frontage access was researched for MfS. Data on recorded accidents and trafc ow for a total of 20 sites were obtained. All of the sites were similar in terms of land use (continuous houses with driveways), speed limit (30 mph) and geometry (single-carriageway roads with limited sideroad junctions). Trafc Trafc ows at the sites varied from some 600 vehicles per day to some 23,000 vehicles per day, with an average trafc ow of some 4,000 vehicles per day. day. It was found that very few accidents occurred involving vehicles turning into and out of driveways, even on heavily-trafcked roads. Links with direct frontage access can be designed for signicantly higher trafc ows than have been used in the past, and there is good evidence to raise this gure to 10,000 vehicles per day. It could be increased further, and it is suggested that local authorities review their standards with reference to their own trafc ows and personal injury accident records. The research indicated that a link carrying this volume of trafc, with characteristics similar to those studied, would experience around one driveway-related accident every ve years per kilometre. Fewer accidents would be expected on links where the speed of trafc is limited to 20 mph or less, which should be the aim in residential areas.
96
7.10
Turni urning nga arreas eas
7.10.1 .10.1 Connec Connecte teds dstre treet etnet networ works kswil willl generallyeliminatetheneedfordr generallyeliminatetheneedfordriverstomake iverstomake three-pointturns. 7.10.2 Whereit Whereitisnec isnecessa essaryt rytopr oprovide ovidefo for r three-pointturns(e.g.inacul-de-sac),a trackingassessmentshouldbemadetoindicate thetypesofvehiclesthatmaybemakingthis manoeuvreandhowtheycanbeaccom manoeuvreandhowtheycanbeaccommodated. modated. Theturningspaceprovidedshouldrelatetoits environment,notspecicallytovehicle movement(seeFig.7.24),asthiscanre movement(seeFig.7.24),asthiscanresult sult inaspacewithnouseotherthanforturning vehicles.Tobeeffectiveandusable,theturning headmustbekeptclearofparkedvehicles. Thereforeitisessentialthatadequa Thereforeitisessentialthatadequateparkingis teparkingis providedforresidentsinsuitablelocations. 7.10.3 .10.3 Route Routeing ingfo forw rwast astev evehi ehicle cless sshou hould ldbe be determinedattheconceptmasterplanorscheme designstage(seeparagraph6.8.4). designstage(seeparagraph6.8.4).Wherever Wherever possible,routingshouldbeconguredsothat therefusecollectioncanbemadewithoutthe needforthevehiclehavingtoreverse,asturning headsmaybeobstructedbyp headsmaybeobstructedbyparkedvehiclesand arkedvehiclesand reversingrefusevehiclescreatearisktoother streetusers.
7 3 Figure7.24Differentturning Figure7.24Differentturningspacesandusable spacesandusable turningheads.
Manual for Streets
7.11
Overrun areas
7.11.1 .11.1 Overru Overruna nare reas asar areu eused sedat atbe bends ndsan and d junctions(includingroundabouts).Theyare areasofcarriagewaywithasurfacet areasofcarriagewaywithasurfacetextureand/ extureand/ orappearanceintendedto orappearanceintendedtodeteroverrunning deteroverrunning bycarsandotherlightvehicles.Theirpurpose istoallowthepassageoflargevehicles,such asbusesandrefusevehicles,whilemaintaining ‘tight’carriagewaydimensionsthatdetersmaller vehiclesfromspeeding.
7.11.2 .11.2 Overr Overrun unare areas assho should uldge gener nerall allyb ybe e avoidedinresidentialandmixed-usestreets. Theycan: • bev bevis isua ualllly yin intr trus usiv ive; e; • interf interfer erew ewith ithpe pede destr strian iande desir sirel eline ines s (Fig.7.25);and • poseahazardforcyclists. However,theycanhelptoov However,theycanhelptoovercomepr ercomeproblems oblems withaccessforlargervehiclesandsomay representthebestsolution.
g n a e Y s e i v a D n y l e w e l L , h a o r a h P m i T
Figure7.25Theove Figure7.25Theoverrunareaatthisjunctionishazar rrunareaatthisjunctionishazardousforpede dousforpedestriansand/orreq striansand/orrequiresthemtodivertfrom uiresthemtodivertfrom theirdesireline.Noticealsotheunsightlyplacingofinspectioncovers. theirdesireline.Noticealsotheunsightlyp lacingofinspectioncovers.Thelayoutisparticularlyhazardou Thelayoutisparticularlyhazardous s forblindandpartially-sightedpedestrians.
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8 Parking
s e m o H r o f n g i s e D
Chapter aims • Emphasise the importance of providing sufcient good-quality cycle parking in all new residential developments to meet the needs of residents and visitors. • Explain how the parking parking of vehicles vehicles is a key function of most streets in residential areas and that it needs to be properly considered in the design process. • Conrm that, having regard to the policy in Planning Policy Statement 3: Housing (PPS3),1 designers need to consider carefully how to accommodate accommodate the number of cars that are likely li kely to be owned by residents (Wales ( Wales:: refer to TAN TAN 2 18: Transport ). • Describe how providing providing a level level of car parking below normal demand levels can be appropriate in some situations. • Explain the efciency benets of unallocated car parking and the need to meet at least some of the normal demand on the street. guidance on footway parking. • Offer Offer guidance • Give guidance on the size size of parking spaces for cycles, cars and motorcycles.
8.1
1 Commun Communities itiesand andLo Local cal Government(2006) Planning Policy Statement 3: Housing.London:TSO.
2 Welsh WelshA Asse ssemb mbly ly Government(2007) Technical Advice Note 18: .Cardiff:NAfW. Transport .Cardiff:NAfW.
3 Statut StatutoryI oryInst nstrume rument2 nt2002 002 No.3113,TheTrafcSigns RegulationsandGeneral Directions2002.London: TSO. 4 DepartmentforTransport (various) The Trafc Signs Manual.London:TSOand HMSO. 5 DETR( DETR(200 2001) 1)Policy
Introduction
8.1. 8.1.1 1 Acco Accomm mmod odat atin ing gpa park rked edv veh ehicl icles esiis s akeyfunctionofmoststreets,particularlyin residentialareas.Whilethegreatestdemandis forparkingcars,thereisalsoanee forparkingcars,thereisalsoaneedtoconsider dtoconsider theparkingofcycles,motorcyclesand,insome circumstances,servicevehicles.Wherethereis aneedtoregulateparking,thisshouldbedone bymakingappropriatetrafcr bymakingappropriatetrafcregulationorders egulationorders (TROs)andsigningandmarkinginaccordance withtheTrafcSignsRegulationsandGeneral Directions2002(TSRGD). 3Guidanceisalso providedintheTrafc Signs Manual .4 8.1. 8.1.2 2 Thel Thelev evel elo of fpa park rkin ing gpr prov ovis isio ion nan and dits its locationhasakeyinuenceontheformand qualityofadevelopment,andthechoices peoplemakeinhowtheytravel. peoplemakeinhowtheytravel.Thewaycarsar Thewaycarsare e
parkedisakeyfactorf parkedisakeyfactorformanyissues,sucha ormanyissues,suchas s visualquality,streetactivity visualquality,streetactivity,interactionbetween ,interactionbetween residents,andsafety. 8.1. 8.1.3 3 Afa Afailu ilure ret to opr prop oper erly lyc con onsi side der rth this is issueislikelytoleadtoinappropriateparking behaviour,resultinginpoorandunsaf behaviour,resultinginpoorandunsafe e conditionsforpedestrians. 8.1.4 8.1.4 Parki Parking ngcan canbe bepr provi ovided dedon onor orof offt fthe he street.Off-streetparkingincludesparkingwithin acurtilage(on-plot)orinoff-streetparking areas(off-plot).
8.2
Cycle parking
8.2. 8.2.1 1 Prov Provid idin ing gen enou ough ghc con onve veni nien ent tan and d securecycleparkingatpeople’ securecycleparkingatpeople’shomesandother shomesandother locationsforbothresidentsandvisitorsiscritical toincreasingtheuseofcycles.Inresidential developments,designersshouldaimtomake accesstocyclestorageat accesstocyclestorageatleastasconvenientas leastasconvenientas accesstocarparking. 8.2.2 8.2.2 Thene Theneed edfforcon orconven venien ient, t,saf safea eand nd securecycleparkinginnewdevelopmentsis recognisedinPolicy Planning Guidance Note 13:Transport(PPG13)5(Wales:TAN18), whichrecommendsthatprovisionshouldbe increasedtopromotecycleusebutshould atleastbeatlevelsconsistentwiththelocal authority’scycletargetstra authority’scycletargetstrategyinitsLocal tegyinitsLocal TransportPlan. Determining the amount of cycle parking
8.2.3 8.2.3 Shared Sharedcy cycle clepa parki rking ngis isnor normal mally lymor more e efcientthanprovidingsufcientspacewithin eachdwellingforthemaximumpossiblenumber ofcycles.Sharedcycleparkingfacilitiesshould besecureandconvenienttouse. 8.2.4 8.2.4 Theam Theamoun ounto tofc fcycl yclep epark arking ingin inas ashar hared ed facilitywilldependontheoverallnumberof cyclesanticipatedacrossthescheme,basedon averagecycle-ownershiplevels. averagecycle-ownershiplevels.Thisnumbercan Thisnumbercan varyconsiderablydependingoncircumstances. 8.2.5 8.2.5 Houses Housest tend endto toha have vehig higher herle level velso sof f cycleownershipthanats.Researchcarriedout forCABE/Oxford forCABE/OxfordshireCountyCouncilbyW shireCountyCouncilbyWSP SP
Planning Guidance Note 13: Transport .
London:TSO.
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Table 8.1 Average cycle ownership levels in Oxfordshire, 2006 Average cycles/ Average cycles/ dwelling resident Houses, Oxford City
2. 6 5
0.73
Houses, rest of Oxfordshire
1. 5 1
0.52
Flats, Oxford City
0. 9 7
0.48
Flats, rest of Oxfordshire
0. 4 4
0.23
andPhilJonesAssociatesin2006foundthe averagecycleownershiplevelsshown inTable8.1. 8.2. 8.2.6 6 The Theam amou ount nto of fpr prov ovis isio ion nwi will llal also so varydependingonthetypeofdevelopment. Cycleusecanbeexpectedt Cycleusecanbeexpectedtoberelativelyhigh oberelativelyhigh inplacessuchasstudentaccommodation.In shelteredhousingorhousingforolderpeople, lowerprovisionislikelytobemoreapp lowerprovisionislikelytobemoreappropriate. ropriate. 8.2.7 8.2.7 Whena Whenasse ssessi ssing ngthe theef efffectof ectoflo locat cation ion, , censusdataontheproportionoftripstowork madebycycleprovidesausefulpr madebycycleprovidesausefulproxyfor oxyfor assessingthelikelylevelofcycleownership. 8.2.8 8.2.8 Cycle Cyclepa parki rking ngis isoft often enlik likely elyt tob obe e within,orallocatedto,individualdwellings, particularlyforhouses.Insuchcases,itwillbe necessarytoconsiderthepotent necessarytoconsiderthepotentialforonecycle ialforonecycle tobeownedbyeachresident. Visitors and mixed-use areas
8.2.9 8.2.9 Provi Providin dingc gcycl yclep epark arking ingf for orvis visit itors orsis is importantwhenplanningnewdevelopmentsand modifyingexistingstreets.Inresidentialareas, theamountandlocationofvisitorparkingcan beinformedbytheamountofcycleparking availabletoresidentsandthetar availabletoresidentsandthetargetedmodal getedmodal shareofvisitortrips. 8.2.10 8.2.10 Insom Insomec ecase ases, s,vis visito itors rsmay maybe beab able le tousesparespacewithinresidentialcycleparkingfacilities,whethersharedorindividual. Someprovisioninthepublicrealmmayalso beappropriate,particularlywhereresidents’ provisionisnoteasilyaccessedbyvisitors. 100
8.2.11 8.2.11 Inmix Inmixeded-use usear areas easan andw dwher heret ether herea eare re commercialorcommunalfacilitiesinaresidential neighbourhood,well-locatedandconvenient publiccycle-parkingwillnormallybenecessary. Design solutions for residential cycle-parking
8.2.12 8.2.12 Cycle Cyclesa sare reoft often enkep kepti ting ngar arage ages, s,and and thiscanbeconvenientandsecureiflocatednear thefrontoftheproperty.However,garagesare notnormallydesignedforcyclestorage,andthe proportionofhousingschemeswithindividual garagesisdeclining. 8.2.13 8.2.13 Great Greater ercon consid sider erati ation onthe theref refor oren eneed eeds s tobegiventotheprovisionofbespokecycle storage.Cyclesarenotsuite storage.Cyclesarenotsuitedtoovernight dtoovernight storageoutdoorsastheyarev storageoutdoorsastheyarevulnerabletotheft ulnerabletotheft andadverseweather andadverseweather.Attheverylea .Attheveryleast,any st,any outdoorcycleparkingneedstobecovered,and preferablylockable(Fig.8.1).. preferablylockable(Fig.8.1) 8.2.14 8.2.14 Ifno Ifnocyc cycle lepar parking kingis ispr provi ovided ded,t ,this his mayaffectthewaygaragesareused.This aspect,amongothers,willinformdecisionson whethergaragescountfullytowards whethergaragescountfullytowardscar-parking car-parking provision(seeparagraph8.3.4below). provision(seeparagraph8.3.4below). 8.2.15 8.2.15 Where Wherese separ parat atec ecycl ycle-p e-park arking ingis is providedwithinthebuilding,itneedstobe convenientlylocated,closetothemainpointof access.Wherecycleparkingistob access.Wherecycleparkingistobeprovided eprovided withinaseparatebuilding,suchasadetached garageorotheroutbuildings,itwillneedtobe secure,withdoorsdesignedfore secure,withdoorsdesignedforeasyaccess. asyaccess. 8.2.16 8.2.16 Inat Inats, s,cyc cycle lepa parki rking nghas hasoft often en beeninadequate,leadingtocyclesbeing storedinhallwaysorbalconies.Fornew developments,thestorageofcyclesisan importantconsideration.
g n a e Y s e i v a D n y l e w e l L
Figure8.1Securecyclestorage.
Manual for Streets
n o d n o L r o f t r o p s n a r T , e c n a d i u G e p a c s t e e r t S L f T
P S W , n o r e m a C w e r d n A
Figure8.2Cycleparkingthathasgoodsurveillance andisatakeylocation–inthisexampleneara hospitalentrance.
8.2.17 8.2.17 Forgr Forgroun ound- d-oor oora ats, ts,or orwh wher ere e adequately-sizedliftsareprovid adequately-sizedliftsareprovided,storage ed,storage withintheaccommodationmaybeanoption, butitwillneedtobeexpresslyconsideredinthe designanditwillbeimportanttoensurethat cyclescanbebroughtintothebuildingeasily andquickly.
Figure8.3Shefeldstandsaresimpleandeffective. Thedesignallowsthebicycleframeandwheelsto beeasilylockedtothestand.Notethetapping railneargroundlevelandthereectivebandson theuprights.
8.2.18 8.2.18 Cycle Cyclepa parki rking ngfforat oratsc scan anals alsob obe e locatedincommunalareas,suchasinhallways orunderstairs,but,ifso,itneedstobeproperly designedinordertopreventpa designedinordertopreventparkedcycles rkedcycles becominganuisanceforresidents.Ifparkingis tobelocatedonupperoors,adeq tobelocatedonupperoors,adequately-sized uately-sized liftsneedtobeconsidered. 8.2.19 8.2.19 Anothe Anothero ropti ption onis isto topr provi ovide decom commun munal al cycle-parkinginsecurefacilities,suchasin undergroundcarparks,inpurpose-designed buildingsorinextensionstobuildings. 8.2.20 8.2.20 Visitorcy Visitorcycle-p cle-parking arkinginth inthepub epublic lic realmisbestprovidedinwell-overlooked realmisbestprovidedinwell-overlookedareas, areas, whichmayoftenbethestreetitself(Fig.8.2). Althoughthereisawidevarietyofdesign options,simpleandunobtrusivesolutions,such asShefeldstands(Fig.8.3),arep asShefeldstands(Fig.8.3),arepreferr referred. ed. Somebespokedesignsarenotso Somebespokedesignsarenotsoconvenient,for convenient,for exampletheymaynotallowbothwheelstobe ). easilylockedtothestand(Fig.8.4). easilylockedtothestand(Fig.8.4 8.2.21 8.2.21 Cyclest Cyclestands andsneed needtob tobeloca elocated tedclear clearof of pedestriandesirelines,andgenerallycloser
Manual for Streets
d n a l g n E g n i l c y C
Figure8.4Acontemporarydesignf Figure8.4Acontemporarydesignforcycleparking orcycleparking –notethatthisarrangementisnotsoconvenientfor lockingbothwheelstothestand.
tothecarriagewaythantobuildings.They shouldbedetectablebyblindorpartiallysighted people.Agroundleveltappingrailateitherend ofarunofstandsshouldbeprovided. 8.2.22 8.2.22 Thepref Thepreferre erredsp dspacing acingofth oftheses esestands tandsis is about1m,sothattwocyclescanbestoredper metrerun.Wherespaceislimited,anabsolute minimumspacingof800mmmaybeused, althoughthiswillmakeitmoredifcultfor cycleswithbasketsandpannierstob cycleswithbasketsandpannierstobestored. estored. Theoutermoststandsshouldbenocloserthan 550mmtoaparallelwall.Inaddition,there shouldbeatleast550mmclearspacebetwen theendsofindividualstandsandanywall.
101
. n i m 0 0 0 1
Wallxings
2000min. Figure8.5Planofstorefortwocyclesusingwallxings.
8.3. 8.3.2 2 PPS3 PPS3m mak akes esit itc cle lear art tha hat, t,w whe hen n assessingthedesignqualityofaproposed newdevelopment,itisimportanttoconsidera design-ledapproachtotheprovisionofcarparkingspacethatiswell-integratedwitha high-qualitypublicrealm.PPS3(paragraph51) advisesthat: ‘Local Planning Authorities should, with stakeholders and communities, develop residential parking policies for their areas, taking account of expected levels of car ownership, the importance of promoting good design and the need to use land efciently.’
Shefeldstands
550 min.
900
550 min.
. n i m 0 0 0 2
. n i m 0 5 5
Figure8.6Planofstoreforfourcyclesusing Shefeldstands.
8.3. 8.3.3 3 The Theco cont ntex ext tof ofa an new ewr res esid iden entia tiall developmentneedstobecarefullyc developmentneedstobecarefullyconsidered onsidered whendeterminingtheappropriateamount ofparking(Fig.8.7).Thiswillbeinformed bytheTransportAssessment,togetherwith anyaccompanyingTravelPlanandthelocal authority’sresidentialparkingpoliciessetoutin itsLocalDevelopmentFramework. 8.3.4 8.3.4 Althou Although ghthe theab abilit ilityo yofr fresi esiden dents tsto to reachimportantdestinationsbyothermodesis onefactoraffectingcarownership,research7has shownthatdwellingsize,typeandtenureare alsoimportant.
8.2.23 8.2.23 Where Wherecy cycle clepa parki rking ngis ispr provi ovided ded internally,theindicativedimensionsshownin Figs8.5and8.6areappropriate. 8.2.24 8.2.24 Overalls Overallspace pacereq requirem uirements entscanb canbe e reducedwherecyclesarest reducedwherecyclesarestoredon-endorin oredon-endorin twolayersusingracksystems,butsuchs twolayersusingracksystems,butsuchstorage torage isoftennotaseasytousebyeveryone,andis alessdesirableoptionthanparkingon theground.
8.3
Car parking
Introduction and policy background
6 Welsh WelshAs Assem sembly bly Government(2002) Planning Policy Wales . Cardiff:NAfW.Chapter8, Transport. 7 Forth Forthco comin ming g CommunitiesandLocal Governmentresearch document
8.3.1 8.3.1 Theav Theavail ailabi ability lityof ofca carp rpark arking ingis isa amaj major or determinantoftravelmode.TheGovernment’s generalplanningpolicyforcarparkingissetout inPPG13:Transport.TheGovernment’spolicy onresidentialcar-parkingprovisionissetout inPPS3:Housing,whichisparticularlyrelevant forMfS(Wales:policyonparkingissetoutin Planning Policy Wales ,6supplementedbyTAN18).
