Review. Compiled by Gordon Fyfe Webster September 2011 January As part of the internship for:

Transcription

1

2 Review Compiled by Gordon Fyfe Webster September 2011 January 2012 As part of the internship for: Constructed for use by: Borough Projects and Programmes Palestra 197 Blackfriars Road London SE1 8NJ All photographs and data collected by Gordon Fyfe Webster; September 2011 January 2012, except where stated. All before photographs, masterplans and maps courtesy of Transport for London Borough Projects and Programmes, except where stated. urbandesignlondon 2012 BETTER STREETS REVIEW Transport for London

3 CONTENTS CONTENTS Introduction... 2 Methodology...3 Better Streets Oxford Circus, Westminster...4 Coulsdon Town Centre, Croydon...7 Woolwich Town Centre, Greenwich Greenford Town Centre, Ealing Camden High Street, Camden Orpington Town Centre, Bromley Herne Hill, Lambeth / Southwark Sutton Town Centre, Sutton Carting Lane, Westminster Gillett Square, Hackney...28 Clapham Town Centre, Lambeth / Wandsworth Elephant & Castle (Southern Roundabout), Southwark Richmond Town Centre, Richmond Harrow Town Centre, Harrow Exhibition Road, Kensington & Chelsea Data Summary Conclusions Transport for London BETTER STREETS REVIEW 1

4 INTRODUCTION INTRODUCTION Venn Street: a shared surface for low pedestrian and vehicular flows Oxford Circus: a clear crossing strategy for high pedestrian and vehicular flows The Better Streets initiative seeks to improve London s street network by re-balancing the functional and amenity value of streetscapes for a wide range of users. The design intention is to reflect the competing needs of all users and cater for the context specific demands of each space. Achieving good street design requires an acknowledgement of the functional diversity between places with contrasting character and purpose. For example in Town Centres there are often significant numbers of people other than motorists, including pedestrians, cyclists, market stall owners and performers, requiring a mixed space which satisfies these social requirements. By contrast, a motorway is designed solely for vehicular use and the design should therefore prioritise motorists. Further to this contextually sensitive approach for designing Better Streets, an understanding of the relationship of vehicular and pedestrian flows is necessary to provide an inclusive, high quality public realm. Better Streets need to enable various users to navigate the space easily through innovative street design with minimal obstacles and visual clutter. Improvements need to respect the existing character and diversity of London s streets and provide simple, robust measures to enhance the experience for those occupying the space. This can be achieved by focusing on the function of each particular street, and by selecting a palette of materials in-keeping with the character of the place. Designs aim to preserve the existing urban fabric where appropriate, but should also consider the street as a blank canvas to potentiate further improvements in quality and functionality across space. Since 2009 the Better Streets programme has ensured the delivery of 20 streetscape projects across a range of scales throughout London. More than 38 further projects are in development and set to be completed by Q These include internationally significant schemes, for example the major crossing at Oxford Circus, and more local interventions such as the shared surface scheme at Venn Street. The designs reflect the intrinsic contrast in streetscape requirements across different types of urban realm. This report aims to compile all the completed Better Streets as of December 2011, under the Borough Projects and Programmes (displayed on the map opposite): 1. Oxford Circus, Westminster 2. Coulsdon Town Centre, Croydon 3. Woolwich Town Centre, Greenwich 4. Greenford Town Centre, Ealing 5. Camden High Street, Camden 6. Orpington Town Centre, Bromley 7. Herne Hill, Lambeth / Southwark 8. Sutton Town Centre, Sutton 9. Carting Lane, Westminster 10. Gillett Square, Hackney 11. Clapham Junction, Lambeth / Wandsworth 12. Elephant & Castle (S. Roundabout), Southwark 13. Richmond Town Centre, Richmond 14. Harrow Town Centre, Harrow 15. Exhibition Road, Westminster The purpose of the document is to describe and monitor the quality of these new streetscapes and examine how successfully the designs respond to the demands of the users frequenting these spaces. This analysis can in turn be used to inform future design interventions and recreate the street as a place of social transaction and vibrancy. 2 BETTER STREETS REVIEW Transport for London

