Visual Identity Guidelines. South Bristol Link. Route Corridor Guidelines. City Design Group. April 2013 City Design Group

Transcription

1 Route Corridor Guidelines City Design Group

2 Contents 1 Introduction Page 3 2 Design Concepts Page 4 3 Design Parameters Page 8 4 Stop Typology Page 10 5 Characterisation Page 14 6 Context Analysis Page 16 7 Wayfinding Strategy Page 20 Prepared on Behalf of the West of England Partnership 8 Worked Examples Page 30 Neighbourhoods and City Development Bristol City Council with Luck Associates Crown copyright and database rights OS Survey

3 1 Introduction Rapid Transit 1.1 The Context for Investment in bus rapid transit offers an opportunity to improve the public transport offer within the West of England area, and to positively contribute to the city and its environment. The application of good design principles to the route, stop locations and operational infrastructure, will establish an overall visual identity for the system that will help to define public perceptions and passenger experience. The overall aim of the project is to raise the bar with regard to the perception of public transport serving the wider urban area, and introduce a recognizable rapid transit service as a key element within the transport hierarchy. 3

4 2 Design Concepts Fig 1 Identifying the design elements. These elements will be combined in response to local context considerations and a wayfinding and information strategy Overall Concept 2.1 Developing identity The overall approach is to create a strong visual identity for the wider system that is composed of a range of interrelated design elements that can be creatively combined: Mapping & Graphic Design Elements a to reveal and communicate the bus rapid transit system as a whole; b to respond to the specific qualities and opportunities of individual locations; c to promote an open system that facilitates connecting walking and cycling journeys; and d to ensure low environmental impact solutions both in terms of the impact on the local context and the use of sustainable construction and energy technologies. Public Realm Design Palette Bus Rapid Transit Visual Identity Product Design Components BRT Vehicle Design 4

5 2 Design Concepts Key Principles Aspects of identity 1 Bespoke shelter concept 2 Ticketing technology 3 Temple Meads hub 4 Walkzone mapping 5 Travel Plus identity 6 Connecting modes 2.2 The foundations of a design approach The following key principles guide the detailed development of the visual identity: Authentic a visual identity that represents a significant change in the quality of the experience of all public transport users including reliability, frequency, comfort, convenience and ease of use; Distinctive a contemporary visual identity that is derived from the character and identity of the West of England area; one that is instantly recognisable by all public transport users, including residents and visitors to the city and which is clearly differentiated from existing bus services; Clear a visual identity that is uncluttered and easy to understand; avoiding over dominant commercial advertising or complex design responses that can erode clarity and a design approach that seeks to meet all passenger needs; Comprehensive a visual identity that provides reassurance and passenger confidence through the consistent application of core design elements across all stages of the journey experience. (journey planning, waiting, boarding, riding, alighting, onward journey). Encompassing vehicle livery and interior design, stop environments, route sections, and information systems; Place Referenced a visual identity that is also formed in response to the sense of place and locational characteristics of individual route sections and stop environments, including the use of local place names; and Connecting a visual identity that builds on an open system approach that reveals and communicates walking and cycling routes, and onward bus services that connect to and from stops - helping to facilitate seamless journey experiences and linkages to key destinations and visitor attractions. 5

6 2 Design Concepts Design Drivers 2.3 Establishing the design tools 2.4 Technical requirements 2.5 Locational requirements The development of design concepts comes essentially from two sources of knowledge. Firstly a detailed understanding of the MetroBus system, its dimensional requirements, operational plan and engineering scope, and secondly an appreciation of place, the physical environment, topography, land use, history and character. In addition the designer should be aware of issues relating to cost, programme and deliverability, and use these as a check against any emerging ideas. Design drivers are those aspects of the project that strongly influence the development of a design concept. These can be general, relating to the key principles, covering such matters as fit for purpose, high quality, affordable, safe, accessible, robust, attractive, and distinctive. It is however the more specific design drivers that will influence the individual identity and experience of the final system. These include technical and locational requirements and the development of design themes. The following design drivers will strongly influence the development of a design concept: a Technical Requirements b Locational Requirements; and c Design Themes These cover the dimensions and performance standards required to meet the operational requirements of the system, as well as general standards linked to health, safety and accessibility. Many of the dimensional requirements arise from the vehicle choice, which in turn defines the height and length of platforms and the turning areas to be applied. Specific locations will determine any adjustment or flexibility of the standard design needed to fit distinct places along the route. Locational requirements range from the scale and capacity of individual stops and the arrangement of components, to the landscape treatment used to reinforce or strengthen the character of the place. Also considered are the presence or otherwise of underground services, ground conditions and flood risk. A creative, and perhaps public art approach can be used to integrate a greater degree of local identity to stop environments. In locations with strong community associations public art can be used as a mechanism to engage with local people and increase ownership and ongoing custodianship. The location of a stop will also provide future opportunities for improved interchange, access and integration. 6