102
s e t a i c o s s A s e n o J l i h P , s e n o J l i h P
Figure8.7Residentialcarparking.
Manual for Streets
8.3.5 8.3.5 Local Localpl plann anning ingau autho thorit rities ieswi willn llneed eedt to o considercarefullywhatisanappropriatelevel ofcarparkingprovision.Inparticular, under-provisionmaybeunattr under-provisionmaybeunattractivetosome activetosome potentialoccupiersandcould,overtime,result intheconversionoffrontgardenstoparking areas(seebox). areas(seebox).Thiscancausesignicantloss Thiscancausesignicantloss ofvisualqualityandincreaserainwater ofvisualqualityandincreaserainwaterrun-off, run-off, whichworksagainsttheneedtocombatclimate change.Itisimportanttobeawarethatmany disabledpeoplearereliantontheuseofthe privatecarforpersonalmobility.Ideally, therefore,layoutsshouldbeabletoaccommodate parkingprovisionfor parkingprovisionforBlueBadgeholde BlueBadgeholders. rs.
8.3. 8.3.8 8 More Moreiinf nfor orma matio tion non onc car arc clu lubs bsiis s availableatwww.carplus.org.ukandinthe DepartmentforTransportdocument Making Car Sharing and Car Clubs Work 10(seebox). Car clubs Making Car Sharing and Car Clubs Work advises that: ‘The importance of on-street spaces cannot be underestimated both for open and closed schemes; not least because they provide a very visible image of the presence of a car club, and demonstrate direct benets for potential users. The provision of dedicated parking spaces is a major incentive for the uptake of community car clubs, particularly in urban areas.’
Car parking provision for new homes CABE research 8,9 found that car parking remains a signicant issue for residents and house buyers. Many people feel that the design for a new residential development should accommodate typical levels of car ownership and that the level of parking in new developments is often inadequate for residents’ and visitors’ demands. There was a general feeling among buyers of new homes that apparent attempts to restrict parking in order to curb car ownership were unrealistic and had little or no impact on the number of cars a household would require and acquire.
8 CABE( CABE(200 2005) 5) What Home Buyers Want: Attitudes and Decision Making amongst Consumers.
London:CABE. 9 CABE( CABE(200 2005) 5) What it’s Like to Live There: The Views of Residents on the Design of New Housing .
London:CABE. 10 DepartmentforTransport (2004)Making Car Sharing and Car Clubs Work: A Good Practice Guide. London: Department for Transport.
8.3. 8.3.6 6 Prov Provis isio ion nbe belo low wde dema mand ndc can anw wor ork k successfullywhenadequateon-streetparking controlsarepresentandwher controlsarepresentandwhereitispossiblef eitispossiblefor or residentstoreachday-to residentstoreachday-to-daydestinations,such -daydestinations,such asjobs,schoolsandshops,withouttheuseofa car.Thiswillnorma car.Thiswillnormallybeintownandcityc llybeintownandcitycentres entres wheretherewillbegoodpublictransportand placesthatcanbeaccessedea placesthatcanbeaccessedeasilyonfootand silyonfootand bycycle.Forresidentswhochoosenotto ownacar,livinginsuchanareamaybean attractiveproposition. 8.3.7 8.3.7 Onewa Onewayo yofe fenco ncoura uragin gingr gredu educed cedca car r ownershipistoprovideacarclub.Carclubs provideneighbourhood-basedshort provideneighbourhood-basedshort-term -term carhiretomembersforp carhiretomembersforperiodsofaslittleas eriodsofaslittleas onehour,andhavebeenshow onehour,andhavebeenshowntoreduceca ntoreducecar r ownershipanduse.Tofunctioneffectively,car clubvehiclesneedtobemadeavailablecloseto members’homes.
Manual for Streets
8.3.9 8.3.9 Highwa Highwaya yauth uthori oritie tiesa sare reab able leto toma make ke TROs,limitingtheuseofon-streetparking spacestocarclubvehicles.Authoritiesthathave donethisincludeBristol,Ealing,Edinburgh,and KensingtonandChelsea. KensingtonandChelsea.Thesupportingtrafc Thesupportingtrafc signsandmarkingsmayneedtobeauthorised bytheDepartmentforTransportinEnglandor theWelshAssemblyGovernm theWelshAssemblyGovernment(seeFig.8.8). ent(seeFig.8.8). a
P S W , n o r e m a C w e r d n A
b
P S W , n o r e m a C w e r d n A
Figure8.8(a)and(b)Asuccessfulcarclubschemeis operatinginBath,withspacesprovidedon-street.
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Allocated and unallocated parking
On-street parking
8.3.10 8.3.10 Notal Notallp lpark arking ingsp space acesn sneed eedto tobe be allocatedtoindividualproperties.Unallocated parkingprovidesacommonresour parkingprovidesacommonresourcefora cefora neighbourhoodoraspecicdevelopment.
8.3.12 8.3.12 Anarr Anarrang angeme ement ntof ofdis discr crete etepa parki rking ng baysadjacenttotherunninglanesisoftenthe preferredwayofp preferredwayofprovidingon-streetp rovidingon-streetparking.It arking.It haslittleeffectonpassingtrafcandminimises obstructionstotheviewofpedestrianscrossing thestreet.
8.3.11 8.3.11 Acomb Acombina inatio tiono nofb fboth othty types pesof of parkingcanoftenbethemostappropriate solution.Therearesever solution.Thereareseveraladvantagesto aladvantagesto providingacertainamountofunallocated communalparking,anditisrecommendedthat thereshouldbeapresumptioninfavourof includingsomeinmostresidentiallayouts.Key considerationsforcommunalparkingarethatit: • onlyn onlyneed eedst stop oprov rovide idef for orave avera rage gelev levels elsof of carownership; • allows allowsf for orcha change ngesi sinc ncar arown owners ership hip betweenindividualdwellingsovertime; • provi provides desf for orbot bothr hresi eside dents nts’a ’and ndvis visit itors ors’ ’ needs;and • canca cancater terf for orpa parki rking ngdem demand andfr from om non-residentialusesinmixed-useareas, whichwilltendtopeakduringthedaytime whenresidentialdemandsarelowest.
8.3.13 8.3.13 Itis Itisre recom commen mended dedth that, at,in inmos most t circumstances,atleastsomeparkingdemandin residentialandmixed-useareasismetwith well-designedon-streetparking(Fig.8.9). 8.3.14 8.3.14 Break Breaking ingup upthe thevi visua sualim limpac pactc tcan anbe be achievedbylimitingon-streetparkingtosmall groupsof,say,aboutvespaces.Thesegroups canbeseparatedbyker canbeseparatedbykerbbuild-outs,street bbuild-outs,street furnitureorplanting. 8.3.15 8.3.15 Inpla Inplannin nningf gfor orexp expect ected edlev levels elsof ofca car r ownershipitisnotalwaysnecessarytoprovide parkingonsite(i.e.withincurtilageorinoffstreetparkingareas).Insomecasesitmaybe appropriatetocaterf appropriatetocaterforalloftheanticipated oralloftheanticipated
g n a e Y s e i v a D n y l e w e l L , h a o r a h P m i T
Figure8.9Anexampleofon-streetparkinginthecentreofthestreetthathelpstosepar Figure8.9Anexampleofon-streetparkinginthecentr eofthestreetthathelpstoseparatethecarfrom atethecarfrom otherusersandprovidesstrongsurveillanceofthecars.
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On-street parking – positive and negative effects Positive effects
g n a e Y s e i v a D n y l e w e l L , h a o r a h P m i T
Figure8.10On-streetparkinginCrownStreet, Glasgow.
demandon-street.Thisc demandon-street.Thiscouldbethecase,f ouldbethecase,for or example,withasmallinlldevelopmentwhere adjacentstreetsareablet adjacentstreetsareabletoeasilyaccommoda oeasilyaccommodate te theincreaseinparking,orwherealow car-ownershipdevelopmentisprop car-ownershipdevelopmentisproposed.Crown osed.Crown Street,Glasgow,isanexampleofalargescheme thathasaccommodatedallparkingon-street (Fig.8.10). 8.3.16 8.3.16 Where Wherere regula gulated tedon on-st -stre reet etpar parking kingis is provided,itisimportanttonotethatitcannot beallocatedtoindividualdwellings,although suchspacescanbereservedf suchspacescanbereservedforparticulartypes orparticulartypes ofuser,suchasdisabledpeople. 8.3.17 8.3.17 Indec Indecidi iding nghow howmu much chonon-str street eetpa parki rking ng isappropriate,itisrecommendedthatthe positiveandnegativeeffectslistedinthe ‘On-streetparkingbox’are ‘On-streetparkingbox’areconsidered. considered.
• A common resource, catering for residents’, visitors’ and service vehicles in an efcient manner. • Able to cater for for peak demands from various users at different times of the day, for example people at work or residents. • Adds activity to the street. • Typically well overlooked, providing improved security. • Popular and likely to be well-used. • Can provide a useful buffer between pedestrians and trafc. • Potentially allows the creation of areas within perimeter blocks that are free of cars.
Negative effects • Canintroducearoadsafe Canintroducearoadsafetyproblem, typroblem,
particularlyiftrafcspeedsareabove 20mphandtherearefewplacesfor pedestrianstocrosswithadequa pedestrianstocrosswithadequatevisibility tevisibility.. • Canbevisuallydominantwithinastreet sceneandcanunderminetheestablished character(Fig.8.11). • May lead to footway parking unless the street is properly designed to accommodate parked vehicles. • Vehicles parked indiscriminately can block vehicular accesses to dwellings. • Cars parked on-street can be more vulnerable to opportunistic crime than off-street spaces.
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Figure8.11Streetdetailingandpedestrianprovisiondominat Figure8.11Streetdetailingand pedestrianprovisiondominatedbycar-parkingc edbycar-parkingconsiderations onsiderations
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8.3.18 8.3.18 Gener Generall allyt ythe hemos mosta tapp pprop ropria riate teso soluti lution on willbetodesignforalevelofon-streetparking thattakesaccountofthefollowingfactors: • theov theover erall alllev level elof ofcar carow owner nershi shipi pint nthe he immediatearea; • theam theamoun ounto tofo foffff-str street eetpa parki rking ngpr provi ovided ded;; • theam theamoun ounto tofa falloc llocate atedp dpark arking ingpr provi ovided ded;; • thesp thespeed eedan andv dvolu olume meof oftr traf afcu cusin singt gthe he street;and • thewi thewidth dthan andg dgeom eometr etryo yoft fthe hestr street eetan and d itsjunctions. 8.3.19 8.3.19 Indica Indicating tingon on-st -stre reet etcar car-pa -parki rking ngspa spaces ces clearlythroughtheuseofroadmarkingsor changesofsurfacingmaterialcanhelpto encouragegoodparkingbehaviour. 8.3.20 8.3.20 WhereonWhereon-stre streetsp etspaces acesare arepro provided vided inbaysadjacenttorunninglanes,having themdraintowardsthestreetwillmake cleaningeasier.
8.3.25 8.3.25 Itispre Itisprefer ferable ableto toprov providet idethese hesespac spaces es inunallocatedareas,includingon-street,as itisnotnormallypossibletoidentifywhich propertieswillbeoccupiedbyorvisitedby disabledpeople.Itisrecommended disabledpeople.Itisrecommendedthatspaces thatspaces fordisabledpeoplearege fordisabledpeoplearegenerallylocatedas nerallylocatedasclose close aspossibletobuildingentrances. 8.3.26 8.3.26 Intheab Intheabsence senceofa ofanysp nyspecic eciclocal local policies,itisrecommendedthat5%ofresidential car-parkingspacesared car-parkingspacesaredesignatedf esignatedforuseby oruseby disabledpeople.Ahigherperce disabledpeople.Ahigherpercentageislikelyto ntageislikelyto benecessarywherethereareproportionallymore olderresidents.Localauthoritiesshouldprovide spacesonthebasisofdemand. 8.3.27 8.3.27 Where Whereloc local alaut author horiti ities esmar marko kout ut disabledbaysonstreetsinresid disabledbaysonstreetsinresidentialareas,the entialareas,the trafcsignsandroadmarkingsshouldcomply withTSRGDandbesupportedbyaTRO. Parking for service vehicles
Visitor parking
8.3.21 8.3.21 Itis Itisre recom commen mended dedth that atvis visit itor orpar parking king isgenerallyservedbyunallocatedparking, includingon-streetprovision. 8.3.2 .3.222 Resear search ch11indicatesthatnoadditional provisionneedstobemadef provisionneedstobemadeforvisitorparking orvisitorparking whenasignicantproportionofthetotal parkingstockforanareaisunallocated. 8.3.23 8.3.23 Intow Intownc ncent entre resa sand ndoth other erloca locatio tions ns withgoodaccessibilitybynon-carmodes,and whereon-streetparkingiscontrolled,itisoften appropriatetoomitvisitorcar appropriatetoomitvisitorcar-parkingspaces. -parkingspaces.
11 Noble,J Noble,J.an .andJe dJenks nks, , M.(1996) Parking: Demand and Provision in Private Sector Housing Developments .
Oxford:OxfordBrookes University. 12 DETR(200 DETR(2001) 1)Policy
Car parking provision for disabled people (Blue Badge holders)
8.3.24 8.3.24 Space Spacesf sfor ordis disabl abled edpeo people ple12needtobe properlymarkedandmeettheminimumspace requirements(seeparagraph8.3.58below requirements(seeparagraph8.3.58below). ).
8.3.28 8.3.28 Inmos Inmosts tsitu ituati ations ons,i ,itw twill illnot notbe be necessarytoprovideparkingsp necessarytoprovideparkingspacesspecically acesspecically forservicevehicles,suchasdeliveryvans,which arenormallystationaryforarelativelyshorttime. Ifsuchparkingbaysareconsider Ifsuchparkingbaysareconsiderednecessary ednecessary,, othervehiclesmayneedtobeprev othervehiclesmayneedtobepreventedfrom entedfrom usingthespacesbyregulationandenf usingthespacesbyregulationandenforcement. orcement. Design and location of car-parking spaces
8.3.29 8.3.29 Guidance Guidanceonth onthedes edesignan ignandloc dlocation ationof of car-parkingspacescanbef car-parkingspacescanbefoundinanumberof oundinanumberof recentdocuments. 8.3.30 Better Places to Live 13echoesmanyof theprinciplesalreadysetoutabove,including opportunitiestouseacombinationofallocated andunallocatedparkingandthescopeforonstreetparking,providedthatitisdesignedso thatitisinterruptedatregularintervals.
Planning Guidance 13: Transport. London :TSO. (Wales:WelshAssembly
Government(2007) Technical Advice Not e 18:Transport.Cardiff:
NAfW.) 13 DTLRandCABE(2001) Better Places to Live: By Design. A Companion Guide to PPG3.London: ThomasTelfordLtd.
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g n a e Y s e i v a D n y l e w e l L
Figure8.12Thisarrangementofbuildingscreates well-overlookedparkingspaces(showninpink) –throughroutesincreasenaturalsurveillancefrom passingpedestrians(source:BetterPlacestoLive passingpedestrians(source: BetterPlacestoLive ). ).
8.3.31 Better Places to Livenotesthat
courtyardparkingcanbeausefuladdition tospacesinfrontofdwellings,andthat courtyardswhichworkwellexhibitthreemain characteristics: • theya theyare reno notc tcar arpar parks, ks,bu butp tplac laces eswhi which ch haveparkinginthem; • theya theyare reov overl erlook ooked edby byad adjoi joinin ningh ghous ouses, es,or or bybuildingsenteredfromtheparkingarea (Figs8.12and8.13);and • theyn theynorm ormall allyi yinclu nclude de,a ,atm tmost ost,1 ,10p 0park arking ing spaces–iftherearemores spaces–iftherearemorespaces,the paces,the courtyardlayoutshouldbebrokenup.
14 ODPMandHomeOfce (2004) Safer Places: The Planning System and Crime Prevention.London: ThomasTelfordLtd.
15 LlewelynDavies(2000) LlewelynDavies(2000)
8.3.32 Better Places to Live alsoacknowledges thesuccessofdevelopmentswhichdependon basementorundercroftparking,withoutwhich theywouldnotbeviable.Theadvantageof puttingcarsundergroundisthatitpreservesthe streetfrontage,useslandmoreefcientlyand maybemoreconvenientfordriversaccessingthe building,particularlyinadverseweather.However, aswithcourtyardparking,muchdependsonthe locationanddesignoftheentrance.
Figure8.13Thiswell-overlookedparkingcourtat Bishop’sMead,Chelmsford,isobviouslyinthe privaterealm(source:SaferPlaces 14).
8.3.33 The Urban Design Compendium 15 advisesthatvehiclesshouldnotbeallowed todominatespaces,ortoinconvenience pedestriansandcyclists;andthatacareful balancehastobestruckbetweenthedesireof carownerstoparkasneartotheirdwellingsas possibleandtheneedtomaintainthecharacter oftheoverallsetting.Parkingwithinthefront curtilageshouldgenerallybeavoidedasit breaksupthefrontageandres breaksupthefrontageandrestrictsinformal trictsinformal surveillance.Wherecarsareparkedincourtsor squares,thedesignshouldensurethattheyare overlookedbyadjoiningbuildings. 8.3.34 Car Parking: What Works Where 16 providesacomprehensivet providesacomprehensivetoolkitfordesigners oolkitfordesigners thatgivesusefuladviceonthemostappropriate formsofcarparkingrelevantt formsofcarparkingrelevanttodiffer odifferenttypes enttypes ofresidentialdevelopment.Theguidance includesexamplesof: • • •
The Urban Design Compendium .London:
EnglishPartnershipsand TheHousingCorporation. 16 EnglishPartnershipsan EnglishPartnershipsand d DesignforHomes(2006)
•
parkin parkingi gins nstru tructu cture ress ssuch uchas asmu multi lti-st -store orey y andundergroundcarparks; parkin parkingi ginf nfro ront ntand andre rear arcou courts; rts; on-str on-street eetpa parki rking ngin incen centr tral alre reser servat vation ions, s, alongkerbsandatdifferentangles,andin parkingsquares;and parkin parkingo gond ndriv rivewa eways, ys,in inga gara rages gesan andc dcar ar ports,andinindividualrearcourts.
Car Parking: What Works Where.London:English
Partnerships.
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8.3.35 The guidance includes detailed case studies that illustrate the application of these parking solutions for different locations and types of housing. awing up parking 8.3.36 When dr drawing policies or designing for new car-parking arrangements, it is recommended that local authorities and applicants seeking planning permission have regard to the good practice set out in the above guidance (and also see box). Consideration should also be given to the Safer Parking Scheme initiative of the Association of Chief Police Ofcers (ACPO),17 aimed at reducing crime and the fear of crime in parking areas.
Table8.2Efciencyofdiff able8.2Efciencyofdifferenttypesofparking erenttypesofparking Level of efciency/ exibility High
Car parking arrangements: good practice It is recommended that the following key principles (based on Car Parking: What Works Where) Where) should be followed when considering the design and location of car parking: • the design quality of the street is paramount; • there is no single best best solution to providing car parking – a combination of on-plot, offplot and on-street will often be appropriate; • the street street can provide provide a very good car park – on-street parking is efcient, understandable and can increase vitality and safety; • parking within a block is recommended recommended only after parking at the front and on-street has been fully considered – rear courtyards should support on-street parking, not replace it; • car parking needs to be designed with security in mind – advice on this issue is contained in Safer Places. See also the Safer Parking Scheme initiative of ACPO; and • consideration needs to be given to parking for visitors and disabled people.
Efciency of parking provision
8.3.37 8.3.37 Akeyobj Akeyobjective ectiveofP ofPPS3 PS3isto istoensu ensure re thatlandisusedefciently,andtothisendthe totalspacetakenupbypar totalspacetakenupbyparkingneedstobe kingneedstobe minimised(Wales: refertoTAN18).Themore exibletheuseofparkingspaces,themore efcienttheuseofspace.