5 METHODOLOGY METHODOLOGY BETTER STREETS REVIEW STRUCTURE The Better Streets projects selected for inclusion in this study were organised by the Borough Projects and Programmes at Transport for London, and designated complete as of December SITE ANALYSIS Desk-based research involved collating plans and data from designers and consultants. Site visits were scheduled for the collection of primary data, with photographs and questionnaire results informing a subjective analytical response. 2.2 MATERIALS The palette of materials used for each scheme was recorded and critiqued based on user comments and subjective analysis. This section includes notes on paving materiality, street furniture and street design, as well as the impact of material choice on user behaviour patterns. 2.3 MAINTENANCE This section of analysis has only been included for projects where there are clear maintenance issues, most apparent when materials have failed. As some schemes are older than others, maintenance issues may be more evident for earlier Better Streets. 2.4 DESIGN ISSUES Comments have been provided based on any problems observed on site; for example where there is a tension between vehicles and pedestrians, or a clear obstruction to desire lines. For sites only recently completed, design issues may also include anticipated maintenance problems, which have not yet come to the fore. 3. CONCLUSIONS 1. OVERVIEW A summary is provided for each project detailing completion dates, funding breakdown and principal designers. Before and after photographs are shown where available and key features described. 2.1 FUNCTION This section of the site analysis looks at the key challenges of the space and how designers have sought to provide multi-functional solutions (documented with photographic evidence). 2.5 SITE INTERACTION Patterns in user behaviour were observed to determine how pedestrian and vehicle flows have been influenced by the new streetscape design. User demographic data was collected by observing a section of the street during a weekday for 30 minutes, noting who and how people interacted with the street. A questionnaire was also used to ascertain how often people frequent the street and what their thoughts are on the changes. 20 randomly selected users were asked whether they thought it was an improvement over the previous configuration. Furthermore, noteworthy quotations from these conversations were used to punctuate the report with a range of opinions. Drawing on the evidence collected from desk-based research, site visits and user feedback, a brief analytical response for each scheme has been provided, identifying the positive and negative aspects of the design. AUTHOR S NOTE ON DATA COLLECTION The context specific nature of each scheme meant that a flexible approach to data collection was employed to highlight and condense key issues. For some examples there was insufficient information available to provide an adequate response, therefore each case study follows a slightly different structure. Every effort has been made to remain impartial, informed by user comments and objective professional knowledge; however all conclusions reflect the opinion of the researcher. Transport for London BETTER STREETS REVIEW 3

6 Overview [OXFORD CIRCUS] OXFORD CIRCUS Three major roads converge at Oxford Circus: Oxford Street, Regent Street and Portland Place, contributing to a carrying capacity of people and 1200 vehicles per hour at peak. The diagonal design responds to this vehicular and pedestrian pressure by prioritising the ease of movement for all users, rather than restricting flows. Six intersecting paths encourage pedestrians to reach their destination quickly and minimise congestion. Furthermore the flexible crossing reduces the number of people jumping out between lights changing and thus contributes to smoothing the flow of traffic. The crossing functions by enabling the whole area to operate as a free-flowing pedestrian zone for 30 seconds every 2 minutes. Countdown timers allow for people to comfortably traverse the space, aware of how much time is left before the return of vehicular use. The diagonal crossing is 26 metres in length and takes the average person 22 seconds to cross. The lateral crossing is 15 metres wide and has removed guardrails to allow for a larger volume of people to cross in good time. Before: Guardrails and pedestrian crossings set back from the junction confined pedestrian activity. Date completed October 2009 Funding breakdown Summary TfL 2.85million Crown Estates 2.5million Developed by Westminster Council and the New West End Company, a strategy was implemented to reduce street clutter and improve pedestrian movement using a diagonal crossing inspired by the Shibuya intersection in Tokyo. By removing excess street furniture and through the use of a clear palette of materials, the scheme provides an innovative solution to creating a Better Street. After: Changes in paving materiality and guardrail removal blends the footway with the road and enables greater pedestrian flow. [Shared space] brings a greater sense of awareness between pedestrians and cyclists. People have got to learn to look out for each other and trust each other. Boris Johnson, Mayor of London The new design allows for people to move at their own pace. Paul Judd, Local Resident I've got to confess, looking at it now makes me a little nervous. You get a lot of what you could call opportunistic pedestrians at this junction, and I am worried they might start dashing into the road. I think it's a good idea in theory. Dougal Wilson, Video Director 4 BETTER STREETS REVIEW Transport for London

7 [OXFORD CIRCUS] Function and Materials FUNCTION MATERIALS Wide crossings are provided with a contrast in surfacing materials to demarcate major routes. High quality York stone and granite flagstones are provided in-keeping with the surrounding character. Legible London signage near each of the underground exits improves navigability. Signage such as this bollard requires review under the TSRGD. Open pedestrian islands enable high volumes of people to easily retreat to relative safety. Tactile paving inset by 1 metre is provided along the edges of each of the 12 crossing points. Extra litter bins have been added to cope with the demand for waste storage, but are not aesthetically consistent. It is important to maintain a coherent aesthetic for a scheme which has received a great deal of investment and is of such a prestigious nature. The majority of bollards and guardrails have been removed, although some remain on the approach. It may also be worth considering the merits of litter bins in general, especially for very busy areas, as they serve to attract waste across the street. Note the abundance of chewing gum stains across the paving, suggesting a more rigorous cleaning regime may be required to maintain the York stone. Pedestrians scramble across the 26m diagonal. Resin bound aggregate highlights the route. Countdown clocks are provided on the diagonals. Transport for London BETTER STREETS REVIEW 5