7 2 Design Concepts Design Themes 2.6 Preferences to establish distinct identity A common Language Reinforcing context Adaptable components Positive environmental impact The chosen design themes set the preferences that are incorporated into the design to further develop its identity and uniqueness. The following four principles will inform the further development of a coherent and identifiable primary public transport system. To create a coherent and consistent approach to key design elements by: establishing a common graphic language to inform passengers consistent application of wayfinding information based on the principles of the legible city initiative utilising a distinctive modular kit of parts with which to furnish stop environments establishing a quality threshold to the landscape treatment of route corridors ensuring distinctive vehicle livery To enable passengers to intuitively recognise stops and get a better sense of the overall journey by: maintaining key views to local features and landmarks when siting and arranging stop components taking a contextual approach to the design of new bridges, ramps and other civil engineering works along the route Developing a clear sequence of names for stops and new features, that are comprehensible and relevant to local people and other users To establish identifiable and high performance design responses at each stop location by: the creative application of a high quality and consistent kit of design components. maintaining quality through the prefabrication of a limited number of design elements that can be assembled on site accommodating flexibility in order to respond to changes in passenger numbers by using designs that can be either expanded or contracted as required increasing maintainability by the use of design components that are replaceable and repairable whilst maintaining the underlying infrastructure To ensure the design of the system and its infrastructure are sustainable by: improving the use of resources though design solutions that are efficient, robust and make the most of existing features and materials reducing energy use through good management and innovation building sustainable communities by responding to local need and acting inclusively to encourage local patronage promoting heathy lifestyles though reliable and sustainable transport provision, and ensuring good connectivity with walking and cycling through the inclusion of facilities such as cycle parking. 7

8 3 Design Parameters Responding to Location 3.1 Establishing the design tools In developing specific design proposals for each stop environment along the rapid transit corridor, it will be necessary to take into account a number of specific visual identity aspects. These will help to determine the extent to which each stop will provide an appropriate level of passenger facility whilst reinforcing overall system identity and help to reveal and enhance the local context. Criteria 1 Walkzone / Accessibility and Density Analysis of an appropriate walkzone will indicate the potential for the area to generate passengers given the density of dwellings and the relative importance of walkable destinations. Tolerable walk distances are affected by type of trip, availability of time, reliability and frequency of transport service and overall walking environment. Studies in Canada and the US have determined that within a 400m (5 min) walkzone, nearly 40% of residents would use a public transport system on a regular basis, and are considered well served. Criteria 2 Connected to Transport Services An open transport system is one which is designed to be integrated with other services and modes, and will benefit from feeder services to increase passenger numbers and viability. To work effectively the services should be connected and complementary. The bus rapid transit service should have a clear role within the network and should avoid duplicating other services such the GBBN network. Bus rapid transit should be at the heart of the walking and cycling networks, in addition to providing a primary service linking park and ride and rail services with Bristol City Centre. Criteria 3 Connected to Place Stop locations should foster a strong sense of arrival and distinction of place. The choice of stop location should provide a memorable destination, whilst precise siting should seek to maximize a visual connection to a place that is recognizable to users. In outer areas local centres which are prominent in users understanding of the wider city will provide the best locations the bus rapid transit system. The proximity of stops with significant public realm and landmark buildings or spaces will enhance the connection with place. 8

9 3 Design Parameters Criteria 4 Sense of Arrival / Destination The design of the stop environment should reinforce the place through the arrangement of distinctive stop components and integrated landscape treatment. The stop should have a prominence within its location and be directly visible from key routes and spaces. Criteria 5 Distinctiveness / System Legibility The identity of the bus rapid transit system should be clearly communicated and distinctive from other public transport systems. Stop components can be used to distinguish the service as well as communicate its primary nature, quality and reliability of the service The use of integrated wayfinding and mapping components can increase the sense of arrival to the local area and its connection with the place.. The legibility of the bus rapid transit corridor as a fast and direct service should be communicated through the design and treatment of the route. Criteria 6 Place Making Potential The stop location should have the potential to reinforce the qualities associated with a primary transport system. Investment in bus rapid transit will be enhanced where linked to other regeneration or investment activity. Complementary facilities to improve waiting for passengers such as toilets, cafes and news stands will increase the suitability of the location for public transport. 9