Type ype of of par parki king ng
Comm Commen ents ts
On-street
Most efcient, as parking spaces are shared and the street provides the means of access
Off-street communal
Requires additional access and circulation space
Off-street allocated spaces but grouped
Although less exible in operation, this arrangement allows for future changes in allocation
Off-street allocated garages away from dwellings
Inexible, and largely precludes sharing spaces. Also security concerns
Within individual dwelling curtilage
Requires more space due to the need for driveways, but more secure
Low
8.3.38 8.3.38 Eachtype Eachtypeofs ofsolution olutionhas hasdiff differen erent t levelsofefciencyandexibility(seeTable8.2).
17 Seewww.britishparking. co.uk.
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Garages
8.3.39 8.3.39 Garagesa Garagesaren renotalw otalways aysused usedfor forcar car parking,andthiscancreateadditionaldemand foron-streetparking. 8.3.40 8.3.40 Resea Researc rchs hshow howst sthat hat,i ,ins nsome ome developments,lessthanhalfthegaragesare usedforparkingcars,andthatma usedforparkingcars,andthatmanyareused nyareused primarilyasstorageorhavebee primarilyasstorageorhavebeenconvertedto nconvertedto livingaccommodation(seebox).
g n a e Y s e i v a D n y l e w e l L , h a o r a h P m i T
Use of garages for parking Recent surveys found the following proportions of garages were used for parking: • 44% at various sites in England18 • 36% at Waterside Park, Kent;19 and • 45% at various various sites in Oxfords Oxfordshire. hire.20,21
8.3.41 8.3.41 Indet Indeterm erminin iningw gwhat hatco count untsa sasp spark arking ing andwhatdoesnot,itisrecommendedthatthe followingistakenintoaccount: • carpo carports rtsar areu eunli nlikel kelyt ytob obeu eused sedf for orst stor orage age andshouldthereforecounttowar andshouldthereforecounttowardsparking dsparking provision;and • whethe whetherg rgar arage agesc scoun ountf tfull ullyw ywill illnee needt dtob obe e decidedonascheme-by-schemebasis. decidedonascheme-by-schemebasis.This This willdependonfactorssuchas:
18 WSP(2004).Car WSP(2004).Car ParkingStandardsand SustainableResidential Environments–research carriedoutforODPM. 19 ScottWilson–Sur ScottWilson–Surveys veys ofgarageuseatIngress ParkandWaterstone Park,Dartford,Kent. 20Some63%ofresidents inOxfordshirewhodid notusetheirgaragefor parkingsaidthatthiswas becauseitwasusedfor storage,includingcycle storage. 21 WSPandPhilJones WSPandPhilJones Associates(2006) unpublishedreasearch.
– the availability of other spaces, including on-street parking – where this is limited, residents are more likely to park in their garages; – the availability of separate cycle parking and general storage capacity – garages are often used for storing bicycles and other household items; and – the size of the garage – larger garages can be used for both storage and car parking, and many authorities now recommend a minimum size of 6 m by 3 m.
Figure8.14FootwayparkingatBeaulieuPark, Chelmsford.
pramsorpushchairs(Fig.8.14).Itistheref pramsorpushchairs(Fig.8.14).Itistherefore ore recommendedthatfootwayparkingbe preventedthroughthedesignofthestreet. 8.3.43 8.3.43 Footw Footway aypa parki rking ngmay mayal also socau cause se damagetothekerb,thef damagetothekerb,thefootwayandthe ootwayandthe servicesunderneath.Repairingsuchdamagecan becostlyandlocalauthoritiesmayfaceclaims forcompensationforinjuries forcompensationforinjuriesreceivedr receivedresulting esulting fromdamagedordefective fromdamagedordefectivefootways. footways. 8.3.44 8.3.44 InLondon InLondonfo footway otwaypar parkingis kingispro prohibhibited,unlessexpresslypermitted ited,unlessexpresslypermittedbyanorder byanorder.. OutsideLondonfootwayparkingisnotgenerallyprohibited,butlocalauthoritiescanprohibit footwayparkingthroughaTRO.Anysuchorder would,however,needtobeenf would,however,needtobeenforced,which orced,which maybecostlywithoutanawareness-raising campaign.Localauthoritiesshouldthereforeaim toencouragedriverstorega toencouragedriverstoregardthef rdthefootwayas ootwayas reservedforpedestrians,and reservedforpedestrians,andpublicinformation publicinformation andeducationprogrammescanhelptoinuence attitudesinlinewiththisobjective.
Footway parking
8.3.42 8.3.42 Footwayp Footwayparking arking(als (alsocall ocalledp edpaveme avement nt parking)causeshazardsandinconvenienceto pedestrians.Itcreatesparticulardifcultiesfor blindorpartially-sightedpeople,disabledpeople andolderpeople,orthosewith
Manual for Streets
8.3.45 8.3.45 Itisalso Itisalsoposs possible ibletod todeter eterfo footway otway parkingthroughphysicalmeasures,suchasby installingbollards,raisedplantersorotherstreet furniture,andbyclearlyindicatingwherepeople shouldpark.
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Case study
Derby City Council – tackling pavement parking
Inanumberofpavementparkinghot Inanumberofpavementparkinghot-spots -spots inDerby,theCouncilplacedParkingon Pavementsleaetsonvehiclesparkedonthe pavement(Fig.8.15).Theseleaetsgiveaclear messageastothenegativeeff messageastothenegativeeffectsofpavement ectsofpavement parking,alongwithanindicationofthe penaltiesthatpavementparkerscouldincur penaltiesthatpavementparkerscouldincur.. Since2002,over300ParkingonPavements leaetshavebeenplacedonvehiclesinhot spots,andtheeffectonpavementparkinghas beenpositive. Figure8.15DCC’sParkingonPavementsleaets.
8.3.46 8.3.46 Furtherguid Furtherguidance anceond ondeter eterringf ringfootwa ootway y parkingiscontainedinTrafcAdvisoryLeaet 04/93.22TheDepartmentforTransporthasalso drawntogetherexamplesofauthoritiesthat havetackledfootwayparking(alsos havetackledfootwayparking(alsosee‘Derby ee‘Derby CityCouncilcasestudybox’).
Dimensions for car-parking spaces and manoeuvring areas
8.3.47 8.3.47 Wherethe Wheretherei reisas sashare haredsur dsurface face (Fig.8.16),conventionalfootwaysared (Fig.8.16),conventionalfootwaysaredispensed ispensed with,so,technically,footway with,so,technically,footwayparkingdoesnot parkingdoesnot arise.However,inconsideratep arise.However,inconsiderateparkingcanstill arkingcanstill beaproblem(Fig.8.17).Parkingspaceswithin sharedsurfaceareaswhichare sharedsurfaceareaswhichareclearlyindicated clearlyindicated –forexamplebyachangeinmaterials–will letpeopleknowwheretheyshouldpark.Street furnitureandplanting,includingtrees,canalso beusedtoconstrainordirectparking.
8.3.49 8.3.49 Forechel Forechelonor onorperp perpendic endicular ularparki parking, ng, individualbayswillneedtobeindicatedor marked.Bayswillneedtoenclosearectangular areaabout2.4mwideandaminimumof4.2m long.Echelonbaysshouldbearrangedsothat driversareencouragedtor driversareencouragedtoreverseintothem. everseintothem.This This issaferthanreversingout,whenvisibilitymight berestrictedbyadjacentp berestrictedbyadjacentparkedvehicles. arkedvehicles.
London:Departmentfor Transport.
8.3.48 8.3.48 Forpark Forparkingpa ingparalle rallelto ltothes thestree treet,ea t,each ch vehiclewilltypicallyneedanareaofabout2m wideand6mlong.
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s e t a i c o s s A s e n o J l i h P , s e n o J l i h P
22 Departmentfor Departmentfor Transport(1993) Trafc Advisory Leaet 04/93 – Pavement Parking .
l i c n u o C y t i C y b r e D
Figure8.16Clearlyindicatedparkingspaceson asharedsurfaceinMoriceTownHomeZone, Plymouth.
110
Figure8.17Untidyandinconsiderateparking.
Manual for Streets
Parallel parking arrangement
Perpendicular parking arrangement m 8 . 4
w m 0 . 2
6.0 m
2.4 m
m 8 . 4
Figure8.18Suggestedparallelandperpendicularp Figure8.18Suggestedp arallelandperpendicularparkingarrangements. arkingarrangements.
Figure8.19Gradualwideningofthecarriagewaytocreateon-streetspa Figure8.19Gradualwideningofthecarriagewayto createon-streetspaces,withrunningcarriagew ces,withrunningcarriageway ay checkedusingvehicletracking.
8.3.50 8.3.50 Figure Figures8 s8.18 .18an and8 d8.19 .19sh show owsom some e suggestedarrangements. 8.3.51 8.3.51 Thewi Thewidth dth(W (Win inFig. Fig.8. 8.18) 18)ne neede eded d toaccessechelonorperpendicularspaces conveniently,dependsonthewidth conveniently,dependsonthewidthofthebay ofthebay andtheangleofapproach.Fora2.4mwideb andtheangleofapproach.Fora2.4mwidebay ay,, thesevaluesaretypically: • • •
at9 at90 0de degr gree ees, s,W W= =6 6.0 .0m m;; at6 at60 0de degr gree ees, s,W W= =4 4.2 .2m m; ;an and d at4 at45 5de degr gree ees, s,W W= =3 3.6 .6m m. .
8.3.52 8.3.52 These Thesewid width threq requir uireme ements ntsca canb nbe e reducedifthespacesaremadewider. Swept-pathanalysiscanb Swept-pathanalysiscanbeusedtoasse eusedtoassessthe ssthe effectofoversizedspace effectofoversizedspacesonreducingtheneed sonreducingtheneed formanoeuvringspace(Fig8.20).
8.3.53 8.3.53 Wheresp Wherespace aceislim islimited iteditma itmaynot ynotbe be possibletoprovidefor possibletoprovideforvehiclestogetintothe vehiclestogetintothe spacesinonemovement.Somebackand spacesinonemovement.Somebackandfore fore manoeuvringmayberequired. manoeuvringmayberequired.Thisislikelyto Thisislikelyto beacceptablewheretrafcv beacceptablewheretrafcvolumesandspeeds olumesandspeeds arelow. 8.3.54 8.3.54 Thedi Thedimen mensio sions nsgiv given enabo above vefo for r parkingspacesandmanoeuvringareascanalso beappliedtothedesignofundergroundand multi-storeycarparks.Fordetailedguidanceon thedesignofthesetypesofparking,ref thedesignofthesetypesofparking,reference erence canbemadetoguidelinespreparedbythe InstitutionofStructuralEngineers(IStructE).23
Tracking assessment
o
90
b1
90
o
b2
2 w 1 w
23 IStructE(2002) IStructE(2002)Design Recommendations for Multi-storey and Underground Car Parks .
b1 < b2 w1 > w2
London:IStructE.
Figure8.20Theeffectonover Figure8.20Theeffectonoverallstreetwidthrequiremen allstreetwidthrequirementswhenwidercarparkingspac tswhenwidercarparkingspacesareprovided. esareprovided.
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24DepartmentforTransport (2005)Trafc Advisory Leaet 05/05 – Parking for Disabled People .
London:Departmentfor Transport. 25 DepartmentforTransport (2005)Inclusive Mobility: A Guide to Best Practice on Access to Pedestrian and Transport Infrastructure.
London:Departmentfor Transport. 26 BritishStandards BritishStandards Institute(BSI)(2001) BS8300:2001Design of Buildings and their Approaches to Meet the Needs of Disabled People.London:BSI.
27Departmentfor Transport(1986) Trafc Signs Manual Chapter 3: Regulatory Signs .
London:HMSO. 28DepartmentforTransport (2003)Trafc Signs Manual Chapter 5: Road Markings .London:TSO.
Parking spaces for disabled people
8.4
8.3.55 8.3.55 Detai Detailed ledde desig signs nspec pecic icati ations onsf for or parkingspacesfordisabledpeoplea parkingspacesfordisabledpeoplearesetoutin resetoutin 24 Trafc Advisory Leaet 05/95 andinInclusive Mobility .25FurtheradviceisavailableinBS8300: 2001.26However,itisimportanttonotethatthe diagramsonpage58ofInclusive Mobility donot donot showthecorrectwaytomarknordotheyshow thefullrangeofdimensionsforon-streetbays fordisabledpeople. fordisabledpeople.Thediagramsalsos Thediagramsalsoshow how someofthekerb-mountedsignpostspoorly positionedforpeoplewishingtoaccesstheir cars.Trafcsignsandroadmarkingsforonstreetbaysreservedf streetbaysreservedfordisabledbad ordisabledbadgeholders geholders shouldcomplywithTSRGDand shouldcomplywithTSRGDandfurtherguidance furtherguidance isprovidedinTrafc Signs Manual Chapter 3 27 andTrafc Signs Manual Chapter 5 .28
8.4. 8.4.1 1 In In20 2003 03t the here rew wer ere e1. 1.52 52m mill illio ion n motorcyclesinuse–representingaround5% ofallmotorvehicles.Theneedfor ofallmotorvehicles.Theneedforparking parking provisionformotorcycles provisionformotorcyclesisrecognisedin isrecognisedin PPG13,whichadvisesthat,indeveloping andimplementingpoliciesonparking,local authoritiesshouldconsiderappropriate provisionformotorcycleparking.
8.3.56 8.3.56 Itisrec Itisrecommen ommended dedthat thatparki parkingba ngbaysf ysfor or disabledpeoplearedesignedsothatdriversand passengers,eitherofwhommaybedisabled,can getinandoutofthecareasily.Theyshouldallow wheelchairsuserstogainaccessfromtheside andtherear.The andtherear.Thebaysshouldbelar baysshouldbelargeenough geenough toprotectpeoplefrommovingtrafcwhen theycannotgetinoroutoftheircaronthe footwayside. 8.3.57 Inclusive Mobility recommendsthat recommendsthat droppedkerbswithtactilepavingar droppedkerbswithtactilepavingareprovided eprovided adjacenttocar-parkingspa adjacenttocar-parkingspacestoensur cestoensurethat ethat wheelchairuserscanaccessfootwa wheelchairuserscanaccessfootwaysfrom ysfrom thecarriageway.( Wales: Furtherguidanceon carparkingstandardsanddesignforinclusive mobilitywillbeproducedinassociation withWelshguidanceonDesignandAccess Statementsduring2007.) 8.3.58 8.3.58 There Therecom commen mended deddi dimen mensio sions nsof of off-streetparkingbaysarethatthe off-streetparkingbaysarethattheyarelaidout yarelaidout asarectangleatleast4.8mlongby2.4mwide forthevehicle,alongwithadditionalspaceas setoutinInclusive Mobility .
Motorcycle parking
8.4.2 8.4.2 Guidan Guidance ceon onmot motorc orcycl yclep epark arking ingis is containedinTrafcAdvisoryLeaet02/02. 29 Generaladviceondesigninghighwaystomeet theneedofmotorcyclesisgivenintheInstitute ofHighwayEngineers(IHIE)Guidelinesfor Motorcycling,publishedin2005.30Someofthe guidancecontainedinthatdocumenthasbeen repeatedhereforeaseofreference. 8.4. 8.4.3 3 The TheIH IHIE IEg gui uide delin lines esp pro rovi vide de considerabledetailontheprovisionofpublic motorcycleparkingatlocationssuchas educationalestablishmentsandworkplaces, atshopping/entertainmentareasandwithin residentialareaslackingprivateparking opportunities. 8.4.4 8.4.4 Motor Motorcyc cyclist listsp spre refe fert rtop opark arkcl close oseto to theirdestination,inplaceswheretheycan securetheirmachine.Designatedmotorcycle parkingfacilitiesthatfailtomeetthese requirementswillprobablybeoverlookedin favourofinformalspacesthatar favourofinformalspacesthatareconsidered econsidered moresuitablebyowners. 8.4.5 8.4.5 Motor Motorcyc cycles lesar arep epro rone neto toth theft eft,a ,as s theycanbereadilyliftedintoanothervehicle. Securityshouldthereforebe Securityshouldthereforebeakeyconsider akeyconsideration ation forthoseprovidingparkingfacilitiesfor motorcycles.
29 Departmentfor Departmentfor Transport(2002) Trafc Advisory Leaet 02/02 – Motorcycle Parking .
London:Departmentfor Transport. 30IHIE(2005)Guidelines for Motorcycling: Improving Safety through Engineering and Integration .London:
IHIE.
112
Manual for Streets
8.4.6 8.4.6 Inpla Inplannin nningf gfor orpri privat vater eresi esiden dentia tiall parking,inmostsituationsmotorcycles willbeabletousecarparkingspaces,but insomesituationsitwillbeappropriateto providedesignatedmotor providedesignatedmotorcycleparkingareas, cycleparkingareas, particularly: • wherethereisahighdensityof developmentandwherecarparkingislikely tobeintensivelyused;and • where wherede deman mandf dfor ormot motor orcyc cycle lepar parkin kingi gis s expectedtobesignicant.
ofwheelsizesinuse.Theadditionofguard railingpreventsthelockingrailfrombecominga trippinghazard. 8.4.3 8.4.3 Toesti oestimat matet ethe hespa space cere requi quire redf dfor or parkingmotorcycles,itisrecommendedthat a2.0mby0.8mfootprintisallowedper motorcycle.Itisnotnecessaryorde motorcycle.Itisnotnecessaryordesirableto sirableto markindividualbays.Forregulatedon-street parking,supportedbya parking,supportedbyaTRO,d TRO,diagram1028.4of iagram1028.4of TSRGDshouldbeused.
8.4.7 8.4.7 Where Wherede desig signat nated edpar parkin kingis gispr provi ovided ded, , coveredspaceswillprovidep coveredspaceswillprovideprotectionfromthe rotectionfromthe elements. 8.4.8 8.4.8 Physic Physical alsec securi urity tynee needn dnot otbe bedif difcu cult lt orexpensivetoprovide.Fixedf orexpensivetoprovide.Fixedfeatures,such eatures,such asrails,hoopsorpostsdesignedt asrails,hoopsorpostsdesignedtoprovidea oprovidea simplelockingpointtosecureamotorcycle shouldbeconsidered.Wheremot shouldbeconsidered.Wheremotorcyclesare orcyclesare parkedinbayswithonewheelagainstthekerb, asimplecontinuoussteelrailsatisesmost situations(Fig.8.21).Therailshouldbesetat around600mmhightoaccommodat around600mmhightoaccommodatetherange etherange
Manual for Streets
n o i t a i c o s s A y r t s u d n I e l c y c r o t o M
Figure8.21Securemotorcycleparking.
113
9 Traffic signs and markings mark ings
w o r c l a H , s s i k u P s e m a J
Chapter aims • Discuss the inuence of signs on making streets successful. • Raise awareness of the visual visual impact impact of excessive signing. • Direct practitioners to detailed guidance. • Examine the the exibility allowed by the Trafc Signs Regulations and General Directions 2002 and the Trafc Signs Manual to ensure that signing is appropriate to the street and its intended uses. • Encourage designers to optimise signing.
9.1
1 Statut Statutory oryIn Instr strume ument nt 2002No.3113,TheTrafc SignsRegulationsand GeneralDirections2002. London:TSO. 2 Departmentfor DepartmentforTTransport (various) The Trafc Signs Manual.London: TSOandHMSO. 3 Departmentfor DepartmentforTTransport (2004)Trafc Signs Manual Chapter 1: Introduction.London:TSO.
4 Departmentfor DepartmentforTTransport (1987)Trafc Signs Manual Chapter 3: Regulatory Signs .London:
HMSO. 5 Departmentfor DepartmentforTTransport (2004)Trafc Signs Manual Chapter 4: Warning Signs .
London:TSO. 6 Departmentfor DepartmentforTTransport (2003)Trafc Signs Manual Chapter 5: Road Markings .London:TSO.
7 Departmentfo DepartmentforT rTranspo ransport rt (1994)Local Transport Transport Note 1/94 - The Design and Use of Directional Informatory Signs.London:HMSO.
8 Departmentfor DepartmentforTTransport (2005)Trafc Advisory Leaet 06/05 - Traditional Direction Signs .London:
DepartmentforTransport.