8 Conclusions [OXFORD CIRCUS] MAINTENANCE SITE INTERACTION CONCLUSIONS There seems to be more space but it s still too busy for me. Richard Hughes, Local worker The majority of users are shoppers and tourists, with people per hour at peak times. The design enhances the safety and convenience for all visitors to the area by widening the pavement and altering kerb lines to increase the usable footway space by 69%. Removal of the stone balustrades and the relocation of crossings to follow desire lines dramatically improves the functionality of the space. Since its completion in October 2009, some deterioration of the resin bound aggregate surface on Regent Street has occurred and requires immediate attention. SUMMARY OF IMPROVEMENTS. Underground works have disturbed the York stone arrangement and needs to be replaced in order to maintain a high quality of landscaping. The response from local people, who knew the area before the streetscape interventions, was positive: 75% of participants consider the scheme as good or excellent, compared with 20% before. The range of facilities was noted as the weakest element of the design and some people wanted more opportunities for seating. The new layout responds to transport issues by allocating a formalised bus lane and with the relocation of a bus stop from south of Oxford Circus to the north, improves issues of congestion on Regent Street. The hard landscaping successfully echoes the shape of the Circus by featuring a concentric ring arrangement in the paving. This enhances the existing character of the area and contributes to the overall clean aesthetic. The construction exhibits a high quality finish with good attention to detail. Feedback from shop stores fronting onto the Circus was also generally positive, and they welcomed the more open aspect of the street. The Nike Town store reported a 9% increase in customer numbers for November 2009 compared to 2008, which may be partially related to these street improvements. The streetscape is generally free from clutter and offers clear sight lines. 6 BETTER STREETS REVIEW Transport for London

9 [COULSDON TOWN CENTRE] Overview COULSDON TOWN CENTRE High quality townscape improvements and traffic management solutions aim to encourage urban activity and re-establish Coulsdon as a local leisure and retail destination. The first phase of improvements centred on the A23 relief road, Farthing Way, to remove a substantial quantity of traffic from the town centre along Brighton Road. This development provided the catalyst for the second phase which looked to restore the town centre by making it more accessible, legible, permeable and vibrant. Before The design strategy for the Coulsdon Town Centre Improvement Scheme Phase 2 sought to: Date completed March 2010 (originally scheduled for May 2010) Designers Funding breakdown Summary Matrix Associates, Burns & Nice TfL 3million (Major Schemes) The Coulsdon Town Centre Improvement Scheme, fully funded by TfL and delivered in partnership with LB Croydon, focuses on traffic congestion and vehicle speeds to prioritise the pedestrian. Naked street principles have been employed to keep signage and road markings to a minimum. Movement of HGVs through the town has also been restricted and a more attractive streetscape created. Provide an attractive streetscape with minimal clutter and improved amenity. Reduce through traffic and limit traffic speeds. Enhance pedestrian priority on Brighton Road. Stimulate frontage activity and local business opportunities. Increase the size of public spaces. The character of the High Street was reinforced by increasing kerbside activity, with wider footways, crossing points, bay parking and a central median strip to reduce traffic. Boulevard tree planting was introduced south of the junction with Chipstead Valley Road to further improve the aesthetic quality of the streetscape. Anything that helps bring more footfall, I am all for it. Amanda Davis, Chairwoman, Coulsdon Business Partnership After A sense of identity has been established with new lighting columns and banners along the road, and gateways clearly defined by realigning entry points to Brighton Road. A distinctive concentric ring paving treatment at the junction between Brighton Road and Chipstead Valley Road also provides a focal point in the town centre. Although it does not strictly function as a shared surface, it creates the appearance of a central public space by linking the footway and road, reducing traffic speeds and providing a pedestrian oriented crossing environment. Transport for London BETTER STREETS REVIEW 7