10 4 Stop Typology Creating a Hierarchical System 4.1 Matching places with scale of provision The bus rapid transit proposals require the creation of stop environments in diverse locations with differing patterns of use. The kit of parts approach can be used successfully to respond to the variations in context and scale. It is useful, however, to further develop the concept of a stop typology to guide design solutions. As the route travels into the city from the outer areas passenger numbers and diversity will increase requiring higher concentrations of facilities and more complex responses to wayfinding and information. Modular Prefabricated and Adaptable Illustrative Stop Environment Designs One of the key design considerations is the way in which common stop components help to communicate a strong identity for the transport system. Components should be used in a flexible way to respond to the variety of locations around the network. The design of the kit of parts should be flexible enough to increase or reduce stop capacity by plugging in or removing components. Stops should be easy to repair, maintain and upgrade over time without the need to replace the whole stop. Relating directly to the stop locations along the Proposed the following types of stop environment have emerged. Transport Interchange - Type A District Stop - Type B Neighbourhood Stop - Type C Both Hengrove Park and the Park and Ride site at Long Ashton bring together a wider number of public transport services and should be considered as a transport interchanges. They should incorporate an appropriate information hub which provides clear an accurate information to passengers regarding ongoing services and destinations The concepts illustrated within these guidelines, are based on initial design development, and aim to demonstrate the following: a modular and prefabricated palette of limited, but adaptable components; an affordable, robust and maintainable kit of parts; creative application to ensure that smaller stops are recognisably part of a family alongside more complex interchanges, in order to reinforce the identity of the wider system. Although the drawings included here are based on sound design concepts, the images are none the less illustrative. Any development of this approach needs to be subject to further design refinement with input from structural and civil engineers, product designers and manufacturers. 10

11 4 Stop Typology Key Components Neighbourhood Stop Type C Stop Marker Brand Identity Lighting CCTV Shelter potentially incorporating Brand Identity Route Flag Lighting CCTV Seating Service Information Ticketing Facilities Real Time Information Commercial Advertising Stop marker Surface treatments Shelters Information The stop marker potentially provides a strong element to help identify the system as a primary public transport system. A tall pylon type marker or totem should be located to increase the visibility of the stop from key routes. Designs which incorporate lighting and CCTV will add to the security an safely of the stop. Stops will require raised kerbs to maintain the accessibility of vehicles. The application of a common surface treatment to the stop area alongside the vehicle bay will further add to the identity of stops along the route. Detail design choices should have regard all existing treatments along the route and incorporate materials that provide a strong but neutral visual appearance, can be constructed to allow for the installation of shelters seats and other furniture, and are maintainable to a high standard. In addition to weather protection, the shelter is a key element of the stop environment and will help to communicating the quality of the bus rapid transit system. The shelter will need to accommodate elements such as advertising, seating, litter bin, bus stop flag, lighting, CCTV, passenger information, wayfinding and ticketing facilities. It is essential that these elements are incorporated within an overall design concept, and coordinated to present a strong visual identity for the stop. Considerations for maintainability and replacement are key to the longer term image of the system as a whole. Coordination of information encompassing service timetables, ticketing, bus livery, realtime information and associated wayfinding should be established to further reinforce the identity of the MetroBus system. This should be established through the nomenclature, use of language, and graphic style of all printed and real-time information. 11

12 4 Stop Typology Stop Typology on SBL District Stop Type B Stop Marker Potentially incorporating Brand Identity Lighting CCTV Transport Interchange Type A Stop Marker Potentially incorporating Brand Identity Lighting CCTV Shelter incorporating Brand Identity Route Flag Lighting CCTV Seating Service Information Ticketing Facilities 12

13 4 Stop Typology Shelter Potentially incorporating Brand Identity Route Flag Lighting CCTV Seating Service Information / Wayfinding Ticketing Facilities Real Time Information Commercial Advertising District Monolith Potentially incorporating Brand Identity Lighting Real Time Information Local Area Wayfinding 13

14 ILL D 5 Characterisation Fig 2 Plan showing the route of the Proposed 2.1 Reinforcing Character Zones The travels from the Long Ashton Park and Ride site through to Hengrove Park at the heart of South Bristol. Over 60% of the route will travel along a new highway which will travel through existing open land to the west of Bristol, utilising the corridor reservation between Highridge Common and Hareclive Road. At Hengrove Park the stop is set within a new townscape created by the recent developments of the South Bristol NHS Community Hospital and Skills Academy. The character of the route will largely be determined by the design and landscape treatment of the new highway work. Stop locations will be created as new infrastructure along the route, with the exception of the stops at Imperial Park and Hengrove Park where existing stops will be upgraded to the new bus rapid transit standard. The route can be characterised as distinct sections which are determined by the scale and nature of the new highway works. These include the following: P ROVI DENC E LA N E railway LONG AS H TO N CLEVEDON R O A D ROA D Weston-super-Mare G LEBE ROA D YAN LEY LA N E ASHT O N Long Ashton Park & Ride links to Festival Way LONG ASHTON BY PASS Airport Flyer link to Bristol Airport ROAD Brookgate A38 Stop H I GHRIDGE CLANAGE RD to city centre & Temple Meads bus only link GREEN BRIDGWATER ROAD A38 KINGS HEAD L ANE CHURC H ROAD DUCKMOOR ROAD NORTH BISHOPSWORTH ROAD STREET Hareclive Road GR EVI LLE ROAD ST PE T E R S RISE HARTCLIFFE ROUNDABOUT New and realigned road NOVERS H NO V E RS HILL NOVERS LA NE LEINSTER AVENUE HENGROVE ROUNDABOUT ST LU KE S ROAD MetroBus (Rapid Transit) route New footway/cycleway route BEDMINSTER ROAD H A RTC LIFFE WAY M ALAGO RO A Ashton Vale to Temple Meads MetroBus (Rapid Transit) route HENGROVE WAY A4174 R LANE ST JO H N S EDCATCH R D North Fringe to Hengrove MetroBus (Rapid Transit) route MetroBus (Rapid Transit) stop Park & Ride site Imperial Park South KEY DAVENTRY ROAD AXBRIDGE ROAD THROGMORTON ROAD BAMFIELD to city centre & North Fringe AIRPORT N ROAD WA LSH AVEN U E The proposed busway linking the Park & Ride site with Brookgate The 4 lane stretch of road between Brookgate and the A38 The new single carriageway linking the A38 to Highridge Common The reinforced tree lined avenue from King George s Road to Imperial Park, and on to Hengrove Park 14 BRI DGWAT E R R OA D A38 Gatehouse Centre Highridge Common Queens Road Withywood Community Centre HIGHR IDGE ROA D FOUR ACRES QUEEN S ROAD BISHPO RT AVENUE H AR EC LIV E ROA D HAR EC LIVE ROAD HA W KFI E LD RO A D Hengrove Park WHITCHU RCH LANE The Hengrove Park and Imperial Park South bus stops are for information as part of the overall bus rapid transit scheme, but do not form part of the planning application. BAMFIELD WHITCHURCH LANE BD4228