Trafc signs
(theTALseries).Thepublicationsrelevantto signingincludeLTN1/94 The Design and Use of Directional Informatory Signs 7andTAL06/05 Traditional Direction Signs .8 9.1.5 9.1.5 Desi Design gner ers sne need edt to ound under erst stan and dth the est stat atus us ofthesedocuments.Compliancewith ofthesedocuments.CompliancewithTSRGDis TSRGDis mandatory.The Trafc Signs Manual ,theLTNs andtheTALsareguidance. 9.1.6 Ono Onocc ccas asion iond des esign igner ers sma may ynd ndth that atthe there re isnoprescribedsignwhichsuitstheirpurpose. Ifso,theycanapplytotheDepartmentfor TransportortheWelshAssembly ransportortheWelshAssemblyGovernment, Government, asappropriate,fora asappropriate,forauthorisationtouseanonuthorisationtouseanonprescribedsign.However prescribedsign.However,theyshouldcheck ,theyshouldcheck carefullybeforehandtomakesurethatthe situationtheywishtoaddressisnotalready coveredbyTSRGD–someapplicationsfor non-prescribedsignsturnouttobeunnecessary forthisreason.
9.1.1 TheT The Traf rafcS cSign igns sRe Regul gulat ation ionsa sand ndGe Gener neral al 1 Directions2002 (TSRGD)isaregulatory documentwhichdetailseverytrafcsign prescribedforuseintheUK.Itincludesallof theprescribedroadmarkings,asa theprescribedroadmarkings,asaroadmarking roadmarking islegallyasign.TSRGDalso islegallyasign.TSRGDalsostipulatesthe stipulatesthe conditionsunderwhicheachsignmaybeused.
9.1. 9.1.7 7 Some Somestr street eetsf sfeat eatur uref efew ew,o ,orn rno, o,sig signs ns ormarkings.Thismaybeappropriatein lightly-trafckedenvironments.Itreducessign clutterandtherelativela clutterandtherelativelackofsigningmay ckofsigningmay encouragelowervehiclespeeds.However,itis worthmonitoringsucharrangeme worthmonitoringsucharrangementstocon ntstoconrm rm thatthelevelofsigningiscorrect.
9.1. 9.1.2 2 Furth Further era adv dvic ice eon ont the heu use seo of fsi sign gns sis is 2 containedintheTrafc Signs Manual , which givesadviceontheapp givesadviceontheapplicationoftraf licationoftrafcsigns csigns incommonsituations.Chapt incommonsituations.Chapterslikelyt erslikelytobeof obeof particularrelevancetos particularrelevancetostreetdes treetdesigninclude: igninclude:
9.1.8 9.1.8 Inres Inreside identia ntiala lare reas, as,mi minim nimal alsig signing ningca can n workwelliftrafcvolumeandspeedarelow. Somedesignershaveexperimentedwiththis approachonmoreheavily-trafck approachonmoreheavily-trafckedstreets, edstreets, butthereisinsufcientevidencetodatetobe abletoofferrmguidancehere.
• •
• •
Chapter 1 – Introduction :3setsoutthe
backgroundto,andprinciplesof,signing; Chapter 3 – Regulatory Signs :4givesadvice ontheuseofsignswhichgiveeffectto trafcregulationorders(TROs); Chapter 4 – Warning Signs :5givesadviceon signsusedtowarnofpotentialhazards; Chapter 5 – Road Markings :6givesadviceon theuseofroadmarkingsincommonsituations.
9.1.3 9.1.3 Itis Itisimp importa ortant nttha thatd tdesi esigne gners rsre refe fert rto o theTrafcSignsManualbeforeembarkingon thedesignofsigning. 9.1.4 9.1.4 Supple Supplemen mentar tarya yadvi dvice ceis isal also sopub publish lished ed bytheDepartmentforTransportinLocalT bytheDepartmentforTransportinLocalTransport ransport Notes(theLTNseries)andTrafcAdvisoryLeaets
Manual for Streets
9.1. 9.1.9 9 When Whenp pla lann nnin ing gho how wto tos sign igna as str tree eet, t, designersshouldnotethefollowing: • thesize thesizeof ofas asigns ignshould houldsui suitth tthes espeed peed ofthetrafcregardlessofitspurpose. Itisnotappropriatetousesmallersigns simplybecausethesignisinformative ratherthanawarningorregulatorysign. Ifthesignisnecessary,motoristsneedto beabletoreadit; • signsa signsare remos moste teff ffect ective ivewh when ennot notuse usedt dto o excess.Designersshouldensurethateach signisnecessary–theyshouldusethe exibilitywithintheTSRGDandassociated guidancedocumentstoensurethatsignsare providedasrequired,butdonotdominate thevisualappearanceofstreets;
115
a
9.2
b
g n a e Y s e i v a D n y l e w e l L , y e n o H e s s e J
Figure9.1(a)Signclutterinresidentialareas; (b)theyellowbackingboardaddsclutteranditsuse withtheashingamberlightsiscounter-productive. Inaddition,thesignpostshouldnotprotrude abovethesign.
•
signs signswhi which chhav haven enoc oclea learp rpurp urpose osesh should ould beremovedtoreduceclutter beremovedtoreduceclutterandtoensure andtoensure thatessentialmessagesareprominent;and • cons conside idera ratio tions nshou hould ldbe beg give ivent nto o incorporatingcolourcontrastbandson polesandcolumnstohelppartiallysightedpeople.Asinglewhiteoryellow band150mmdeepwithitsloweredge between1.5mand1.7mfromtheground islikelytobeappropriate.
Clutter
9.1.10 9.1.10 Signs Signscan cancl clutt utter erthe thest stree reeti tifu fused sedto to excess(Fig.9.1).Clutterisunattractiveandcan introducehazardsfors introducehazardsforstreetusers. treetusers. 9.1.11 9.1.11 Clutte Clutterin ringt gtend endst stot otake akepl plac aceo eover verti time me bytheincrementaladditionofsignstoservea particularpurposewithoutregardhavingbeen giventotheoverallappearanceofthestreet.It isrecommendedthatstreetsignsareperiodically auditedwithaviewtoidentifyingandremoving unnecessarysigns.
9 Department Departmentfo forT rTransp ransport ort (2004)Trafc Signs Manual Chapter 1: Introduction. London:TSO. 10 Departmentfor DepartmentforTTransport (2004)Trafc Signs Manual Chapter 4: warning Signs . London:TSO.
9.1.12 9.1.12 Inthe Intheca case seof ofnew newde devel velopm opment ents, s, somehighwayauthoritiesseektoguardagainst havingtoinstalladditionalsignsattheirown expenselater,byrequiringallmannerof expenselater,byrequiringallmannerofsigns signs tobeprovidedbythedeveloperattheoutset. Thiscanleadtoclutterandisnotrecommended. Thepreferredwayof Thepreferredwayofaddressingsuchc addressingsuchconcerns oncerns istoissueabondtocoveranagr istoissueabondtocoveranagreedperiod,so eedperiod,so thatadditionalsignscanbeinstalledlateratthe developer’sexpenseifrequired.
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Designing signs
9.2.1 9.2.1 Nosig Nosigns nsar aref efund undame amenta ntally llyre requi quire redb dby y TSRGDperse.Signsareonlyne TSRGDperse.Signsareonlyneededtowarn ededtowarn orinform,ortogiveeffecttoTROs,andTSRGD simplysetsouthowsignsmustbeusedonceit hasbeendecidedthattheyarenece hasbeendecidedthattheyarenecessary ssary.. 9.2.2 9.2.2 Desig Designer nerss sshou hould ldsta startf rtfrom roma apos positio ition n ofhavingnosigns,andintroducethemonly wheretheyserveaclearfunction: ‘Signs are used to control and guide trafc and to promote road safety. safety. They should only be used where they can usefully serve these functions.’ functions.’ 9
9.2.3 9.2.3 Street Streetla layou youts, ts,ge geome ometri tries esand andne netwo tworks rks shouldaimtomaketheenvironmentselfexplanatorytoallusers.Featuressuchaspublic art,plantingandarchitecturalstylecanassist navigationwhilepossiblyreducingtheneedfor signs. 9.2.4 Thelocationanddesignofsignsand signpostsshouldbeplannedtopermiteffective maintenance(includingaccessforcleaning equipment)andtominimiseclutter. 9.2.5 9.2.5 Provi Providin dinga gadd dditi itiona onals lsign ignsm smay aynot not solveaparticularproblem.Ifsignshaveproved ineffective,itmaybemoreappropriatetoremove themandapplyothermeasuresratherthan providingadditionalsigns.Ifmotoristsalready havealltheinformationtheyneed,additional signingwillsimplycluttertheenvironment: ‘Appropriate warning signs can greatly assist road safety. To be most effective, however, they should be used sparingly.’ 10
9.2.6 9.2.6 The TSRGD TSRGDpr provi ovide desig signi nican cant texi exibil bility ity intheapplicationofstatutorysigns,including theuseofsmallersignsinappropriateconditions. DesignersneedtobefamiliarwiththeRegulations andwiththepublishedguidance,determinewhat conditionstheyaredesigningforandspecify appropriatesigns.Workingdrawingsformost prescribedsignsareavailablefreeofchargeon theDepartmentforT theDepartmentforTransportwebsite.Designers shouldalwaysstartfromthesewhenadaptinga prescribedsignforspecialauthorisation.
Manual for Streets
Table9.1Promptsfordecidingontheapprop able9.1Promptsfordecidingontheappropriatelevelofsigning riatelevelofsigning Prompts
11 Departmentfor DepartmentforTTransport (2004)Trafc Trafc Signs Manual Chapter 1: Introduction. London:TSO.Paragraph1.57 12 Departmentfor DepartmentforTTransport (2005)Trafc Advisory Leaet 06/05 - Traditional Direction Signs .London:
DepartmentforTransport 13 Departmentfor DepartmentforTTransport (2003)Trafc Signs Manual Chapter 5: Road Markings .London:TSO 14 Debell,C.(2003)White White lines - study shows their absence may be a safety plus.TrafcEngineering
andControlv.44(9) pp316-317
User Userss
• • • •
What What sign signss are are nece necess ssar aryy to assi assist st user users, s, incl includ udin ing g nonnon-mo moto tori rise sed d user users? s? Are directional signs needed for vehicular trafc, including pedal cyclists? Is information provided provided in the necessary formats formats to be accessible to all? Can navigation be assisted by means other than signs? For example, landmarks or other visual cues ,etc. • Can road markings be dispensed with in some places?
Plac Placee
• How How can can nec neces essa sary ry inf informa ormati tion on be inte integr grat ated ed into into the the pla place ce with withou outt dom domin inat atin ing g it? it? • Can some pedestrian direction signs be be designed to contribute contribute to the sense of place by using a locally distinctive format? • Are traditional direction signs12 appropriate for the setting?
Safe afety
• Are there ere any hazard ards that requir uire sig signs? • Can signicant locations, such as school entrances, health centres, local shops, etc., be indicated by a measure such as surface variation to reduce the need for signs?
Regu Regulat latio ion n
• What What signi signing ng is neces necessar saryy tto o giv givee eff effect ect to TROs? TROs? • Is it necessary to regulate trafc or parking? • Can behaviour be inuenced by means other than signing? For example, can parking be managed by the physical layout of the street?
Spee Speed d
• Are Are sig signs ns spec speci ied ed at the the min minim imum um size size requ requir ired ed for the the des desig ign n spe speed ed of traf trafc c (new build) or 85th percentile speed (existing streets)? • Can trafc speeds be controlled by measures (such as planting to break-up forward visibility) to reduce the need for signs?
9.2. 9.2.7 7 Whend Whendes esig ignin ningf gfor orm min inima imals lsig ignin ning, g, careshouldbetakenthatsafetyhazardsarenot leftunsigned.
9.2.12 9.2.12 Theprom Theprompts ptsin inTTable9.1 able9.1willh willhelp elp whendecidingontheappro whendecidingontheappropriateleve priatelevelof lof signingforastreet.
9.2.8 9.2.8 TheDe TheDepar partme tment ntfo for rTTransp ransport ortmay may bepreparedtoauthorised bepreparedtoauthorisedeparturesfrom eparturesfrom TSRGDtoreducesignsand TSRGDtoreducesignsandroadmarkingsin roadmarkingsin environmentallysensitivestreets.
9.3
9.2.9 The Trafc Signs Manual statesthat ‘itisdesirabletolimitthenumberofposts infootways.Wherepossiblesignsshouldbe attachedtoadjacentwalls,sothattheyare notmorethan2metresfromtheedgeofthe carriageway,orbegroupedonposts’.11Lighting equipmentmayalsobemountedonwalls(see Chapter10). 9.2.10 9.2.10 Inex Inexist isting ingne neigh ighbou bourho rhoods ods,t ,ther herec ecan an belegaldifcultiesassociatedwithattaching signs(orlighting)toprivateproperty–thisis lessofaproblemwithnewbuild. 9.2.11 9.2.11 Existi Existing ngstr street eetss sshou hould ldbe besub subjec jectt tto o asignsaudittoensurethattheyare asignsaudittoensurethattheyarenotovernotoversignedand,inparticular,thatold,redundant signs,suchas‘Newroadlayoutahead’have beenremoved. Manual for Streets
Common situations
Centre lines
9.3. 9.3.1 1 Theus Theuseo eofc fcent entre reli lines nesis isno nota tan n Trafc S igns absoluterequirement. The Trafc 13 Manual Chapter 5 givesadviceonthe correctuseofroadmarkings. 9.3.2 9.3.2 Centr Centrel eline ines sar areo eofte fteni nintr ntrod oduce uced dto tor red educ uce e riskbut,onresidentialroads,thereislittleevidence tosuggestthattheyofferanysafetybenets. 9.3. 9.3.3 3 Ther There eis iss som ome eev evid iden ence cet tha hat, t,iin n appropriatecircumstances,thea appropriatecircumstances,theabsenceofwhite bsenceofwhite linescanencouragedriverstouselowerspeeds: • resear research chund underta ertaken kenin inWilt Wiltshir shiref efoun oundt dthat hat theremovalofthecentrelineledtoawider marginbeingmaintainedbetweenopposing ows.Therewasnoindicationthatdrivers wereencouragedtoadoptinappropriate speeds.At12testsites,itresultedinslower speedsandreducedaccidents,althoughthe councilhadconcernsregardingliability;14and 117
•
resea researc rchc hcarr arried iedou outi tin2 n20r 0resi esiden dentia tiala larea reas s duringthepreparationofMfSfoundno relationshipbetweenwhitecentrelines andrecordedcasualties(see‘S andrecordedcasualties(see‘Starstoncase tarstoncase studybox’andFig.9.3).
9.3. 9.3.5 5 For Forde desi sign gnat ated edp par arki king ngs spa pace ces, s, markingsindicatingtheendsofbaysmaybe omittedifphysicaldelineationisused,e.g. build-outs(see Trafc Signs Manual Chapter 5 ). 9.3. 9.3.6 6
Parking
9.3.4 9.3.4 Inresid Inresidentia entialloc llocatio ations, ns,high highleve levelso lsof f kerbsideparkingandinconsideratebehaviour cancreateproblemswithaccess,convenience andsafety.Itmaybenecessarytomanage kerbsideparkingthroug kerbsideparkingthroughtheuseofr htheuseofrestrictions estrictions indicatedbysignsandroadmarkings(alsosee Chapter8).
The Thene new wed editi ition ono of fCh Chap apte ter r3 3of oft the he Trafc Signs Manual ,whichtheDepartmentfor Transportexpectstoconsultoninsummer2007, willgivemoreguidanceonfootwayparkingand sharedparkingspaces.
Case study
surfacingwasused.Overhalfofthesigns wereremovedandmanyoftheremainder werereplacedwithsmallerones.New,locallydesignedplace-namesignswerealsoinstalled whichhelpedreinforcethesenseofplaceof thevillage.Thesemeasuresled thevillage.Thesemeasuresledtomeanspeed tomeanspeeds s 15 beingreducedbyupto7mph.
Starston, Norfolk: effects of road markings and signs on trafc speed
L R T
Figure9.2Starston,Norfolk.
StarstonisavillageontheB1134inNorfolk (Fig.9.2)whichwasexperiencingproblems withexcessivetrafcspeed.Itwouldhave requiredasignicantnumberofnewsigns toimplementa30mphlimit.Instead, roadmarkingswereremoved,signingwas rationalisedandnaturalcolouredroad-
FollowingaRoadSafety FollowingaRoadSafetyAudit,NorfolkC Audit,NorfolkCounty ounty Councilreinstalledthewhitelinesandnotedthat, sixmonthsaftertheinitialschemeopeningand threemonthsafterthecentrelinemarkingswere putback,therewassomeerosionoftheearlier reductionachievedonthewesternapproach, althoughtheyweresustainedontheshorter easternapproach.16 Theerosionofspeedreductionmayhavebeen aconsequenceofreinstallingthewhitelines butdriverswerealsorespondingtootherfactors.
15 Wheeler,A.H.,K Wheeler,A.H.,Kennedy ennedy,, J.V.,Davies,G.J.and Green,J.M.(2001) Countryside Trafc Measures Group: Trafc Calming Schemes in Norfolk and Suffolk .TRL
Report500.Crowthorne: TRL. 16 Ralph(20 Ralph(2001) 01)
L R T , d i e R t r a u t S
Innovations in Rural . Speed Management .
Proceedingsofthe DTLRGoodPractice Conference.London: DTLR.
L R T
Figu Figure re9 9.3 .3S Str tree eet twi with thn no oce cent ntre rel lin inin ing. g.
118
Figu Figure re9 9.4 .4K Ker erb bbu buil ildd-ou outd tde ene nes spa park rkin ing gar area eaa and nd providesroomforplantingclearofthef providesroomforplantingclearofthefootway ootway..
Manual for Streets
9.3.7 9.3.7 Parkin Parkingr grest estric rictio tions nsar areo eofte fteni nigno gnore red d whereenforcementislimited.Theuseofplanting andplacingofstreetfurnituremaybeamore attractiveandeffectivewayofmanaging parking(Fig.9.4).
w o r c l a H , s s i k r u P s e m a J
Junction priority
9.3.8 Mostun Mostunsig signali nalised sedju juncti nctions onsar ared edesi esigne gned d assumingadominantow,withpriorityindicated bygive-waysignsandmarkings. bygive-waysignsandmarkings.Thereis, Thereis, however,nostatutoryre however,nostatutoryrequirementf quirementforjunction orjunction prioritytobespecied. 9.3. 9.3.9 9 Some Somes sch chem emes es, ,pr prim imar arily ilyo on nlo lowe wer r volumeroads,featureunmarked volumeroads,featureunmarkedjunctionsthat junctionsthat requiredriversto‘negotiat requiredriversto‘negotiate’theirwaythrough, e’theirwaythrough, withtheaimofcontrollingspeeds(Fig.9.5). AtUKresidentialsitesstudiedinthepreparation ofMfS,unmarkedjunctionsperformedwellin termsofcasualties.Therewas,however,evidence ofhighervehicleapproachspeedscomparedwith markedjunctions.Thismayindicateanintention bydriverstoslowdownonlywhenanother vehicleispresent.Forunmarkedjunctions,itis recommendedthatthegeometryonjunction approachesencouragesappr approachesencouragesappropriatespeeds opriatespeeds..
Figure9.6Clearandlegiblestreetnamesign attachedtoabuilding.
Informatory signs
9.3. 9.3.12 12
LTN TN1 1/9 /94 4The Design and Use of Directional Informatory Signs givesguidanceon directionalsignsfordrivers. directionalsignsfordrivers.Thesizeoflettering Thesizeoflettering (denedbythex-height)shouldbeappropriate forthetrafcspeed.Guidanceonrelatingthe sizeofsignstotrafcspeedisgivenin sizeofsignstotrafcspeedisgiveninAppendix Appendix AoftheLTN. 9.3.13 9.3.13 Streets Streetsneed needto tobe beeasy easyto toident identify ify. . Thisisparticularlyimportantf Thisisparticularlyimportantforpeoplelooking orpeoplelooking forastreetonfoot.Agoodsystemofstreet nameplatesmayalsomakedirectionsignsto certainsites,suchasschools,churches,shopping areas,etc.,unnecessary.Nameplatesshould beprovidedateachjunction.Theyshouldbe legiblewithastrongtonalcontrast,forexample blackletteringonawhitebackground.Attaching thenameplatestostructurescanhelpreduce clutter(Fig.9.6). clutter(Fig.9.6).