10 Site Analysis [COULSDON TOWN CENTRE] FUNCTION MATERIALS DESIGN ISSUES MAINTENANCE Crossing points and refuge islands check traffic speeds, but some excess street signage remains. Granite paving is used across the scheme with 600x200 units on the central strip / footway edges. The lowered kerb at crossing points is too steeply inclined and all paving units have failed. The central median strip receives considerable pressure from buses and the setts have broken up. The furniture zone and footway are clearly defined with minimal clutter. Street furniture is clean and well-maintained with a style distinct to Coulsdon. Minor roads have no tactile paving to warn pedestrians of the crossing. Damage to a central reservation has not been repaired. The appearance of a central public space offers aesthetic character and prioritises the pedestrian. The granite median strip has received extensive wear on this busy bus route, particularly on turns in the road. The tightened corners and level surfaces are frequently cut across by drivers Granite setts have failed on the rise to numerous raised tables. 8 BETTER STREETS REVIEW Transport for London

11 [COULSDON TOWN CENTRE] Conclusions SITE INTERACTION CONCLUSIONS A tree has been removed requiring a corresponding paving slab to be laid. The central reservation is prone to collisions as drivers use the median strip to drive too closely to the centre of the road. (Note: User demographic data not collected for Coulsdon) The user data highlights a propensity for participants in Coulsdon to respond good for most categories. There was a notable improvement on how the street used to be, and as the majority of respondents were local residents, they could remember the street before the changes. A number of people commented that the works had not resulted in them frequenting the street more often however, and low footfall continues to affect the vibrancy of the street. The street looks better than it did but traffic still goes too fast. Ali Hussain, Local worker Implementation of the A23 relief road has enabled the justification for wider footways and slower traffic speeds along Brighton Road. The street remains a busy bus route however, and these pressures can be seen in the wear of paving materials, particularly along the median strip. A number of large vehicles were observed with their tyres on this central reservation, as the road is quite narrow. These setts are not as durable or easy to repair as a tarmac road surface and a new design solution is required. Another problem is the low footfall in the area, although Croydon Council have noted a 70% increase since completion. Nevertheless the area is quiet and a major development may be necessary to support these streetscape improvements and fulfil the brief of creating a retail and leisure destination. The quality of the environment is relatively good and locals expressed general approval of the scheme. There are some opportunities to further improve the street by considering further decluttering and public space provision. Street signage requires review under the TSRGD; for example on this road only one sign is necessary. Two types of keep left bollards are used adding further clutter to the streetscape. I would like more things to do, like a park or cycle hire. There s not much to bring you here, really. Local resident The entrance to Brighton Road has an overly complex traffic arrangement with a number of signalised crossings and central islands. The Council is liaising with the car park owner to achieve an open forecourt and merge the public spaces. Transport for London BETTER STREETS REVIEW 9

12 Overview [WOOLWICH TOWN CENTRE] WOOLWICH TOWN CENTRE Major streetscape redevelopments are contributing towards the rejuvenation of the urban fabric in Woolwich, encouraging people to return to the heart of the town at both a social and commercial level. Phase 1 of the TfL works focused on the intersection between Plumstead Road and Woolwich New Road, improving the quality of the pedestrian space with innovative seating arrangements, tree planting and a clean palette of materials. This was followed by the re-location of bus stops to Woolwich New Road in Phase 2, and a re-configuration of bus routes to better serve the area linking with the new DLR station. Further to improving accessibility and streetscape quality, two central spaces are being redesigned to provide amenity space: a contemporary terraced park at General Gordon Square and a hardscaped market area at Beresford Square. These designs provide functional variety and respond to the historic trading character of the old town. The design brief developed by Greenwich Council proposed the delivery of a well designed, robust and sustainable public realm, strengthening the existing buildings, shopfronts and spaces, while supporting new business and growth. The redesign promotes accessibility and inclusivity at a strategic and local scale, with the area playing a key role in the Thames Gateway Interim Plan and future Crossrail development. Bus Interchange on Woolwich New Road Plumstead Road Date completed Plumstead Road November 2008 Woolwich New Road March 2010 General Gordon Square October 2011 Beresford Square and Market Ongoing Funding breakdown DfT 2.6million (CIF) TfL 3.2million (Plumstead Road), 2.4million (W. New Road) Section k Plumstead Road Beresford Square and Market Woolwich New Road General Gordon Square Summary The London Borough of Greenwich implemented a series of schemes in Woolwich Town Centre: improving the bus interchange adjacent to the station, widening the pedestrian zone along Plumstead Road, and redesigning General Gordon Square as part of the Mayor s Great Spaces strategy. 10 BETTER STREETS REVIEW Transport for London