15 5 Characterisation Character Zones 2.2 ZONE 1 - Busway 2.3 ZONE 2 - Carriageway and bus lane 2.4 ZONE 3 - Single carriageway 2.1 ZONE 4 - Tree Lined Avenue The busway linking the Long Ashton Park and Ride facility to the bus gate at the Brookgate stop provides an introduction to public transport passengers travelling into the City using MetroBus services along the. This Zone together with Zones 2 and 3 form the rural half of the route. The existing landscape provides an attractive rural edge to Bristol and in essence aspects of this should be maintained and visually reinforced to users of the route. As a response to flooding risk it is proposed that this section of the route is raised above the plain on a low embankment. Open views over fields and hedgerows to the rising land in the direction of Ashton Court, and Long Ashton should be maintained. Softer treatments for kerbing and drainage together with management of the natural meadow and hedgerow landscape will provide an appropriate setting for the route. Between Brookgate and the junction with the A38 the scale of the new road will increase to incorporate four traffic lanes in total. Passing under the raised railway line close to the Brookgate stop will provides a key feature along the route and a transition from the low lying open landscape to the north and the rising slopes below the A38 Bridgewater Road. Given the existing topography including the railway embankment the wider area has an enclosed feel with fewer opportunities for long views. The existing character is dominated by the woodland following the course of Colliters Brook. Reinforcement of the woodland character through new planting and landscape management provided an opportunity to increase the distinct feel of this section of the route. The section of route between the A38 toward Highridge Common passes through the higher land currently characterised by fields and paddocks bounded by mature hedgerows. This echoes much the character of Zone 1 and a similar approach to ensuring that the edges of the new highway are softened in terms of a wider landscape treatment with help to retain and emphasise the rural qualities of this section of the route. Approximately half of the route is within the urban area of South Bristol and is made up of a mix of new and existing highway. Aspects of the existing route such as King George s Road, Hengrove Way, and Wills Way include elements of urban avenue planting that could be extended to provide this part of the route with a strong identity associated with urban street tree planting and grass verges. Whilst this is likely to be a relatively loose concept the long term aspiration should be to establish enough continuity along the route in order to provide a coherent corridor for public transport. 15

16 6 Context Analysis Existing Stop Locations and Link Sections Existing Views 1 Long Ashton Park and Ride 2 Location of Brookgate stop 3 Fields to the West of Ashton Vale 4 Existing footpath tunnel below railway S1 Long Ashton Park and Ride The Park and Ride site is currently served by the 903 bus, and will provide a major gateway to the MetroBus system for commuters and visitors from the south, North Somerset and beyond. The existing 1500 space car park has a landscape setting of tarmac circulation and softer gravel parking areas broken up with low hedges and small scale tree planting. The small single storey hub and service building is domestic in both its scale and feel and is architecturally understated. This stop is for information as part of the overall bus rapid transit scheme, but does not form part of the planning application. L1 Long Ashton to Brookgate This short busway link route will travels through open land to the west of the Ashton Vale housing area. Whilst the character of this stretch of the route may be affected by the development or otherwise of the proposed football stadium the main visual context is the open fields lying to the west below Long Ashton. The busway may need be raised above the existing flood plain,however this could be mitigated by reinforcing the hedgerow character of the area whilst maintaining the impressive longer views to the west. S2 Brookgate The character of the Brookgate stop will be established by the new road infrastructure and bus gate junction proposed in the vicinity of the stop. The site is currently on the edge of fields to the rear of the industrial estate at South Liberty Lane, with views back to Ashton Court Mansion and the Clifton Suspension Bridge. The rear security fencing to the industrial units currently provide a poor visual edge to this location, and softening of this along with improved connectivity to South Liberty land should aim to provide a better setting for the stop. L2 Brookgate to A38 Stop Link From the Brookgate junction the new highway linking the A370 and A38 will include a single carriageway road with dedicated 3 metre wide bus lanes on either side and an additional shared footway and cycleway to the west. The route is proposed to travel to the east of the existing tunnel below the railway line, following the line of Colliters Brook in a southerly direction to the higher land and the A38, in a woodland setting. 16