9.3.10 9.3.10 Where Whereth ther erei eisa sane need edto tospe specif cify y junctionpriority,itcanbesignedinthreeways: • adiag adiagra ram1 m1003 003‘G ‘Give iveW Way’ ay’ma marki rking; ng; • adiag adiagra ram1 m1003 003‘G ‘Give iveW Way’ ay’ma marki rking ng andadiagram1023triangle;and • botht boththes hesem emark arkings ingsan anda dadi diagr agram am602 602 ‘GiveWay’sign.
9.3.14 9.3.14 Non-st Non-statu atutor torys ysigns ignsca cana nalso lsoco contr ntribu ibute te tothesenseofplaceofastreet.Thismayinclude examplessuchasvillagesigns,aswellasthe permitteduseofalowerpanelonstatutory20 mphzonesigns,whichallowforschemespecic artworkandmessages(Fig.9.7).
9.3.11 9.3.11 Itmay Itmaybe beap appr propr opriat iatet etob obegi eginw nwith ithth the e simplestoption,andintroducefurthersigningonly ifdeemednecessaryinthelightofexperience.
w o r c l a H , s s i k u P s e m a J
L R T , d i e R t r a u t S
Figure9.5Four-wayjunctionwithnomarkedprior Figure9.5Four-wayjunctionwithnomarkedpriority. ity.
Manual for Streets
Figure9.7Designcontributestosenseofplaceand reducesclutterbyincorporatingseveraldirection signsononepost.
119
10 Street furniture and street lighting
g n a e Y s e i v a D n y l e w e l L , l l e t s a C n e B
Chapter aims • Describe how street furniture that offers amenity to pedestrians is to be encouraged, but clutter avoided. • Comment on street furniture and lighting design relating relating to context.
g n a e Y s e i v a D n y l e w e l L l , l e t s a C n e B
• Explain that lighting should be planned as an integral part of the street layout. • Recommend that where lighting is provided it should conform to European standards. Figure10.1Well-designedseating.
10.1
Introduction
10.1.1 10.1.1 Street Streetfu furni rnitur turea eand ndligh lightin tinge gequi quipme pment nt haveamajorimpactontheappearanceofa streetandshouldbeplannedaspartofthe overalldesignconcept.Streetfurnitureshould beintegratedintotheoverallap beintegratedintotheoverallappearanceofa pearanceofa street.Streetauditscanhelpdeterminewhat existingstreetfurnitureandlightingisinplace, andcanhelpdesignersrespondtothecontext.
10.2.2 10.2.2 Street Streetfu furni rnitur tureo eofd fdire irect ctben benet ett to o streetusers,particularlyseating,isencouraged butshouldbesympathetictothedesignofthe streetandrespectpedestriandesirelines(Fig.10.1).
10.2.3 10.2.3 Seati Seating ngis isnec necess essary aryt top oprov rovide ider rest est pointsforpedestrians,particularlythosewith mobilityorvisualimpairments,andextra seatingshouldbeconsideredwherepeople congregate,suchassquares,localshopsand schools.GuidanceisgiveninInclusive Mobility 1 and BS 83002.Seatingcansometimesattract 10.1.2 10.1.2 Itis Itisesp especi eciall allyi yimp mporta ortant nttha that, t,in in historictownsandconservationareas,particular anti-socialbehaviourandthereforeshould attentionispaidtotheaestheticqualityofstreet belocatedwherethereisgoodlightingand naturalsurveillance. furnitureandlighting.Careshouldbetakento avoidlightpollutionandintrusion,particularly 10.2.4 10.2.4 Althoug Althoughm hmuch uchst stree reetf tfurn urnitur itureis eis inruralareas.Insomecasesitmaynotbe providedforthebenetofmotorisedusers, appropriatetoprovide appropriatetoprovidelighting,forexampleina lighting,forexampleina itisgenerallylocatedonthefootwayandcan newdevelopmentinanunlitvillage. contributetoclutter.I contributetoclutter.Insomecircumstances nsomecircumstances,it ,it maybepossibletoreducef maybepossibletoreducefootwayclutterby ootwayclutterby 10.1.3 10.1.3 Street Streetfu furni rnitur turet ethat haten encou coura rages geshu human man placingsomeoftheseitemsonbuild-outs. activitycanalsocontributetoasenseofplace. Themostobviousexampleofthisisseating,or 10.2.5 10.2.5 Street Streetfu furni rnitur ture, e,incl includi uding nglig lightin hting g featuresthatcanactassecondaryseating.In columnsandttings,needstoberesistantto addition,streetfeaturessuchasp addition,streetfeaturessuchasplayequipment layequipment vandalismandbeplacedinpositionsthat maybeappropriateinsomelocations,particularlyin minimiseriskofdamagebyvehicles. designatedHomeZones,inord designatedHomeZones,inordertoanchoractivity ertoanchoractivity.. 1 Departme Departmentf ntfor orTTransport ransport (2002)Inclusive Mobility
10.1.4 10.1.4 Where Wherest stre reet etfur furnit niture ureor orli light ghting ingis is takenoutofservice,itshouldberemoved.
A Guide to Best Practice on Access to Pedestrian and Transport Infrastructure.
London:Departmentfor Transport 2 BSI(200 BSI(2001)B 1)BS83 S8300:2 00:2001 001 Design of buildings and their approaches to meet the needs of disabled people. Code of practice.
London:BSI
10.2 0.2
Str Street eetfu furn rnit itur ure e
10.2.1 10.2.1 Excess Excessive ivest stre reet etfur furnit niture ure,i ,inclu ncludin ding g equipmentownedbyutilitiesandthirdparties, shouldbeavoided.
Manual for Streets
10.2.6 10.2.6 Street Streetfu furni rnitur turea eand ndligh lightin tings gshou hould ld belocatedwithinthelimitsoftheadoptable highway.Streetfurnitureshouldbealignedon footways,preferablyattherearedgeinorderto reduceclutter.Careshouldbe reduceclutter.Careshouldbetakenthatstreet takenthatstreet furnitureattherearedgeofthef furnitureattherearedgeofthefootwaydoes ootwaydoes notmakeadjoiningpropertieslesssecureby providingclimbableaccesstowindows.
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L R T , d i e R t r a u t S
Figure10.2GuardrailingblockingpedestriandesirelineFigure10.2Guardrailingblockingpedestriandesireline-notethepedestrianinthephot notethepedestrianinthephotographhaswalked ographhaswalked aroundit.
10.2.7 10.2.7 Allstree Allstreetfur tfurnitur nituresho eshouldb uldbepla eplaced cedto to allowaccessforstreetcleaning. 10.2.8 10.2.8 Guardra Guardrailingis ilingisgene generally rallyinsta installedt lledto o restrictthemovementofvulnerableroadusers (Fig.10.2).Insomecasesguardrailinghasbeen introducedinspecicresponsetoaccidents. 10.2.9 10.2.9 Guard Guardra railin ilings gshou hould ldnot notbe bepr provi ovide ded d unlessaclearneedforithasbeenidentied (Fig.10.2).Introducingmeasurestoreducetrafc owsandspeedsmaybehelpfulinremoving theneedforguardrailing.Inmostcases,on residentialstreetswithinthescopeofMfS,itis unlikelythatguardrailingwillberequired. 3 BritishS BritishStan tandar dards ds Institute(BSI)(2003) BS EN 13201-2: 2003 Road Lighting – Performance Requirements.
London:BSI 4 BSI( BSI(200 2003) 3)BS EN 13201 3: 2003 Road Lighting – Calculation of Performance.London:BSI 5 BSI( BSI(200 2003) 3)BS EN 13201 4: 2003 Road Lighting – Methods of Measuring Lighting Performance.
LondonBSI 6 BSI( BSI(200 2003) 3)BS 5489-1:
10.2.10 10.2.10 ALocal ALocalTTransportN ransportNote otegiving givingfurther further guidanceonguardrailingiscurrentlyin preparation. 10.2.11 10.2.11 Itmay Itmaysome sometime timesb sbene eneces cessary saryto to introducebarrierstopedestrianmovement. Wheretheyarerequired,c Wheretheyarerequired,considerationshould onsiderationshould rstbegiventotheuseoffeaturessuchas surfacetextures,benchseatingandplanting thatcanguidepedestrianmovementwhilstalso contributingtotheamenityofthestreet.
2003 Code of Practice for the Design of Road Lighting. Lighting of Roads and Public Amenity Areas.
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10.3
Lighting
10.3 10.3.1 .1 Ligh Lighti ting ngca can nco cont ntri ribu bute tet to: o: • reduci reducing ngris risks ksof ofnigh nightt-time -timeacc accide idents nts;; • assist assisting ingin inthe thepr prote otecti ction onof ofpr prope operty rty;; • discou discourag raging ingcr crime imean andv dvand andali alism; sm; • making makingres reside idents ntsan ands dstr treet eetus users ersf feel eel secure;and • enhan enhancin cingt gthe heap appe pear aran ance ceof ofth thea eare rea a afterdark. 10.3.2 10.3.2 Lightin Lightingm gmay aynot notbe beap appr propr opriat iatei ein n alllocationsorcontexts.However,ifitistobe provideditshouldbeofhighquality.Lighting shouldgenerallybeinaccordancewithBSEN 13201-2,3BSEN13201-34andBSEN13201-4.5 Guidanceonlightingdesignisgivenin BS5489-1,CodeofPracticefortheDesignof RoadLighting,6tocomplywiththerequirements ofBSEN13201. 10.3 10.3.3 .3 Wherest Wherestree reetsa tsare reto tobel belit, it,light lighting ing shouldbeplannedasanintegralpartofthe designofthestreetlayout,andinconjunction withthelocationandanticipatedgrowth ofplanting.Thismayrequirecoordination betweenauthoritiestoensurethatsimilar standardsoflightingareprovidedforthe adoptedhighwayandun-adoptedareas,such ascarparking.Thepotentialforplantingto shadeoutlightingthroughgrowthshouldbe consideredwhendecidingwhattoplant. Manual for Streets
10.3.4 10.3.4 Lighti Lighting ngcol column umnss sshou hould ldbe bepla placed cedso so thattheydonotimpingeonavailablewidthsof footwaysintheinterestsofwheelchairusersand peoplepushingprams,orposeahaza peoplepushingprams,orposeahazardforb rdforblind lind orpartially-sightedpeople.Considerationshould begiventoincorporatingcolourcontrastbands onlightingcolumns(seealsoparagraph9.1.9 onlightingcolumns(seealsoparagraph9.1.9). ). 10.3.5 10.3.5 Lighti Lighting ngsho should uldill illumi uminat nateb eboth othth the e carriagewayandthefootway carriagewayandthefootway,includingany ,includingany trafc-calmingfeatures,toe trafc-calmingfeatures,toenableroadusers nableroadusers toseepotentialobstaclesandeachotherafter dark.Thelightingdesignshouldensurethat shadowsareavoidedinstre shadowsareavoidedinstreetswhereped etswherepedestrians estrians maybevulnerable.Adequatelightinghelps reducecrimeandthefearofcrime,andcan encourageincreasedpedestrianactivity encourageincreasedpedestrianactivity.. 10.3.6 10.3.6 While Whileligh lightin tingf gful ulls lsan anumb umber erof of importantpurposesinresidentialareas,care shouldbetakennottoover-light,whichcan contributeunnecessarilytolightpollution, neighbourhoodnuisanceandenergy consumption. 10.3.7 10.3.7 Lighti Lighting ngarr arrang angeme ements ntsma mayb ybeu eused sedt to o identifythefunctionsofdifferentstreets.For example,achangeoflightsourcetoprovide whiterlightingcandistinguisharesidentialor urbanstreetfromthehigh-pressuresodium (honeycoloured)andthelow-pressuresodium (orangecoloured)lightingtraditionallyused ontrafcroutes.This ontrafcroutes.Thiscontrastmayb contrastmaybereduced ereduced overtimeifwhite-lightsourcesbecomemore commonlyusedinroad-lightingschemes.
7 CleanNe CleanNeighb ighbourh ourhoods oods andEnvironmentAct 2005.London:TSO
Lighting equipment on buildings
10.3.8 10.3.8 Consid Considera eratio tions nshoul houldb dbegi egiven vento to attachinglightingunitstobuildingstoreduce streetclutter(Fig.10.3).Whilemaintenance andaccessissuescanarisefromtheinstallation ofsuchfeaturesonprivateproperty,some authoritieshavesuccessfullyaddressedthese. Therearelikelytobefewerchallengesarising fromtheplacementoflightingonbuildingsin new-buildstreets.Wherelightingunitsareto beattachedtoabuilding,anagreementwill berequiredbetweenthefreeholderofthe property,anyexistingtenantsandthehighway/ lightingauthority. 10.3.9 10.3.9 Inatt Inattach aching ingligh lightin tingt gtob obuild uilding ings, s,it it shouldbenotedthatitmaybecomesubjectto theCleanNeighbourhoodsandEnvironment Act2005.7Itispossiblethatlightingcouldthen besubjecttocontrolbyEnvironmentalHealth ofcersifisdeemedtoconstituteanuisance. Itisthereforeimportantthatwall-mounted lightingiscarefullydesignedtoreducestray light. 10.3.10 10.3.10 Keyis Keyissues suesinthe inthepr provisio ovisionof noflightin lighting g inresidentialareasare: • context; • ligh lighti ting ngiint nten ensi sity ty;; • scale; and • colour.
P S W , n o r e m a C w e r d n A
Figure10.3Streetlightmountedonabuilding.
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Context
10.3.11 10.3.11 Lightingsh Lightingshould ouldbea beappro ppropria priatet tetothe othe context.Insomelocations,suchasruralvillages, lightingmaynothavebeenprovidedelsewhere inthesettlementandthereforeitwouldbe inappropriateinanewdevelopment.Often, lightingsuitshighwayilluminationrequirements butisnotinkeepingwiththestreetenvironment ortherangeofusesofthatstreet.Astreetaudit canbehelpfulindeterminingboththelevel oflightingandthetypeofequipmentusedin thearea. 10.3.12 10.3.12 Over-light Over-lightingsh ingshould ouldbea beavoide voided.Mo d.More re Guidance detailedinformationisgivenintheGuidance
10.3.1 10.3.15 5 Lightingle Lightinglevels velsdon donotha othavet vetobe obe constantduringthehoursofdarkness.Increasingly equipmentisavailablewhichw equipmentisavailablewhichwillallowstreet illallowstreet lightingtobevariedorswitch lightingtobevariedorswitchedoffbas edoffbased ed ontimingorambientlightlevels. ontimingorambientlightlevels.Thisoff Thisoffers ers opportunitiestodesignvaria opportunitiestodesignvariablelightingto blelightingto maximisethebenetswhilereducingnegative impactsattimeswhenlowerlightinglevels maybeadequate. 10.3.16 Continuityof Continuityoflightin lightinglevel glevelsisim sisimportant portant topedestrians.Suddenchangesinlighting levelcanbeparticularlyproblematicfor partially-sightedpeople. Scale
Notes for the Reduction of Obtrusive Light. 8
Thisprovidesadviceontechniquestominimise obtrusivelightandrecommendsthatplanning authoritiesspecifyfourenvironmentalzones forlightinginascendingorderofbrightness, fromNationalParksandAr fromNationalParksandAreasofOutstanding easofOutstanding NaturalBeautytocitycentres. NaturalBeautytocitycentres.Thisishelpfulin Thisishelpfulin determininglimitsoflightobtrusionappropriate tothelocalarea. Lighting intensity
8 Institut Institution ionofL ofLight ighting ing Engineers(ILE)(2005) Guidance Notes for the Reduction of Obtrusive .Rugby:ILE Light .Rugby:ILE 9 BSI( BSI(200 2003) 3)BS 5489-1: 2003 Code of Practice for the Design of Road Lighting. Lighting of Roads and Public Amenity Areas.London:BSI 10 BSI(200 BSI(2003) 3)BS EN 13201-2: 2003 Road Lighting – Performance Requirements .London:
BSI. 11 Kennedy,J.,G Kennedy,J.,Gorell,R., orell,R., Crinson,L.,Wheeler,A. andElliott,M.(2005)
10.3.13 10.3.13 Guidance Guidanceonth ontheapp eappropr ropriate iatelevel levelof of lightinginanareaiscontainedinBS5489-1 AnnexB.9Thisadviceprovide Thisadviceprovidesasystematic sasystematic approachtothechoiceoflightingclassbased on: • type typeo of fro road ado or rar area ea;; • pede pedest stri rian ana and ndc cyc ycle le ow ow;; • pres presen ence ceo of fco con nic ict tar area eas; s; • prese presence nceof oftr traf afc-ca c-calmi lming ngfe featu ature res; s; • crime risk; and • ambi ambien ent tlum lumina inanc nce ele leve vels ls.. 10.3 10.3.1 .14 4 BSEN BSEN13 1320 201-2 1-2, ,Road Lighting – Performance Requirements,10givesdetailsof thenecessaryminimumandaveragelevelsof lightingtobeachievedatea lightingtobeachievedateachofthelighting chofthelighting classes.Forstreets classes.Forstreetswithinthescop withinthescopeoftheMfS, eoftheMfS, itislikelythatClassME(p itislikelythatClassME(primarilyvehicula rimarilyvehicular) r) lightingwillbeinappropriate lightingwillbeinappropriateandthatClas andthatClassesS sesS (forsubsidiaryroutes)orCE(forconictareas) shouldbespecied.
10.3.1 10.3.17 7 Asmuchstreetlig Asmuchstreetlightingisactua htingisactually lly providedforhighwaypurposes,itisoftenlocated ataheightinappropriatetothecrosssectionof thestreetandoutofscalewithpedestrianusers. 10.3.18 10.3.18 Instreet Instreetdes design,c ign,consid onsiderat erations ionshould hould begiventothepurposeoflighting,thescaleof lightingrelativetohumanusersofthestreet,the widthofthestreetandth widthofthestreetandtheheightof eheightof surroundingbuildings.Forexample,atrafccalmingschemeinLattoninWiltshirereduced theheightoflightingcolumnsbyaround40%to maketheappearancelessurb maketheappearancelessurban.Inasurveyof an.Inasurveyof residents,58%thoughtitwasagoodidea,and only3%opposed.Thisarrangementr only3%opposed.Thisarrangementresultedin esultedin lessintrusionoflightintobedroomwindows.11 10.3.19 10.3.19 Wherehigh Wherehighway wayand andpede pedestria strianar narea ea lightingarebothrequired,somehighway authoritiesinstalledlampcolumnsfeaturinga secondaryfootwaylightmountedatalower height.Thiscanassistinilluminatingpedestrian areaswell,particularlywherefootways areaswell,particularlywher efootwaysarewide arewide orshadedbytrees.Carefuldesignisessential toensurethatsuchsecondaryluminariesdonot haveadetrimentaleffectontheuniformityof theschemeorincreaselightpollution. 10.3.20 10.3.20 Whileredu Whilereducingt cingthehe heheightof ightoflighti lighting ng canmakethescalemorehumanandintimate,it willalsoreducetheamountofcoveragefromany givenluminaire.Itisthereforeabalancebetween shorteningcolumnsandincreasingtheirnumber.
Psychological Trafc Calming.TRLReport641.
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Manual for Streets
10.3.21 10.3.21 Generally Generallyina inaresid residentia entialare larea,co a,columns lumns of5–6m,i.e.eavesheight,aremostappropriate. Itshouldbenotedthat,iflightingislessthan 4minheight,itmaynolongerbeconsidered highwaylightingandthereforethemaintenance responsibilitywillrestwiththelightingauthority ratherthanthehighwayauthority.
Other lighting considerations
10.3.24 Insomecont Insomecontexts, exts,lighting lightingcanc cancontribu ontribute te tothesenseofplaceofastreet,withbothactive andpassive(reective)lightingfeaturesblurring theboundarybetweenfunctionandaesthetic contributiontothestreetscape.