13 [WOOLWICH TOWN CENTRE] Plumstead Road Site Analysis PLUMSTEAD ROAD FUNCTION MATERIALS MAINTENANCE Although the development at Plumstead Road was completed in November 2008 before the Better Streets programme was drafted, it is an exemplar project for highlighting the inclusive design approach which has since been applied across the whole town centre. A large pedestrian area was created to provide an extension to the market space at Beresford Square and act as a major bus interchange. The super crossing reconnects the town centre with the Royal Arsenal, while new signalised crossings and road surfaces brought up to pavement level at side roads, improve navigability for disabled users and those with buggies. A concerted effort has been made to improve the quality of environment with more than 100 trees planted alongside the road and the installation of bespoke street furniture and longer bus shelters. The widened footway can accommodate market stalls with bollards controlling vehicular access. The super crossing features tactile paving, a lack of guardrails and a flush paved surface. The old conglomerate paving (left) blends well with the new granite block paving. Bollards are positioned to control access but this clutters the street in places. The site is in a generally good condition with paving, street furniture and edge treatment sufficiently robust for coping with the demands of a busy bus interchange. The key concern is the condition of the tree planting in the pedestrian zone; thin canopies suggest poor health and some have already been removed without repairing the footway. CONCLUSIONS The design is successful at extending the activity of the town centre out towards the A206 and beyond. The playful design of the street furniture and planting arrangement creates a more varied and interesting space to engage with. As a result, people are willing to spend longer periods of time in the area, contributing to a safer, bustling streetscape with greater passing trade. The improvements made in Woolwich are good examples of the way we want to use design to improve the look and feel of London's public spaces. Kulveer Ranger, Mayor of London's Transport Advisor New tree planting lines the central reservation. A vibrant contemporary streetscape. Bespoke informal seating is a key design feature. Transport for London BETTER STREETS REVIEW 11

14 Woolwich New Road Site Analysis [WOOLWICH TOWN CENTRE] WOOLWICH NEW ROAD FUNCTION MATERIALS MAINTENANCE The re-location of bus stops to Woolwich New Road is a significant component for changing the functionality of the town centre, allowing Greens End and General Gordon Place to operate as pedestrian zones. The scheme complements the Plumstead Road urban realm improvements by connecting the public squares with wide footways and minimising visual clutter. Zebra crossings prioritise pedestrian movement to the Woolwich Arsenal station. Granite corduroy paving is of a high quality and steps are graded to cater for the incline. The herringbone block paving used to demarcate pedestrian crossings is exhibiting signs of wear. These works have not only improved the look and feel of the town, but have also enhanced community access to local businesses and other facilities. Cllr Peter Brooks, Greenwich Council Deputy Leader Crossing locations have been moved to accommodate desire lines. Cobble paving and bollards are used to direct pedestrian and cyclist flows. Some poor quality workmanship is evident along sections of the road. CONCLUSIONS The streetscape improvements focus around the functionality of the bus interchange and prove to successfully link the two town squares with the station. A clear strategy of contrasting materials is used to separate pedestrians and vehicles, with wide footways contributing to a feeling of spaciousness. Furthermore, by restricting traffic flow to buses and taxis, congestion is minimised around the busy station and town centre. The DLR station improves connectivity to Stratford. Greens End now functions as a market space. Cycle parking is provided outside the station. 12 BETTER STREETS REVIEW Transport for London

15 GENERAL GORDON SQUARE FUNCTION [WOOLWICH TOWN CENTRE] General Gordon Square Site Analysis MATERIALS Functioning as the main public square and green space for Woolwich, General Gordon Square has been redesigned to offer a more open aspect and better linkage with the Equitable Building to the north-east. The space provides flexible open space for local and seasonal events with diversity in its soft and hardscaping elements. Formally opened on 8 th October 2011, the contemporary scheme designed by Gustafson Porter, utilises Space Syntax principles to improve connectivity by following major desire lines. The site is characterised by wide terraces which create an informal amphitheatre effect, reiterated in the provision of a lower level events space. The addition of a LOCOG TV screen further reflects the design brief to function as a major events space. Granite paving flags close in dimension to Woolwich New Road gives a homogenous aesthetic. Terraces bisect the space, although concerns have been raised regarding disabled access. Stainless steel street furniture and light granite paving for steps improves accessibility and legibility. CONCLUSIONS Integrated granite seating acts as a retaining wall. The design appears to have considered a range of issues regarding accessibility, topography and functionality at an environmental and social level. The water scrim at the heart of the design reflects this ethos for creating a high quality, flexible space, offering a focal point for Woolwich. The terraces are effective at providing seating and visual interest, and establish strong links between Woolwich New Road and Greens End, to encourage healthy through movement. Transport for London BETTER STREETS REVIEW 13