17 6 Context Analysis Existing Views 1 Location of A38 stop 2 Highridge Common 3 View from A38 towards Dundry sloped 4 King George s Road S3 A38 Stop After a steep climb up to the A38, the proposed stop is located to the north of the new crossroads. The site affords good views to the north toward the Clifton Suspension Bridge, and is currently the most remote of the stops along the. The existing tree planting and hedgerow at the entrance to the Yanley Landfill site will be affected by the creation of the new road, and the site will require significant landscape work to establish a sense of place. L3 A38 Stop to Highridge The new section of road between the A38 and highridge Common is proposed to be narrower than the previous section with metro bus sharing the single carriageway road. The route will pass through the open fields to the west of the urban area and is very much characterised by the informal field boundaries, native hedgerows with intermittent trees. Views across to Dundry and its church tower help to reinforce a sense of place along the route and retaining views should be a consideration of any planting strategy. S4 Highridge Common Highridge Common marks the edge of the urban area. The open grassland is bounded by intermittent and domestic scale buildings and establishes a subtle transition from countryside to town. A prominent group of trees will be lost as part of the associated highway works. A reinstatement of a similar group at the apex of the common would help to mark the significance of the stop location and the change from the informal rural landscape to the more urban avenue planting of King George s Road and beyond. L4 Highridge Common to Queen s Road The link along King George s Road is characterised by wide verges cut across by a high number of access drives. The current proposal does not intend to significantly widen the highway as originally intended, and as such the scale of the road will remain much the same although increased traffic will alter the overall character of the street. The existing planting is fragmented with a mix of tree species of varying age and condition. To strengthen the character of the route, improvements should seek to establish a more formal avenue using a stronger pattern of street trees at more regular intervals. 17

18 6 Context Analysis Existing Stop Locations and Link Sections Existing Views 1 Location of Queens Road stop 2 Highway reserve at Hareclive Road 3 Exixting flats ajacent to reserve 4 Hengrove Way S5 Queen s Road The Queen s Road stop is located in the dip to the east of King George s Road and as such the location has a more enclosed character than other stops along the proposed. Surrounding uses do not directly overlook the stop location and as such the site has a more isolated feel than is suggested by a plan of the area which shows close proximity to local shops and services along Queen s Road. The design of the stop should aim to increase its prominence from the Queen s Road junction. L5 Queen s Road to Hareclive Road The route to Hareclive Road follows the line of the highway reservation. Existing housing generally faces away from the green space, which is informally lined with trees and bushes. The corridor widens as it approaches Hareclive Road forming an open grassed area. The proposed single carriageway widens to allow set down and pick up at stop locations. The new route could be planted to extend the formal character of King George s Road and create a strong urban boulevard. Further planting behind the road corridor will help to protect the housing from increased noise. S6 Hareclive Road Two stops will be located on opposite sides of the proposed junction with Hareclive Road. The area is currently characterised by its openness and green setting given by the extensive grassland reservation. The grass verges currently add to the suburban character and can be included within the new road layout to reinforce this. Views to the existing community centre to the south and Lidl supermarket to the north begin to identify the location as a district centre, although both buildings are relatively understated. L6 Hareclive Road To Imperial Park The route will follow a new section of highway and dissect the green swathe of grassland between Whitchurch lane and Whitland Road. At the roundabout with Cater Road the route uses the slip road away from Hengrove Way to join the more modest approach to the Lakeshore Housing development and Imperial Park. The new access road past Lakeshore to Imperial Park has been recently constructed and currently lacks the intensity of use and maturity of landscape that could eventually help to characterise the route as a distinct part of the journey. 18