10.3.25 10.3.25 Aswithotherformso Aswithotherformsofstreetfu fstreetfurniture, rniture, therearelonger-termmaintenanceissues 10.3.2 10.3.22 2 Thecolour Thecolourofl oflighti ightingis ngisanot another her associatedwiththechoiceandlocationof importantconsideration.Thisrelatesbothto lightingequipment.Itisrecommendedthat people’sabilitytodiscer people’sabilitytodiscerncolourunderarticial ncolourunderarticial thisbeaddressedintheplanningprocessand lightandthecolour‘temperature’ofthelight. thatequipmentwhichisbothsympatheticto Lightcolourtemperatureisaconsequenceofthe thelocalvernacularandforwhichadequate compositionofthelight,rangingsimplyfrom replacementandmaintenancestockisavailable blue(cold)tored(warm). bespecied. Colour
10.3.23 10.3.23 Interms Intermsofdi ofdiscer scerningc ningcolour olour,, ‘colourrendering’ismeasuredonaColour RenderingIndexofRa0–Ra100,12fromno colourdifferentiationtoperf colourdifferentiationtoperfectdiffer ectdifferentiation. entiation. Generallypedestrianspref Generallypedestrianspreferwhiterlighting.It erwhiterlighting.It providesbettercolourperc providesbettercolourperceptionwhichmakesit eptionwhichmakesit easiertodiscernstreetf easiertodiscernstreetfeatures,inf eatures,informationand ormationand facialexpressions.Thelattercanbeimportant inallayingpersonalsecurityconcerns.Forthe lightingofresidentialandurbanstreets,anRaof 50isdesirable–andatleastRa60 50isdesirable–andatleastRa60ispref ispreferable erable forlocationsofhighpedestrianactivity.
10.3 10.3.2 .26 6 Indevelopinglightingschemes,it shouldberecognisedthattherewillbean interactionbetweenlightshedandlight reflectedfrompavementsurfaces,etc. Lightingshouldthereforebedevelopedin coordinationwithdecisionsaboutmaterials andotherstreetfurniture.
12 Internatio InternationalC nalCommi ommission ssion onIllumination(CIE) (1995)Method of Measuring and Specifying Colour Rendering Properties of Light Sources.Vienna:CIE.
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11 Materials, adoption and maintenance
P S W , n o r e m a C w e r d n A
Encourage authorities to adopt a palette of materials which allow for more creative design.
althoughotherpublicandprivate-sectorbodies canalsobeinvolved.Itisthereforeimportantthat thehighwayengineersresponsibleforadoption shouldbeincludedinallkeydecisionsfromthe pre-planningstagethroughtodetaileddesign.
Show how planting can be included in a street environment.
11.2 11.2
Chapter aims •
•
•
•
•
11.1
Advise on foul water and surface water drainage systems, including the use of sustainable urban drainage systems (SUDS). Provide guidance on accommodating utilities, etc., and planning for maintenance in the long term. Advise on highway adoption procedures and requirements.
Introduction
11.1 11.1.1 .1 Theq Thequa ualility tyo of fth the een envi viro ronm nmen ent tcr crea eate ted d bynewdevelopmentneedstobesustainedlong afterthelastpropertyhasbeenoccupied afterthelastpropertyhasbeenoccupied.This .This requiresgooddesignandhigh-qualityconstruction, followedbygoodmanagementandmaintenance. 11.1 11.1.2 .2 The Thela latt tter ert tas asks ksa are rec com ommo monl nly yth the e responsibilityofthelocalhighwayauthority,
Mate Materi rial als san and dco cons nstr truc ucti tion on
11.2.1 11.2.1 Devel Develope opers rsand andloc local alaut author horitie itiesa sare re encouragedtoconsidertheinnovativeuseof materials,processesortechnique materials,processesortechniques.This s.Thiscouldbe couldbe supportedbylocalauthoritiesadoptingawide paletteoflocalandnaturalmaterials,bearing whole-lifecostsinmind. 11.2.2 11.2.2 Thein Theinex exibl iblea eappl pplica icatio tiono nofs fstan tanda dard rd constructiondetailsandmaterialsmaynot beappropriateinnewhousinglayouts.Local authoritiesshouldbepreparedtoallowthe useofalternativematerials,landscaping treatmentandfeatures(Fig.11.1).How treatmentandfeatures(Fig.11.1).However ever,it ,it isrecommendedthatallmaterialsmeetthe followingrequirements: • easy easyt to oma main inta tain in;; • saf safef eforp orpur urpo pose se;; • durable; • sustai sustainab nable le(in (includ cluding ingth them emanu anufac factur turing ing processandenergyuse);and • approp appropria riate teto toth thel eloca ocalc lchar haract acter er..
n o s l o h c i N t s e r C
Figure11.1Theuseofgood-qua Figure11.1Theuseofgood-qualitymaterialsachievesasenseofplacewitho litymaterialsachievesasenseofplacewithoutleadingtoexcessive utleadingtoexcessive maintenancecosts.
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g n a e Y s e i v a D n y l e w e l L , n e i r B ’ O r e t e P
Figure11.2Goodqualityplantingsoftensthestreetscene.
11.3
Planting
11.3.1 11.3.1 Planti Plantings ngshou hould ldbe beint integr egrat ated edint intos ostre treet et designswhereverpossible.Planting,particularly streettrees,helpstosoftenthestreetscenewhile creatingvisualinterest,improvingmicroclimate andprovidingvaluablehabitatsforwildlife (Fig.11.2).Careneedstobetakentopreserve existingtrees,particularlywhenchangestoa streetareplanned(Fig.11.3 ). 11.3.2 11.3.2 Where Wheretr trees eesar aret etob obeu eused sed,c ,car arefu eful l considerationneedstobegiventotheirlocation andhowtheyareplanted.Trenchplanting, irrigationpipesandurbantreesoilswillincrease thechanceoftreesest thechanceoftreesestablishingthemse ablishingthemselves lves successfully,therebyminimisingmaintenance andreplacementcosts. 11.3.3 11.3.3 Consid Consider erati ation onsho should uldal also sobe begiv given ento to thepotentialimpactofplantingonadjacent buildings,footwayconstructionandburied services.Concernshavebeenexpr services.Concernshavebeenexpressedby essedby highwayauthoritiesregardingtheimpactthat 1 Commun Communities itiesand andLo Local cal Government(2006) Tree Roots in the Built Environment . London: TSO.
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treerootscanhaveonhighwaydrainage–this canbereducedwithtreepits(seeFig.11.4). Tree DetailedadviceonthisissueiscontainedinTree Roots in the Built Environment.1
11.3.4 11.3.4 Trees reesand andsh shrub rubss sshou hould ldnot notob obstr struct uct pedestriansightlines.Ingeneral,driversightlines alsoneedtobemaintained,althoughvegetation canbeusedtolimitexcessivef canbeusedtolimitexcessiveforwardvisibility orwardvisibility tolimittrafcspeeds.Slowgrowingspecieswith narrowtrunksandcanopiesabove2mshould beconsidered.V beconsidered.Vegetationshouldnotencroach egetationshouldnotencroach ontothecarriagewaysorfootways. 11.3.5 11.3.5 Mainte Maintenan nance cearr arrang angeme ements ntsf for orall all plantedareasneedtobee plantedareasneedtobeestablishedatanearly stablishedatanearly stage,astheyaffectthedesign,includingthe choiceofspeciesandtheirlocations. 11.3.6 11.3.6 Gener Generall allyy,any ,anypla plantin ntingi ginte ntende nded d foradoptionbyapublicbodyshouldmatch standardssetlocallyandbecapableof regenerationoreasyrenewalifvandalised. Plantingneedstobedesignedforminimal maintenance.Evidencethatbuildingsandwalls havebeenbuiltwithfoundationstoallowfor treegrowthmayberequired.
Manual for Streets
s i l l E k r a M
Figure11.3Existingtreespreservedinnewdevelopment.
11.3.7 11.3.7 Thepl Theplant anting ingof ofle less ssro robus busts tspec pecies ies whichrequirespecialistskilledmaintenance, ormorefrequentmaintenancevisitsthanusual, areunlikelytobeaccepte areunlikelytobeacceptedforad dforadoptionby optionby thelocalorhighwayauthorityandshouldbe avoided. 11.3.8 11.3.8 Altern Alternati atives vest tof oform ormal alado adopti ption onmay may requireinnovativearrangementstosecure long-termlandscapemanagement.These mayincludethecarefuldesignofownership boundaries,theuseofcovenants,andannual servicechargesonnewproperties.
2 Seewww Seewww.dft .dft.gov .gov.uk .uk 3 Commun Communities itiesand andLo Local cal Government(2006) Tree Roots in the Built Environment . London TSO. 4 British BritishSta Standar ndards ds Institute(BSI)(2005) BS 5837: 2005 Trees in Relation to Construction. Recommendations. London:BSI 5 NJUG10i NJUG10isun sunderr derreview eview atthetimeofwriting. Pleasevisitwww.njug. co.uk/publications.htm formoredetails.
11.3.9 11.3.9 Funding Fundingf for orinit initial ialse sett-upco -upcosts stsan anda dan n endowmenttogenerateincomef endowmenttogenerateincomeformaintenance ormaintenance (e.g.executivestaff,gardeningstaff (e.g.executivestaff,gardeningstaff,siteofces, ,siteofces, equipment,machinery,stores,com equipment,machinery,stores,compost/leaf post/leaf litter-bins),andcommunityand litter-bins),andcommunityandresidentfacilities residentfacilities capableofgeneratingregularincome,maybe appropriate. 11.3.1 11.3.10 0 Guidan Guidance ceon onpla plantin ntingi gins nstre treet et environmentsincludes: • Roots and Routes: Guidelines on Highways Works and an d Trees Trees –consultationpaper;2 • Tree Roots in the Built Environment ;3
• •
BS5 BS58837: 37:22005 Trees in Rel ation to Construction ;4and Nation National alJoin JointU tUtil tilitie itiesG sGrou roup( p(NJU NJUG) G), , Guidelines for the Planning, Installation and Maintenance of Utility Services in Proximity to Trees.5
11.3 11.3.1 .11 1 Furth Further era adv dvic ice eon onp pla lant ntin ing g considerationsissetoutinChapter5. Cast iron gate Concrete lid PVC water supply
100mm tree grating
Tree ball Gravel drainage bed
P S W
Drain Fibreglass fabric lter
Back ll soil
Figure11.4Typicaltreepitdetail.
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11.4
Drainage
Introduction
11.4.1 11.4.1 Oneof Oneofth thef efunc unctio tions nsof ofas astre treet etis isto to providearouteforf providearouteforfoulwaterandsurfac oulwaterandsurfacewater ewater drainage(Fig.11.5).
adoptionofsewers,andisaccompaniedbya ModelAgreementusedbysew ModelAgreementusedbysewerageundertakers erageundertakers anddevelopers. 11.4.4 11.4.4 Animp Animporta ortant ntcon consid sider erati ation onwhe when n designingsewersistheirsitingwithinthestreet andtheimpacttheymayhaveondetailed designissues.Adviceonthesemattersisgivenin Sewers for Adoption .
Foul water drainage Surface water drainage
11.4.2 11.4.2 Thema Themajor jority ityof ofst stre reets etsar ared edesi esigne gnedt dto o accommodatethedisposaloff accommodatethedisposaloffoulwaterfrom oulwaterfrom buildings.Thiswillnormallytaketheformof drainsaroundthecurtilageofbuildingswhich comeunderPartHoftheBuildingRegulations (2000), 6andsewerslocatedinthestreet,where therelevantguidanceisfoundwithin Sewers for Adoption.7 11.4.3 11.4.3 Thead Theadopt option ionpr proce ocess ssfforsew orsewers ersis isse set t 8 bysection104oftheWaterIndustryAct1991. Sewers for Adoption actsasaguidetofacilitate theprocurement,design,maintenanceand
6 Statut Statutory oryInst Instrume rument nt 2000No.2531,The BuildingRegulations 2000.London:TSO. 7 WaterUK WaterUK(200 (2006)S 6)Sewer ewers s forAdoption,6thedn. Swindon:WRcplc 8 WaterIn WaterIndust dustryA ryAct1 ct1991 991 LondonHMSO. 9 Departme Departmentf ntfor or Environment,Foodand RuralAffairs(2005) MakingSpacefor Water:TakingForward aNewGovernment StrategyforFloodand CoastalErosionRisk ManagementinEngland. London:Defra.
11.4.5 11.4.5 Thest Thestre reet etpr provi ovides desa acon condui duitf tfor orthe the storageordisposalofrainwate storageordisposalofrainwaterand,byits rand,byits natureanditsimpactontheenvironment,the managementofsurfacewaterrunoffisamore complexmatterthandealingwithfoulwat complexmatterthandealingwithfoulwater er.The .The Government’sstrategy Government’sstrategyinthisareaissetoutin inthisareaissetoutin Making Space for Water 9,withtheemphasison thesustainablemanagementofsurfacewate thesustainablemanagementofsurfacewater. r. 11.4.6 11.4.6 Whenc Whencons onside idering ringth them emana anagem gement ent ofsurfacewater,designers,develope ofsurfacewater,designers,developersand rsand authoritiesneedtotakeaccountofthe
P S W , n o r e m a C w e r d n A
Figure11.5Sustainabledrainagesystemscanforman Figure11.5Sustainabledrainag esystemscanformanintegralandattractivepa integralandattractivepartofthestreet. rtofthestreet.
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Manual for Streets
guidancegiveninPlanning Policy Statement 25: Development and Flood Risk (PPS25)10(Wales: refertoTAN15:DevelopmentandFloodRisk 11). 11.4.7 11.4.7 Thepl Theplann anning ingan andm dmana anagem gement entof of surfacewaterdischargefrombuildingsand highwaysrequiresaco-ordinat highwaysrequiresaco-ordinatedapproach edapproach toevaluatingoodriskanddevelopingan integratedurbandrainagestrategy. 11.4.8 11.4.8 AFloo AFloodR dRisk iskA Asse ssessm ssment ent(F (FRA) RA)wi will ll demonstratehowoodriskfromallsourcesof oodingtothedevelopmentitselfandood risktootherswillbemanagednowandtaking climatechangeintoaccount.FRAisrequired forplanningapplicationswhereoodriskisan issue,dependingontheirlocationandsize,as setoutinAnnexDofPPS25. 11.4.9 11.4.9 There Therespo sponsi nsibil bility ityf for orund undert ertaki aking ngan an FRArestswiththedeveloper.However,PPS25 advocatesapartnershipapproach,consulting withtherelevantstakeholderstocompilethe FRA.Thiswillinvolvetheplanningauthority,the EnvironmentAgencyandsewerageundertakers. (Wales: refertoTAN15.)
10 Communitiesand Communitiesand LocalGovernment (2006)Planning PolicyStatement25: DevelopmentandFlood Risk.London:TSO. 11 WelshA WelshAssem ssembly bly Government(2004) TechnicalAdviceNote15: DevelopmentandFlood Risk.Cardiff:NAfW. 12 CommunitiesandL CommunitiesandLocal ocal Government(2007) Development and Flood Risk: A Practice Guide Companion to PPS25 .Available ‘Living Draft’ .Available
onlineonlyfrom www.communities.gov.uk 13 NationalSUDSWor NationalSUDSWorking king Group(2004)Interim CodeofPracticefor SustainableUrban DrainageSystems. London:Construction IndustryResearchand InformationAssociation (CIRIA).Seewww.ciria. org/suds/pdf/nswg_ icop_for_suds_0704.pdf fordownloadablePDF. 14 Availablefrom Availablefrom www.njug.co.uk
11.4 11.4.1 .10 0 APr APrac acti tice ceG Gui uide de12hasbeenpublished asa‘LivingDraft’toaccompanyPPS25.It containsguidanceinthemanagementofsurface waterandFRAs.ThePracticeGuidealsocovers otherareasofoodriskwhichmaybeworth consideringinthewaystreetscanbeusedto accommodateoreliminateoodrisk.
11.4.1 11.4.12 2 SUDS SUDSar arem emor ores esust ustain ainabl ablet ethan han conventionaldrainagemethodsbecausethey: • manage manageru runof noff fow owrat rates, es,us using ingin inlt ltrat ration ion andtheretentionofstormwater; • prote protect ctor orenh enhanc ancet ethe hewat water erqua quality lity; ; • ares aresymp ympath atheti etict ctot othe heenv enviro ironme nmenta ntall settingandtheneedsofthelocal community; • provi provide deah ahabi abitat tatf for orwil wildli dlife fein inurb urban an watercourses;and • encour encourage agena natur tural algro ground undwat water erre recha charg rge e (whereappropriate). Theydothisby: • dealing dealingwi with thrun runoff offcl close oseto towh where ereth ther erain ain falls; • managi managing ngpot potent ential ialpo pollut llution ionat atit itss ssour ource; ce; and • prote protecti cting ngwat water erres resour ources cesfr from ompol pollut lution ion createdbyaccidentalspillsorothersources. 11.4.13 11.4.13 Theuseof TheuseofSUD SUDSis Sisseen seenasa asaprim primary ary objectivebytheGovernmentandshouldbe appliedwhereverpracticalandtechnically feasible. 11.4.14 11.4.14 Detailed Detailedguida guidanceo nceonSU nSUDSis DSiscont contained ained intheInterim Code of Practice for Sustainable Urban Drainage Systems,13PartHofthe BuildingRegulationsandSewersforAdoption. Allstakeholdersneedtobeawareofthe importanceoftheapplicationofSUDSaspart ofanintegratedurbandrainages ofanintegratedurbandrainagestrategyf trategyfora ora development.
11.5
Utilities
Sustainable drainage systems
11.4.1 11.4.11 1 Thete Theterm rmSus Sustai tainab nable leDr Drain ainage age Systems(SUDS)cov Systems(SUDS)coversthewholerangeof ersthewholerangeof sustainableapproachestosurfac sustainableapproachestosurfacewaterdra ewaterdrainage inage management.SUDSaimtomimicnatural drainageprocessesandr drainageprocessesandremovepollutantsfrom emovepollutantsfrom urbanrun-offatsource.SUDSc urbanrun-offatsource.SUDScompriseawide ompriseawide rangeoftechniques,includinggreenroofs, permeablepaving,rainwaterharvesting,swales, detentionbasins,pondsandwetlands.Torealise thegreatestimprovementinwaterqualityand oodriskmanagement,thesecomponents shouldbeusedincombination,sometimes referredtoastheSUDSManagementTrain.
Manual for Streets
11.5.1 11.5.1 Mostr Mostresi esiden dentia tials lstre treets etspr provi ovide dero route utes s forstatutoryundertakersandother forstatutoryundertakersandotherservices. services. Detailedadviceonprovidingforutilitiesinnew developmentscanbefoundinNJUGGuidance.14 11.5.2 11.5.2 Itis Itisbes bestt ttoli oliais aisew ewith iththe theut utilit ility y companieswhenthelayoutsofthebuildingsand streetsarebeingdesigned.Innearlyallcases thisshouldbepriortomakingtheplanning application.Wherestreetsaret application.Wherestreetsaretobeadopted, obeadopted, itwillbenecessarytoensurethatalllegal documentationrequiredbytheutilitycompanies iscompletedassoonasispossible.