19 6 Context Analysis Existing Views 1 Bus stops at Imperial Park 2 Bristol College Skills Academy 3 Tree lined Wills Way 4 Recent shelters at Hengrove Park S7 Imperial Park The stop lies to the south of the existing retail park alongside existing local bus stops. The area is to the rear of the Pizza Hut restaurant and ancillary services, but is characterised by its generous pavements and open character. The pedestrian link through to the retail area is short but requires greater activity and improve landscape treatment to animate and improve the attractiveness the existing route. Existing bus stops are modest in relation to the scale of the paved area and as such fail to provide a strong visual focus or destination. This stop is for information as part of the overall bus rapid transit scheme, but does not form part of the planning application. L7 Imperial Park to Hengrove Park S8 Hengrove Park The proposed stop is located adjacent to the newly developed South Bristol NHS Community Hospital. Together with the scale and design of the recently developed Bristol College Skills Academy these buildings of public significance alone providing a strong destination. The impressive development which incorporates good quality public realm works provide a strong built identity for terminating the MetroBus route. The new development has included stop facilities and shelter based on the GBBN standard which may need some adaptation to help reinforce the identity of the bus rapid transit service. This stop is for information as part of the overall bus rapid transit scheme, but does not form part of the planning application. The route between Imperial Park and Hengrove Park is travels through a traffic dominated environment of roundabouts and duelled roads, set within a green setting that is disassociated with its urban hinterland. The link follows the tree lined Wills Way approach into Imperial Park onto Hartcliffe Way and around the extensive Hengrove roundabout. Whitchurch lane continues the duel carriageway character to the new entrance into the Hengrove Park development alongside the Bristol College skills Academy. 19

20 7 Wayfinding Strategy Fig 3 Walkzone distances and walk times Connectivity and Walkzones 3.1 Open and Connected 3.2 Walkzones One of the main objectives of the project is to promote a system that is open, connected and distinctive. All transport systems have the potential to contribute to a journey, but few will cover the entire journey from origin to destination. As such the ultimate success of the system will be its ability to link with other modes of transport and walking routes within the city. The aim in arranging stop components should be to respond to the individual location to enhance its distinctiveness and maximise the natural legibility for passengers both approaching and leaving the stop. The system should both improve passenger experience and understanding of the place and contribute to its identity and character. In order to gain a greater understanding of likely patronage, it is useful to consider a reasonable catchment area for each of the proposed stops. Using an established 400 metre / 5 minute walkzone as a guide, the aim of this analysis is to determine both the potential origins of passengers as well as key destinations. It is then possible to determine the main pedestrian routes and thoroughfares linking into the stop destination, and show where wayfinding needs to be reinforced by mapping or directional information incorporated into the stop environment. Detailed studies in other parts of the world acknowledge the importance if the 400 metre walkzone, although it is also accepted that in suburban areas that walkzones of greater distances are justifiable in assessing the potential patronage of a public transport stop. The extent to which passengers will walk to access public transport will relate to the quality and reliability of the service and the overall quality of the walking environment 400 metres (5 minutes) 800 metres (10 minutes) 20

21 7 Wayfinding Strategy Fig 4 Walkzone coverage along the 3.3 Walkzones and Stop Distribution Walkzone analysis can be used to indicate an over provision or under provision of stops along a rapid transit corridor where the efficient travel speed needs to be balanced against stop provision. The diagram of walkzone distribution for the South Bristol Link indicates a significant overlap in the area of the Queen s Road stop, which has influenced the approach to the design and scale of stops in this area. 21

22 7 Wayfinding Strategy Wayfinding components Applying Principles of Legibility Transport Interchange - Type A District Stop - Type B Neighbourhood Stop - Type C As part of the overall design concept there needs to be a degree of consistency in order to develop a system identity that is recognisable, reliable and coherent. This needs to be balanced alongside aspects of the design, which help to reveal the identity of the different places along the route. Applying sound principles of legibility should aim to improve peoples understanding, experience and enjoyment of a place and consequently increase accessibility and ease of movement. Providing the right message at the right time, through the integration of information, identity and design, will enable users to access destinations in a complete movement and information system. Clear, relevant and well presented information benefits business, transport, culture, tourism and, most importantly, local people. Making connections can also help achieve wider social, economic and cultural benefits and promote civic pride. These stops will serve a wide diversity of passengers with varied degrees of local knowledge. The wider context for the stop is mixed in its land use with a significant amount of services, shops and other destinations. Most district stops will also serve a wider residential hinterland, given the broader draw of the area and the availability of parking and other transport facilities. The approach to information and wayfinding will be accommodated within shelters and will include formal walkzone mapping associated with the wider network. The larger numbers of passengers using the stop will limit the effectiveness of shelter mounted information. As such it is recommended that freestanding information monoliths are used to extend wayfinding and information at a comfortable distance from the platform. Routes to and from the stop will benefit from broader pedestrian wayfinding components such as the Legible City mapping and directions found within the city centre. Opportunities to extend and refine wayfinding to rienforce the top location will need to be fully considered. Stops located within a largely residential context which are likely to serve a local population with a good knowledge of their area are categorized as Type B neighbourhood stops. These locations are better connected to their context and sited at natural nodes and junctions, which where possible have good access to local facilities. Improvements as a result of public transport investment will reinforce the node through improved public realm to increase levels of safety, use and neighbourhood identity. In addition to shelter based information related to the service, the stop will carry wayfinding information, which while conforming to the baseline mapping approach will be designed using a graphic toolkit. This should allow the stop to accommodate a level of unique neighbourhood identity devised in association with local participation, which in turn should help promote ownership. There are a number of locations where stops are considered to have an importance strategically, either to serve smaller, but more isolated communities or where future development is anticipated but as yet unrealised. The nature of these stops is likely to attract a limited number of regular users with a good knowledge of the local area. The locations are more detached from dense urban centres, and in many cases more exposed to weather and the potential for vandalism. There will be a need to consider the improvement of key connecting routes to and from the stop, and to provide an accessible and safe walking environment with appropriate lighting and where possible natural surveillance from nearby buildings and roads. The Type C request stop environment should carry enough basic components to identify the location with the wider bus rapid transit route. This should include a limited amount of shelter and seating, a stop marker and limited amounts of wayfinding and service information accommodated within the shelter structure. 22

23 7 Wayfinding Strategy Long Ashton P&R Brookgate A38 Stop Queens Road Imperial Park S1 Long Ashton Park and Ride Highridge Common Hareclive Road Hengrove Park S1-3 Transport Interchange (Type A) S1-2 Currently, the Park & Ride site has limited provision for walking and cycling, however, the provision of a maintenance strip along the guided route will establish a walking and cycling path alongside the. The key connections to the Long Ashton Park and Ride site are via the road network. Improved cycling connections, linking with, for example Long Ashton, may be explored, which would raise the potential need for increased cycle parking and storage at the stop. S1-1 Highway signage from the A370 and B3128 will need to be updated to reflect the rapid transit service, and the Park & Ride site will need to carry a high level of clear information about the route, journey times and frequency. Route of AVTM Key Destinations S1-1 Long Ashton Park and Ride S1-2 David Lloyd Tennis Centre S1-3 Ashton Court Estate This stop is for information as part of the overall bus rapid transit scheme, but does not form part of the planning application. 23

24 7 Wayfinding Strategy Long Ashton P&R Brookgate A38 Stop Queens Road Imperial Park S2 Brookgate Highridge Common Hareclive Road Hengrove Park Neighbourhood Stop (Type C) The proposed stop at Brookgate is relatively close to the Long Ashton Park & Ride terminal, but has been included given the employment uses associated with South Liberty Lane. The edge of city location currently struggles to provide an identifiable place, although the investment in the does have potential for placemaking given the proposed junction and busway infrastructure. Development of a strong landscape treatment associated with the route would also improve the legibility of the system. S2-2 The walkzone suggests that currently, however, patronage of the stop would be limited. The analysis suggests that if a stop in this location is to be better used that there will be a need to significantly improve pedestrian links and the walking environment to the residential and employment areas of Ashton Vale. S2-1 Key Destinations S2-1 South Liberty Lane Industrial Estate S2-2 Indoor Bowls Centre 24

25 7 Wayfinding Strategy S3-3 S3 A38 Stop Neighbourhood Stop (Type C) Similarly with the Brookgate stop the proposed A38 stop is seen to be relatively remote on the walkzone analysis with housing and offices on Bridgewater Road being located on the edge of the 400 metre (5 min.) walkzone to the east. The creation of the will again add some legibility to the route and brings with it a degree of place making potential, although the proposed siting off the new junction may limit the prominence of the stop and as such a sense of arrival and identity will need to be created using landscape design associated with the new highway. Clear wayfinding information along with improvements to pedestrian routes, and an indication of distances or walk times will be required if the stop is to usefully serve potential passengers. Key Destinations S3-1 Town and Country Lodge S3-2 Woodspring Golf and Country Club S3-3 The Pavilions office complex S3-2 S3-1 25

26 7 Wayfinding Strategy S4 Highridge Common S5 Queens Road S6 Hareclive Road District Stop (Type B) The point at which the meets the urban edge at Highridge Common will increase the significance of place and sense of arrival, although the density of the surrounding housing area and lack of a discernable district centre, or other such destination, appear to reduce the walkzone potential, and suggest that patronage will be limited. It should be noted that the walkzone has considerable overlap with the proposed stop at Queens Road and therefore may suggest some rationalization of these stops might be appropriate. The forming of the will increase the legibility of the route and may allow for further increasing the significance of a stop in this location. District Stop (Type B) The walkzone analysis suggests that the Queens Road stop is well served by local housing and is accessible to Bishopsworth and Withywood local centres situated to the north and south of the stop location. The siting and design should seek to maximise visibility of the stop from the surrounding area and in particular within views along Queens Road. Recent development at Waverley Gardens has increased place identity, and investment in the has potential to improve legibility though landscape treatment and other associated environmental improvements. Key Destinations S5-1 St Pius X Primary School S5-2 St Pius X Catholic Church S5-3 Bishopsworth Local Shops S5-4 Doctor s Surgery S5-5 United Reform Church S5-6 Withywood Local Shops S5-7 Gay Elms Primary School S5-8 Withywood Community Centre S5-9 St Peters Church District Stop (Type B) The Hareclive Road location benefits from its accessibility to nearby local services, employment, retail and residential areas. In addition, good views to and from the stop location increase the potential to increase the prominence of the stop and the service. The sense of place suffers in part as surrounding development turns its back on the highway. This could be improved through further development of a scale and design to reinforce the significance of the location. The inclusion of passenger related facilities would further increase the placemaking potential associated with the stop. The proximity to Merchants Academy is not apparent from the stop locations and would benefit from additional pedestrian signage at the junction of Hareclive Road and Gatehouse Avenue. Key Destinations S6-1 Supermarket S6-2 The Gatehouse Centre S6-3 Family Centre S6-4 Merchants Academy 26