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11.5.3 11.5.3 Simila Similarp rprin rincip ciples lesap apply plyto tost stre reets etsth that at aretoremainprivate.Itisimportantthatthe rightsofaccesstothedevelopmentbyutility companiesaresetoutinthemanagement company’sobligations.Residents company’sobligations.Residentswillneedtobe willneedtobe madeawareoftheserights. 11.5.4 11.5.4 Theav Theavail ailabi ability lityan andl dloca ocatio tiono nofe fexis xisting ting servicesshouldbeidentiedattheoutset.The requirementsfornewapparatus requirementsfornewapparatusshouldbetaken shouldbetaken intoaccountinthelayoutanddesignofthe streets,andabalanceshouldbestruckbetween therequirementsoftheutilitycompaniesand otherobjectives.Thelocationsofanyexisting treesorshrubs,andproposals treesorshrubs,andproposalsfornewplanting, fornewplanting, willrequirespecialconsideration. 11.5.5 11.5.5 Where Wherepo possi ssible ble,a ,all llutil utility ityap appar paratu atus s shouldbelaidin‘corridors’throughoutthesite. Thiswillfacilitatetheinstallationoftheservices andanyfutureconnectionsasthedevelopment proceeds.Considerationshouldbegiventothe useoftrenchesandductstofacilitatethis. 11.5.6 11.5.6 Indes Indesigni igning ngfo foru rutili tilitie ties, s,the there rear are e advantagesindevelopingstreetsalong reasonablystraightlinesratherthanintroducing gratuitousbendsandcurves(butseeSection 7.4regardingthecontroloftrafcspeeds).T his practicewillassistinsimplifyingutilityruns, withacorrespondingimprovementinthe efcientuseoflandandareducedneed efcientuseoflandandareducedneedfor for inspectionchambers. 11.5.7 11.5.7 Itmay Itmaybe bepo possi ssible blet toi oinst nstall allut utilit ilities ies’ ’ apparatusinadoptedservice apparatusinadoptedservicestripsinprivatelystripsinprivatelymaintainedlandadjacenttothecarriagewa maintainedlandadjacenttothecarriageway, y, providedearlydiscussionsareheldwithservice providersandthehighwayauthority providersandthehighwayauthority,andthat ,andthat adequatesafeguardsareprovided.Conveyance documentsmustincorporateperpetualrights forserviceproviderswithintheservicestrip. Suchservicestripsshouldbeclearlymarkedand residentsshouldbemadeawareofrestrictions thatapplytotheuseoftheseareas.
11.5.8 11.5.8 There Therehav haveb ebeen eenpr probl oblems emswi with thser servic vice e stripswhereresidentshavenotbeenawareof them.Inaddition,servicestripscanbeunsightly andlimitopportunitiesforplanting.Asan alternative,placingapparatusinthehighway maybeacceptableonwell-connectednetworks, astrafccanberoutedaroundapointclosureif itisnecessarytoexcavatethecarriageway formaintenance. 11.5.9 11.5.9 Insha Inshared redsu surfa rface cear areas eas,s ,such uchas asin in someHomeZones,theroutingofserviceswill requirecarefulconsultationbetweendesigners, utilitycompaniesandthehighwayauthority.This consultationshouldtakeplaceatanearlystage intheplanninganddesignprocess.Itmaybe necessarytorouteservicesinthevehicletrack insomeplaces,butasnotedabovethismay notbeasignicantproblemonwell-connected networks.
11.6
Arra Arrang ngem emen ents tsf for orf fut utur ure e maintenance
11.6 11.6.1 .1 Itis Itisiimp mport ortan ant tth that att the hef fut utur ure e maintenancearrangementsofthestreetsand publicspacesinadevelopmentaredecided earlyinthedesignprocess.Ifthestreetsare tobeadoptedbythelocalhighwaya tobeadoptedbythelocalhighwayauthority, uthority, thelayoutandmaterialchoicesneedtobe acceptabletotheauthority. 11.6.2 11.6.2 Itis Itispos possib sible lefo fors rstre treets etsto tor rema emain in privatebutaproperly-constitutedbodywith denedlegalresponsibilitieswillneedtobe establishedtomaintainthestreetstothe commonbenetofresidents.Furtherguidance onmanagementcompaniesisgivenin Section11.9. 11.6.3 11.6.3 Ahigh Ahighway wayau autho thorit rityw ywill illreq requir uirel elega egall certaintythatthestreetsaregoingtobe properlymaintainedinperpetuitybythese privatearrangements.Intheabsenceofthis, theAdvancePaymentsCodecontainedinthe HighwaysAct198015enableshighwayauthorities tosecurefundingtomeetanycostsofbringing newroadsuptoanadoptablestandard.
15 HighwaysAct1980. HighwaysAct1980. London:HMSO.
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11.6.4 11.6.4 Ahigh Ahighway wayau autho thorit ritym ymay aybe beunw unwilli illing ng toadoptitemssuchasplantingandstreet furniture(e.g.playequipmentandpublic art)whicharenotconsideredtorelatetothe highwayfunctionsofthestreet.Ifthereisno privatemanagementcompany privatemanagementcompany,arrangementscan ,arrangementscan bemadeforsuchfeatur bemadeforsuchfeaturestobemainta estobemaintainedby inedby anotherpublicbody,suchasadistrictortown/ parishcouncil(e.g.bydesignatingareas ofpublicopenspace). 11.6.5 11.6.5 Inthe Inthese secir circum cumsta stance ncest sthe hedev develo eloper per mustensurethatthereisagreementbetweenthe county,districtandtown/parishcouncilsasto: • which whichaut author hority ityis isbe best stab able lein inpr pract actice icet to o takeday-to-dayresponsib takeday-to-dayresponsibilityforeach ilityforeach elementofplantingand/ornon-highwayrelatedfurniture; • thefu thefutur turem emain ainten tenanc ancer eresp espons onsibi ibiliti lities, es, obligationsandliabilitiesarisingfromsuch planting,streetfurnitureetc.;and • theap theapport portion ionmen mento toft fthes hesec econt ontrib ributio utions ns amongtheauthoritiesconcernedinthe lightoftheapportionedresponsibilities/ liabilities.
11.7 1.7 High Highw waya ayado dopt ptio ion n– – legalframework legalframework Section 38 Agreements
11.7 11.7.1 Sectio Section3 n38o 8oft fthe heHig Highwa hways ysA Act ct198 1980 0 giveshighwayauthoritiesthepowertoadopt newhighwaysbyagreementandthisisthe usualwayofcreatingnewhighwaysthatare maintainableatthepublicexpense.TheAct placesadutyonhighwayauthoritiestomaintain adoptedhighwaysatpublicexpenseunder section41.
11.7 11.7.3 TheSe TheSecti ction on38 38Agr Agreem eement entse sets tsout outth the e obligationsofthedevelopertoconstructthe streetsandtomaintainthemfora streetsandtomaintainthemforasetperiod setperiod –normally12months.Followingthesatisfactory dischargeoftheseobligations,thenewstreets areautomaticallydedicatedaspublichighway andaremaintainableatthepublicexpense. Advance Payments Code
11.7 11.7.4 TheA TheAdva dvance ncePa Payme yments ntsCo Code de(se (secti ction on 219tosection225oftheHighwaysAct1980) providesforpaymentst providesforpaymentstobemadetoa obemadetoahighway highway authoritytocoverfuturemaintenanceliabilities intheabsenceofaSection38Agreement. 11.7 11.7.5 TheA TheAdv dvanc anceP ePaym ayment entsC sCode odepr provi ovides des acompulsoryprocesswhichinvolvescash depositsbeingmadebythedevelopertothe highwayauthoritybeforebuildingworkscan commence.Itisanoffencet commence.Itisanoffencetoundertakeany oundertakeany housebuildinguntilthesepaymentshavebeen depositedwiththehighwayauthority depositedwiththehighwayauthority.The .The moneysecuringtheroadchargesliabilityis usedtooffsetthecostoftheworksininstances wherethehighwayauthoritycarriesoutaPrivate StreetWorksSchemetomak StreetWorksSchemetomakeupstreetst eupstreetstoan oan acceptablestandard. 11.7 11.7.6 Thus,b Thus,bef efore orean anyc ycons onstru tructio ctionb nbegi egins, ns, thedeveloperwillnormallyberequiredeither: •
•
tose tosecur curet ethe hepay paymen mento toft fthe heest estima imated tedco cost st ofthehighwayworksundertheAdvance PaymentsCodeprovisionsassetoutin section219oftheAct;or tomak tomakea eana nagr greem eement entwi with ththe thehi highw ghway ay authorityundersection38oftheActand provideaBondofSurety.
Private streets
11.7 11.7.2 Under UnderaS aSect ection ion38 38A Agre greeme ement, nt,th the e developerisobligedtoconstructthestreets toanagreedstandard,hav toanagreedstandard,havingrstsecured ingrstsecured technicalapprovalofthedesignsfromthe highwayauthority.Af highwayauthority.Afeeisnormallypayab eeisnormallypayableby leby thedevelopertothehighwayauthoritytocover itsreasonablecostsincheckingthedesignand supervisingtheconstructionoftheworks.
11.7 11.7.7 Where Wherea adev develo eloper perwi wishe shest sthe hestr street eets s toremainprivate,somehighwayauthorities haveenteredintoplanningobligationswiththe developerundersection106oftheTownand CountryPlanningAct1990,16whichrequiresthe developertoconstructthenewstreetstothe authority’sstandardsa authority’sstandardsandtomaintainthemin ndtomaintainthemin goodconditionatalltimes.
16 TownandCountry ownandCountry PlanningAct1990. London:HMSO.
Manual for Streets
133
11.7 11.7.8 Sucha Suchapl plann anning ingobl obliga igatio tione nenab nables les thedevelopertoavoidmakingpaymentsunder theAdvancePaymentsCod theAdvancePaymentsCode,asthehighway e,asthehighway authoritycanthenbesatisedthatthestreets willnotfallintosuchaconditionthataPrivate StreetsWorkSchemewillbeneeded StreetsWorkSchemewillbeneeded.The .The planningobligationthusprovidesexemption tothedeveloperfrommakingadvance paymentsundersection219(4)(e)ofthe HighwaysAct1980. What is adoptable?
11.7 11.7.9 Thehi Thehighw ghway ayaut author hority ityha hasc scons onside idera rable ble discretioninexercisingitspowerstoadopt throughaSection38Agreementunder theHighwaysAct1980,butthereareother mechanismscontainedintheActwhichhelpto denethelegaltestsforadoption. 11.7.10 11.7.10 Althoughse Althoughseldom ldomused used,sec ,section3 tion37of 7of theActdoesprovideanappealmechanism intheeventofahighwayauthorityrefusing toenterintoaSection38Agr toenterintoaSection38Agreement.Under eement.Under section37(1),adevelopercangivenoticeto theauthoritythathe/sheintendstodedicatea streetasapublichighway. 11.7 11.7.11 Ifthe Iftheau autho thorit rityc ycons onside iders rstha thatt tthe he highway‘will not be of sufcient utility to the public to justify its being maintained at the public expense ’,thenitwillneedtoapplytoa
11.7.13 11.7.13 Section37 Section37eff effectiv ectivelys elysetst etsthest hestatut atutory ory requirementsforanewstreett requirementsforanewstreettobecomea obecomea highwaymaintainableatthepublicexpense.The keytestsare: • itmus itmustb tbeo eofs fsuf ufcie cient ntuti utility lityto toth thep epubl ublic; ic; and • itmus itmustb tbec econs onstru tructe cted( d(mad madeu eup) p)in ina a satisfactorymanner. Inaddition: • itmus itmustb tbek ekept eptin inre repai pairf rfor orap aperi eriod odof of 12months;and • itmus itmustb tbeu eused sedas asa ahigh highway waydu durin ring g thatperiod. 11.7 11.7.14 There Thereis islitt little lecas casel elaw awon onthe the applicationofthesetests,however. 11.7.15 11.7.15 Highwaya Highwayauthori uthorities tieshave havealso alsotend tended ed toonlyadoptstreetsthatservemorethana particularnumberofindividualdwellingsormore thanonecommercialpremises.Fivedwellingsis oftensetasthelowerlimit,butsomeauthorities havesetguresaboveorbelowthis. 11.7.16 11.7.16 Thereis Thereisnost nostatut atutoryb orybasis asisfo forthe rthelower lower limitonthenumberofdwellingsjustifying adoption.Theuseofvedwellingsasacriterion mayhavecomefromthenotionalcapacityof privateservicesupplies(gas,wat privateservicesupplies(gas,water, er,etc.)butitis etc.)butitis nowmorecommonplaceforutilitiestolaymains inprivatestreets.
magistrates’courtforanord magistrates’courtforanordertothateff ertothateffect. ect. 11.7.12 11.7.12 Afurtherp Afurtherpossib ossibility ilityistha isthatthe ttheauth authority ority acceptsthatthenewhighwayisofsufcient utilitybutconsidersthatithasnotbeenproperly constructedormaintained,orhasnotbeenused asahighwaybythepublicduringthe12-month maintenanceperiod.Onthesegroundsitcan refusetoacceptthenewroad.Inthiscasethe developercanappealtoamagistrates’court againsttherefusal,andthecourtmaygrantan orderrequiringtheauthoritytoadopttheroad.
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11.7.17 11.7.17 Itisnotd Itisnotdesir esirable ablefo forthis rthisnumb numbert erto o besettoohigh,asthiswoulddenyresidentsof smallinlldevelopmentsthebenetofbeing servedbyanadoptedstreet. 11.7 11.7.18 Itis Itisre recom commen mended dedth that athigh highway way authoritiessetaclearlocalpolicyonthisissue. Adoption of streets on private land
11.7 11.7.19 Under Undersom somec ecirc ircums umstan tances cesth the e developermaynotbeabletodedicateacertain areaoflandashighwaybecausehedoesnot ownit.Ifso,theroad(orfootway ownit.Ifso,theroad(orfootway,etc.)canbe ,etc.)canbe adoptedusingtheprocedures adoptedusingtheproceduresundersection228 undersection228 oftheHighwaysAct1980.
Manual for Streets
11.7.20 11.7.20 Oncomplet Oncompletionof ionofthew theworks orkstot tothe he satisfactionofthehighwayauthority,and followinganyagreedmaintenanceperiod, noticesarepostedonsite. noticesarepostedonsite.Thesestatethat Thesestatethat unlessobjectionsarereceivedfromtheownerof theland,thehighwayinquestionwillbecome maintainableatpublicexpenseonemonth afterthedateofthenotice.Aninspection feeispayableinthesameway feeispayableinthesamewayasfor asfor Section38Agreements. Section 278 Agreements
11.7.21 11.7.21 ASection2 ASection278 78Agre Agreement ement,und ,underth erthe e HighwaysAct1980,enablesimprovementsto bemadetoanadoptedhighwaythatconvey specialbenettoaprivatebody specialbenettoaprivatebody–forexam –forexample, ple, theformationofanewaccesst theformationofanewaccesstoadevelopment oadevelopment site,orimprovementstopermeabilityand connectivitythathelpstrengthenintegration withanexistingcommunity. 11.7.22 11.7.22 Before Beforeente enteringin ringintos tosuchan uchanagr agreeme eement, nt, ahighwayauthoritywillneedtobesatised thattheagreementisofbenettothegeneral public.Thedeveloperwillnormallybearthefull costoftheworks,andabondandinspectionfee isalsopayable,aswithSection38Agreements.
11.8 11.8
Desi Design gns sta tand ndar ards dsf for ora ado dopt ptio ion n
11.8.1 11.8.1 Thehi Thehighw ghway ayaut author hority ityha hasc scons onside idera rable ble discretioninsettingtechnicalandother requirementsforanewhighway requirementsforanewhighway.Concernshave .Concernshave beenraisedovertherigidadherencetothese requirements,leadingtorefusalt requirements,leadingtorefusaltoadoptnew oadoptnew Better Streets, streets.ThisissuewasexploredinBetter Better Places.17
11.8.2 11.8.2 Highwa Highwaya yauth uthori oritie tiesa sare reno nowad wadays ays encouragedtotakeamore encouragedtotakeamoreexibleapproacht exibleapproachto o highwayadoptioninordertoallowgreaterscope fordesignsthatrespondt fordesignsthatrespondtotheirsurroundings otheirsurroundings andcreateasenseofplace.Itis andcreateasenseofplace.Itisrecognised, recognised, however,thathighwayauthoritieswillneedto ensurethatanyfuturemaintenanceliabilityis keptwithinacceptablelimits. 17 ODPM(2003)Better ODPM(2003)Better Streets,BetterPlaces: DeliveringSustainable ResidentialEnvironments: PPG3andHighway Adoption.London: ODPM
Manual for Streets
11.8.3 11.8.3 Onewa Onewayo yofe fenab nabling lingde desig signer nerst sto o achievelocaldistinctivenesswithoutcausing excessivemaintenancecostswillbef excessivemaintenancecostswillbeforhighway orhighway authoritiestodevelopalimitedpaletteofspecial materialsandstreetfurniture.Suchmaterialsand components,andtheirtypicalapplication, could,forexample,besetoutinlocaldesign guidanceandbeadoptedasaS guidanceandbeadoptedasaSupplementary upplementary PlanningDocument. 11.8.4 11.8.4 Devel Develope opers rssho should uldpr produ oduce cewe wellllreasoneddesignarguments,andarticulate theseinaDesignandAccessStat theseinaDesignandAccessStatement(where ement(where required),particularlyiftheyseektheadoption ofdesignsthatdiffersubstantiallyfromthose envisagedinalocalauthority’sdesignguideor MfS.However,provideditcanb MfS.However,provideditcanbedemonstrate edemonstrated d thatthedesignwillenhancetheenvironment andthelivingexperienceoftheresidents,and thatitwillnotleadtoanundueincreasein maintenancecosts,thenhighwayauthorities shouldconsiderrespondingfavourably shouldconsiderrespondingfavourably.. 11.8. 11.8.5 5 Draw Drawing ings ssh shoul ould dind indica icate tew whic hichp hpart arts sof of thelayoutthedeveloperexpectstobeadopted andhowtheadoptionlimitsaretobedifferentiated ontheground.Widthsandotherkeycarriageway dimensions,andthelocationanddimensionsof parkingspaces,shouldalsobeshown,together withfulldetailsofallplanting. 11.8.6 11.8.6 Highwa Highwaya yauth uthori oritie tiesw swould ouldbe beex expec pecte ted d toadoptstreetlayoutscomplyingwiththeir DesignGuidewhichhavebeenconstructed inaccordancewiththehighwayauthority’s specicationofworks.Theywouldnormallybe expectedtoadopt: • reside residentia ntials lstre treets ets,c ,comb ombine inedf dfoot ootway waysa sand nd cycletracks; • footw footway aysa sadja djace cent ntto tocar carria riagew geways aysan andm dmain ain footpathsservingresidentialareas; • Home HomeZo Zones nesan ands dshar hareded-sur surfac faces estr treet eets; s; • landw landwith ithinv invisi isibil bility itysp splay laysa satj tjunct unctions ionsan and d onbends; • trees, trees,sh shrub rubsa sand ndoth other erfe featu ature rest sthat hatar area ean n integralpartofvehiclespeedrestraints; • anyve anyverge rgesa sand ndpla plante nteda dare reas asadj adjace acent ntto to thecarriageway; • Struct Structure ures, s,i.e i.e.r .reta etainin iningw gwalls allsan and d embankments,whichsupportthehighway oranyotheradoptablearea;
135
• • • •
11.9 11.9
str street eetliligh ghti ting ng;; gullies gullies,g ,gully ullyco connec nnection tionsa sand ndhigh highway way drains,andotherhighwaydrainagefeatures; on-stre on-streetp etparki arkings ngspac pacesa esadja djacen centt tto o carriageways;and service servicestri strips psadj adjace acentt nttosh oshare aredsu dsurfac rfacest estree reets. ts.
Priv Privat ate ema mana nage geme ment ntc com ompa pani nies es
11.9 11.9.1 .1 Any Anyun unad adop opte ted dco comm mmun unal ala are reas asw will ill needtobemanagedandmaintainedthrough
136
privatearrangements.Typicalareasmaintained inthiswayincludecommunalgardens,shared off-streetcarparking,sharedcyclestorage, communalrefusestorageandcomposting facilities,andsustainableenergyinfrastructure. 11.9.2 11.9.2 Where Wherea apri privat vatem emana anagem gement entco comp mpany any isestablished,itisdesirablefo isestablished,itisdesirableforresidentstoha rresidentstohave ve astronginputintoitsorganisationandrunning inordertofostercommunityinvolvementinthe upkeepofthelocalenvironment.