27 7 Wayfinding Strategy S5-9 S6-1 S5-5 S5-4 S5-3 S5-3 S6-2 S6-3 S6-4 S5-1 S5-2 Long Ashton P&R S5-6 Brookgate A38 Stop Queens Road Imperial Park S5-8 S5-7 Highridge Common Hareclive Road Hengrove Park 27

28 7 Wayfinding Strategy Long Ashton P&R Brookgate A38 Stop Queens Road Imperial Park S7 Imperial Park Highridge Common Hareclive Road Hengrove Park S7-2 District Stop (Type B) Imperial Park provides a retail destination within South Bristol, albeit one that has been designed to be accessed essentially by the car. The area has developed to include health and fitness facilities and food and drink outlets. The Lakeshore residential development by Urban Splash adds to the prestige and wider identity of the site as whole. The existing bus stops to the south of the retail park would benefit from further investment and improved landscape treatment. Potential development on land to the south of the stop would further help to place public transport at the heart of the wider development area. S7-4 S7-1 S7-3 S7-1 S7-3 Key Destinations S7-1 Retail Park S7-2 Health and Fitness Club S7-3 Restaurants S7-4 Lakeshore Housing Development This stop is for information as part of the overall bus rapid transit scheme, but does not form part of the planning application. 28

29 7 Wayfinding Strategy Long Ashton P&R Brookgate A38 Stop Queens Road Imperial Park S8 Hengrove Park S8-5 Highridge Common Hareclive Road Hengrove Park Transport Interchange (Type A) The proposed stop is located between the newly developed South Bristol NHS Community Hospital and City of Bristol College Skills Academy. These impressive buildings provides a strong built identity for terminating both and the North Fringe to Hengrove route with potential for interchange facilities to other services. Whist the site has strong place identity in its immediate context the former airfield acts as a barrier for pedestrian movements to the North, whilst better pedestrian connections to offices lying south of the duelled Whitchurch Lane would help to increase potential patronage. S8-2 S8-1 Key Destinations S8-1 South Bristol Community Hospital S8-2 Hengrove Park Leisure Centre S8-3 City of Bristol College Skills Academy S8-4 Offices S8-5 Cinema S8-6 Whitchurch Sports Hall S8-4 S8-3 This stop is for information as part of the overall bus rapid transit scheme, but does not form part of the planning application. S8-6 29

30 8 Worked Examples Context Plan showing new road 2 Cottages on High Ridge Green 3 Existing trees S4 Highridge Common Illustrative stop concept viewpoint Site Design Drivers gateway to urban section of route visual impact on Common mitigation for loss of prominent trees sensitivity to adjacent properties improve pedestrian connections links with other bus services 1 1 Outline Design Solution The proposed stops are located at the transition between the rural and urban section of the route. The implementation of the new road will result the loss of the group of trees that presently mark the eastern apex of the common and provide a pleasant visual focus at the top of King George s Road. Highridge Common 3 2 Addition street tree planting alongside the new stops will help to reinforce the qualities and characterisation of the suburban townscape and will help to visually accommodate the new stops alongside the open common. Use of a more basic Type B stop comprising stop marker and shelter will reflect a relatively low intensity of use. Basic shelter based wayfinding should be sufficient for primarily local users of the stop Metres 30

31 8 Worked Example Long Ashton P&R Existing trees on Highridge Common 2 Highridge Common Brookgate 3 Illustrative stop concept A38 Stop Queens Road Imperial Park 2 Highridge Common Hareclive Road Hengrove Park

32 8 Worked Examples Context Plan showing new road 2 Highway reserve 3 View to Lidl store S6 Hareclive Road Illustrative stop concept viewpoint Site Design Drivers sensitivity to adjacent houses connectivity with local centre strong visual links complement new road infrastructure improve pedestrian connections links with other bus services Outline Design Solution Lidl Supermarket 1 The proposed new road layout together with the provision of prominent public transport stops increase the future potential for new development. Whilst the current scheme does not include development proposals, which would ultimately help to reinforce the stop location, the tighter crossroads arrangement retains sufficient space to allow for additional buildings that might establish a more urban character at this strategic location The mix of uses, presently within close proximity to the proposed stops, suggest higher passenger numbers and a more diverse range of users. As such the Type B stop should provide additional wayfinding and service information Metres 32

33 8 Worked Example Long Ashton P&R View to Lidl store 2 Existing green space Brookgate 3 VIiew to Gatehouse Centre A38 Stop Queens Road Imperial Park 2 Highridge Common Hareclive Road Hengrove Park

34 City Design Group 34