Manual for Streets
Index
Access See Pedestrian access; Vehicle access
Adoptionofstreets design standards drainage systems landscaping legal framework street furniture Advance Payments Code Advertising boards Alignment of street Alleyways Allocated parking Audits quality road safety Backs of houses Barriers, pedestrian Blind people See Visual impairment Block paving Block structures Blue Badge parking Building frontages oversailing of footways in relation to street vehicle access Building height, in relation to street width Bus dimensions Bus lay-by Bus routes Bus stops Car clubs Car-free developments Car parking allocated and unallocated parking crime prevention design and location of spaces dimensions for spaces and manoeuvring for disabled people effect on emergency vehicle access efcient use of space footway parking front gardens garages government policy level of provision off-street on-street visitors’ See also Motor vehicles) Car use ( See Carriageway alignment See Alignment of street Carriageway widths See Width, street Centre lines Characterisation of streets Claims against highway authorities Classication of streets See Street types Closed-off streets Clutter Collaborative design Commercial vehicles Communal parking Communal space management and maintenance Community function ( See also Social interaction) Connectivity ( See also Permeable street layouts) crime prevention cycle links external connections pedestrian links Conservation areas street furniture and lighting Context appraisal Continental-style roundabouts Corner radii
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11.8 11.4.3 11.3.6–7, 11.6.4 11.7 11.6.4 11.6.3, 11.7.4–6 6.3.26 4.5.5, 6.5.5, 7.2.6–7 4.5.1, 4.6.3 8.3.10–11 3.7 3.7.5–13 4.6.3, 5.6 10.2.11 7.2.15 4.5.2, 4.5.4, 7.3.17–18 8.3.24–27 6.3.24 2.3.8, 5.5–6, 5.9, 7.3.5 7.9 5.4.3–4 6.5.2 6.5.10 6.5.1–8 6.5.9–15 8.3.7–9 6.6.3 8.3 8.3.10–11 4.6.3 8.3.29–36 8.3.48–54, 8.3.58 8.3.24–27, 8.3.55–57 6.7.3 8.3.37–38 8.3.42–47 5.9.2 8.3.39–41 8.3.1–2 8.3.3–6, 8.3.18 6.3.28, 6.6.3, 8.1.4 7.8.6, 8.3.12–20 8.3.21–23 4.2.1, 4.3.2–3, 4.4.1
9.3.1–3 2.4.9–14, 4.7.1, 7.2.4 2.6.4–8 6.3.11, 6.4.2 5.10, 9.1.10–12, 10.2.4 1.3.1–3, 3.2, 3.6.32 6.6.1 4.6.3, 8.3.11 4.5.2, 5.7, 10.2.3 11.9.1 2.2.5, 5.7 4.6.2–3 4.2.4, 6.4.2 4.2.5–8 4.2.4, 6.3.11 3.6.17, 3.8.6 10.1.2 3.6.1–7 7.3.16 6.3.12–14, 6.4.6, 6.5.8
Manual for Streets
Courtyard parking Crime and Disorder Act 1998 Crime prevention ( See also Personal security) access to houses motorcycle parking Cross-falls See Vehicle crossovers Crossings for pedestrians See Pedestrian crossing points Crossovers See Vehicle crossovers Crossroads Cul-de-sacs Cycle lanes Cycle links Cycle parking Cycle routes Cycle stands Cycle tracks Cycling design requirements inclusive design priorities of different road users roundabouts DASs (Design and Access Statements) Denition of street Densities, housing Design and Access Statements (DASs) Design audits Design checklists Design codes road safety audits (RSAs) stopping sight distance Design process planning policy review objective setting outline and detailed design quality auditing planning approval implementation monitoring Design Review Design standards for adoption of streets Design teams Desire lines See Pedestrian desire lines Detailed plans Development Team approach Dimensions of streets ( See also Width) height of buildings spacing of junctions street length Direction signs Disability Discrimination Act 2005 Disability Equality Duty Disabled people ( See also Mobility impairment; Visual impairment) car parking provision design for shared-surface streets Distributor roads Drainage foul water pedestrian areas surface water sustainable drainage systems Dropped kerbs Echelon parking Emergency vehicles Environmental impacts Equestrian crossings External connectivity Fire services See Emergency vehicles Flood Risk Assessment (FRA) Flood risk management Footbridges Footways
Manual for Streets
4.6.3, 8.3.31 4.6.1 4.6, 10.2.6 5.6.2 8.4.8
7.3.8 4.5.7, 6.7.3, 6.8.3, 6.8.10 6.4.1, 6.4.8 4.2.4, 6.4.2 6.5.12, 8.2 6.4.3–4 8.2.21–24 6.4.4, 6.4.7–8 2.3.6, 4.2.2 6.2.1, 6.4 4.2.4, 6.1.4 2.4.6, 3.6.8–9 7.3.14–16 3.8.2 1.1.7 4.4.3 3.8.2 3.7 3.5.5 3.6.28–34 3.7.5, 3.7.9 7.5.4 3.1–10 3.2–3 3.4 3.5 3.6 3.7 3.8 3.9 3.10 3.3.3 1.4.5, 2.5.2 11.8 3.2.1–2 3.6.25–28, 3.9.1 3.2.2, 3.6.33 5.4, 7.2 5.4.3–4 7.3.17–18, 7.4.4 5.4.5 9.3.13 2.7.1, 3.10.2 2.7.1, 2.7.3, 3.10.2 8.3.24–27, 8.3.55–57 2.7, 3.10.2, 6.1.1–3, 6.3.4 7.2.10–12 2.2.3–4, 7.9.3–4 2.3.10, 3.2.1, 11.4 11.4.2–4 6.3.32 11.4.5–10 11.4.11–14 6.3.9, 6.3.12, 8.3.57 8.3.49–52 6.7 2.3.5 6.3.9 4.2.5–8 11.4.8–10 11.4.6–10 6.3.7, 6.3.26
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at bus stops parking on width Forward visibility Foul water drainage Front gardens parking use Fronts of buildings See Building frontages Functions of streets Future-proong Future-proong Garages doors oversailing footway Geometric choices Government policy and guidance Gradients cycling pedestrians waste collection vehicles Granite setts Guard railing Headroom, cycling Height of buildings, in relation to street width High streets Highway authorities adoption of streets joint working responsibilities categorisation of street/road types disability equality maintenance road safety Historic towns, street furniture and lighting See also Conservation areas) ( See Historical perspective Home Zones routing of services street furniture Housing densities Improvement schemes Inclusive design Informal crossings Informatory Informatory signs Integrated street design See Collaborative design Joint working See Collaborative design Junction design corner radii cyclists’ needs junction priority pedestrian needs spacing of junctions visibility splays Kerb build-outs Kerb line Kerbing dropped kerbs Landscape Character Appraisals Landscaping adoption of streets parking areas shading of lighting Large-scale developments Lay-by, bus Layouts context appraisal conventional approach crime prevention detailed plans factors inuencing movement framework outline plans spacing of junctions structures and geometry sustainable communities walkable neighbourhoods Legal context
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6.5.10, 6.5.13 8.3.42–47 6.3.22–23 7.8 11.4.2 5.6.1, 5.9.2 8.3.5 2.3 3.6.19, 5.13 8.3.39–41 6.3.24 4.5.5–7, 6.6.1 2.5.2, 2.5.4 6.4.11 6.3.20, 6.3.27 6.8.9 6.4.12 10.2.8–10 6.4.11 5.4.3–4 2.4.10 1.4.1–2 11.7–8 3.2.1–2 2.4.7 2.7.1 2.6.4–5, 2.6.8, 11.1.2 2.6.6, 3.7.6 10.1.2 2.2.3 2.4.10, 7.2.16–22 11.5.9 10.1.3 4.4.3 3.1.3, 3.6.4 1.1.4–5, 1.6.1, 6.1 6.3.9 9.3.12–14
5.5, 7.3 6.3.12–14, 6.4.6, 6.5.8 6.4.6 7.3.7, 7.4.4, 9.3.8–11 6.3.12 7.3.17–18, 7.4.4 7.7 6.3.9 7.2.7 2.3.5, 6.3.15 6.3.9, 6.3.12, 8.3.57 3.6.2 5.7.1–2, 5.12, 11.3 11.3.6–7, 11.6.4 9.3.7 10.3.3 3.6.19 6.5.10 3.6.2–4 2.2.3–4, 4.5.3 4.6 3.6.25–28 5.8 4.2 3.6.15–19 7.3.17–18, 7.4.4 4.5 4.3 4.4 2.5, 3.6.33
Manual for Streets
Legible design Length of streets See also Gradients; Surface level crossings) Level changes ( See vehicle crossovers Liability and risk See Risk and liability Life cycle of a scheme Lighting columns ( See also Street lighting) effect on visibility height Local amenities Local authorities ( See also Highway authorities) design codes joint working responsibilities disability equality standards and guidance Local Development Frameworks Local distinctiveness Local materials See also Design codes) Local policies, standards and guidance ( See Local Transport Transport Plan Maintenance highway adoption landscaping private management companies responsibilities street furniture and lighting Management companies Masterplan detailed outline See also Surface materials) Materials ( See Mini-roundabouts Mobility impairment car parking design for public transport use Monitoring Motor vehicles See also Bus routes; ( See routes; Car use; Emergency vehicles; Service vehicles) priorities of different road users Motorcycle parking Movement analysis of existing patterns proposed movement framework status in relation to place Multi-functional streets Name plates for streets Networks See Street networks Objective setting Obstructions ( See also Closed-off streets; Visibility) overhanging trees and shrubs oversailing of footways Off-street parking On-street parking signs and road markings in visibility splays One-way streets Open space ( See also Communal space) Open Space Strategy Outline scheme layouts Overhanging trees and shrubs Overrun areas Oversailing of footways See also Car parking; Cycle parking; Motorcycle parking) Parking ( See ingsignage Parking bays motorcycles in relation to junctions Partially-sighted people See Visual impairment Pavement parking Pavements See Footways See also tactile paving) Paving materials ( See Pedestrian access to buildings and public spaces
Manual for Streets
6.3.4, 9.2.3 5.4.5, 7.3.17–18, 7.4.4 6.3.7, 6.3.15 6.3.28 3.1.1–2 10.2.5, 10.3.4 7.8.7 10.3.18–21 4.3.2, 4.3.4, 4.4.1 3.6.33 1.3.3, 3.2.1–2 2.3.2 2.7.1–2 1.4.5, 2.5.5, 3.4.2, 3.5.6 3.4.2, 5.7.2 3.6.1–4, 5.11, 11.8.3 11.2 1.4.5, 2.5.2, 2.5.5, 3.4.2, 3.5.6 3.4.2 5.13.1, 11.6 11.7–8 11.3.5–9 11.9 2.6.4–5, 2.6.8, 11.1.2 10.2.7, 10.3.21, 10.3.25, 11.6.4–5 11.9 3.6.25–28 3.6.15–19 11.2, 11.8.3 7.3.15 8.3.5 6.3.20, 6.3.28 6.5.1 3.7.13, 3.10 6.6 2.3.6, 2.4.2–8, 3.6.8–9 8.4 2.3.6 3.6.8–12 3.6.13–14, 4.2 2.4 2.2.4 9.3.13 3.5 6.3.10, 6.3.26 6.3.26 6.3.24 6.3.28, 6.6.3, 8.1.4 8.3.12–20 9.3.4–7 7.8.6 4.2.8 5.7.1–2 3.4.2 3.6.15–19 6.3.26 7.11 6.3.24 2.3.9, 4.6.3, 8 9.3.4–7 8.3.48–54, 8.3.56, 9.3.5 8.4.9 7.8.6 8.3.42–47 6.3.9, 6.4.12, 7.2.15 2.3.7–8
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Pedestrian barriers Pedestrian crossing points Pedestrian desire lines Pedestrian links Pedestrian networks Pedestrian refuges Pedestrians design requirements inclusive design priorities of different road users seating Pelican crossings Perimeter blocks Permeable street layouts crime prevention junction design spacing of junctions Perpendicular parking Personal security cyclists inclusive design layout considerations subways Pinch-points Place characterisation context appraisal design quality local distinctiveness sense of status in relation to movement Place/movement matrix Planning approval Planning framework Planning policies Planning Policy Statement 13: Transport Transport (PPS13) Planning process Planting See Landscaping Policy review Priorities of different road users ( See also User hierarchy) buses Private streets Project life cycle Project planning Public consultation Public Realm Strategy Public space See Communal space Public transport bus routes bus stops priorities of different road users use of Pufn crossings Quality auditing Quality of design Quality places Rear access to houses Recycling provision Residential sprinkler systems Reversing distances See also Road safety) Risk and liability ( See balanced approach Road closure Road markings centre lines for parking Road safety ( See also Risk and liability; Speed reduction) centre lines cycling guard railing highway authority’s authority’s responsibility visibility splays at junctions Road safety audits (RSAs) Road types Roads compared with streets
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10.2.11 6.3.7–9, 6.3.30 6.3.12 4.2.4, 6.3.11 6.3.7 6.3.9 6.2.1, 6.3 4.2.4 2.4.6, 3.6.8–9 6.3.33, 10.2.2–3 6.3.9 4.5.2, 4.5.4, 7.3.17–18 2.2.5, 4.2.3–8 4.6.2–3 7.3.9 7.3.17–18 8.3.49–52 2.2.5, 6.3.18–19 6.4.10 4.2.4 4.5.1 6.3.7 6.3.9 2.1.2 2.4.9–14, 4.7.1, 7.2.4 3.6.5–7 5.3 3.6.1–4, 5.11, 11.8.3 1.1.7, 2.3.2–5 2.4 2.4.9–14, 7.2.4 3.8 2.5 3.4.1, 4.4.3, 4.4.1 3.1–3 3.4 2.3.6, 2.4.2, 2.4.6–7, 3.6.8–9 6.5.6 11.7.7–8 3.1.1–2 3.3.1 2.4.11, 3.3.2, 3.6.16 3.4.2 6.5 6.5.2–8 6.5.9–15 3.6.8–9 4.2.2, 4.3.3, 4.4.3 6.3.9 3.7 5.2 2.2.5, 5.2 5.6.1 6.8.14–18 6.7.3 6.7.2, 6.8.8 2.6 3.7.11–12 7.3.11 9.1.2, 9.3.1–3 9.3.1–3 9.3.4–7 2.2.5, 6.3.19 9.3.2–3 6.4.4–6 10.2.8–9 2.6.6, 3.7.6 7.7.9 3.7.5–13 2.2.3, 2.4.7, 2.4.10, 4.7.1 2.2, 2.4.4
Manual for Streets
Roundabouts RSAs (Road safety audits) Rural areas design statements street furniture and lighting Safety See Crime prevention; Personal security; Road safety Seating Security See Crime prevention; Personal security Segregation of road users non-segregation Sense of place See Place Service roads Service strips Service vehicles parking provision Services See Utilities Setts, granite Sewers Shared-surface streets and squares Signing informatory junction priority for parking overuse of Signalised crossings Single lane working Smaller developments planning approval Social interaction Speed limits Speed reduction ( See also Trafc-calming) Trafc-calming) Speed tables SSD (Stopping sight distance) Stages of a scheme Staggered junctions Standards and guidance See Design guidance; Design standards Stopping sight distance (SSD) Street character types categorisation conventional approach Street denition Street dimensions See Dimensions of streets Street furniture adoption of streets reducing clutter Street lighting attached to buildings colour lighting levels reducing clutter scale Street name plates Street networks ( See also Layouts) conventional approach 2Subways See Underpasses SUDS (Sustainable urban drainage systems) Surface level crossings Surface materials ( See also Paving materials) cycling pedestrians relation to street lighting shared-surface streets Surface water drainage Surveillance Sustainable communities Sustainable urban drainage systems (SUDS) Swept path analysis Tactile paving Tall buildings Tapering obstructions Technical approval Toucan crossings Town Design Statements Tracking Tracking models Trafc See Motor vehicles; Movement
Manual for Streets
7.3.12–16 3.7.5–13 2.3.5 5.11.2 10.1.2, 10.3.11 6.3.33, 10.2.2–3 2.2.3, 3.7.9, 4.5.1, 7.4.1 4.6.3 7.9.4 11.5.7–8 6.8 8.3.28 6.4.12 11.4.2–4 7.2.8–15, 11.5.9 9 9.3.12–14 9.3.8–11 8.3.9, 8.3.27, 8.3.55, 9.3.4–7 2.3.5, 5.10.1 6.3.9 7.2.3 3.1.3, 3.6.3, 3.6.16, 3.6.19 3.8.6 2.2.5, 2.4.12, 5.7 7.4.2, 7.4.5–8 6.3.19, 6.5.14, 7.4, 9.3.3 6.3.15–16, 7.3.11 7.5, 7.6.4 3.1.1–2, 3.3.1 7.3.10 7.5 4.7 3.6.20–23, 7.2.4–5 2.2.4 1.1.7 2.3.5, 10.1–2 11.6.4 5.10.1–2, 9.1.10–12, 10.2.4 2.3.5, 10.1, 10.2.5–6, 10.3 10.3.8–9 10.3.7, 10.3.22–23 10.3.11–16 5.10.1–2 10.3.17–21 9.3.13 3.6.24, 6.3.7, 6.8.2 2.2.4 11.4.11–14 6.3.7–9, 6.3.15–16 2.3.5 6.4.12 6.3.31 10.3.26 7.2.15 11.4.5–14 4.5.1, 4.6.3, 6.3.18 2.2.6, 2.3.2, 4.3, 5.2.1 11.4.11–14 7.2.6 6.3.8, 6.3.12, 6.3.16, 8.3.57 5.4.4 6.3.26 3.9.2 6.3.9 5.11.2 7.2.7
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Trafc-calming Trafc-calming junction design single lane working speed tables Trafc Trafc signs Trafc speeds See Speed limits; Speed reduction Transportation Transportation policies Travel Travel choices, inuencing See also Landscaping) Trees ( See effect on visibility pedestrian issues Trunk Trunk roads Turning Turning areas Types of streets See Street types Unallocated parking Uncontrolled crossings Undercroft parking Underground parking Underground waste containers Underpasses Unmarked junctions Urban design principles Urbanisation User hierarchy ( See also Priorities of different road users) conventional approach recommended Utilities street furniture Vehicle access to buildings and open spaces Vehicle crossovers Vehicles See Motor vehicles; Movement Visibility along the street edge effect on driving speeds forward visibility obstacles to requirements visibility splays at junctions Visitors’ parking cars cycles Visual impairment design for shared-surface streets Walkable neighbourhoods Walking ( See also Pedestrians) Waste collection Waste collection points Waste collection vehicles routing Waste containers Waste storage Width footways parking bays public transport vehicles street effect on driving speeds bus routes emergency vehicles waste collection vehicles Zebra crossings
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6.5.5, 7.4.3–4, 10.3.5 7.4.9 7.2.3 6.3.15–16, 7.3.11 2.3.5, 7.4.5–9, 9.1–2 3.4.1 4.2.1, 4.3.1–3 5.12.4, 11.3.2–4 7.8.7 6.3.25–26 1.4.2–3 7.10 8.3.10–11 6.3.9 8.3.32 8.3.32 6.8.16 4.5.1, 6.3.7 9.3.9 5.3 2.3.5 2.4.2–3 3.6.8–12, 4.2.2, 4.2.9–11 2.3.10, 11.5 10.2.1 7.9 6.3.28–30
7.8.4–5 7.4.4 7.8 7.8.6–7 7.6 7.7.1–10 8.3.21–23 8.2.9–11, 8.2.20 6.3.9–10, 6.3.12, 6.3.16, 6.3.26, 6.3.30, 10.3.4 7.2.10–11 4.4 2.3.6, 4.2.2 3.2.1, 6.8 6.8.9–10 6.8.4–6, 6.8.10 7.9.3 6.8.9, 6.8.11, 6.8.13, 6.8.16–18 5.10, 6.8.9, 6.8.12–18 6.3.22–23 8.3.48–52 6.5.2 5.4.2, 7.2 7.4.4 6.5.7 6.7.3 6.8.6–7 6.3.9
Manual for Streets
Manual for for Streets Street s
Manual for Streets
is expected to be used predominantly for the design, construction, adoption and maintenance of new residential streets, but it is also applicable to existing residential streets subject to re-design. It aims to assist in the creation of high quality residential streets streets that: • build and strengthen communities; • balance the needs of all users; • form part of a well-connected network; • create safe and attractive places which have their own identity; and • are cost-effective to construct and maintain. Transformation in the quality of streets requires Transformation requires a fundamental culture change in the way streets are designed. This needs a more collaborative approach between design professions and other stakeholders with people thinking creatively about their various roles in the design process. This publication is therefore aimed at all those who have a part to play in creating high-quality streets.
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