reating Civilised Streets - Lancashire County Council · 40 Case studies 43 References 45 Acronyms...

Policy & Design GuidanceFebruary 2010

Revised June 2010

Civilised Streetsreating

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Civilised Streetsreating

Contentsi Contents

ii Acknowledgments

iii Foreword

1 Introduction

4 Design Principles

5 Policy Context

9 The Design Process

13 Design Techniques

40 Case studies

43 References

45 Acronyms & Abbreviations

46 Index

48 Appendix A ~ Project Development Plan

52 Appendix B ~ Quality Audits

61 Appendix C ~ Policy Matrix

Creating Civilised Streets

AcknowledgmentsProject teamCreating Civilised Streets was produced by a team led by Lancashire CountyCouncil’s Traffic & Safety Policy Group. The core team comprised:Vali Birang. (LCC).Martin Galloway. (LCC).Janet Wilson. (LCC).David Wildman. (Mouchel).

Additional support has been provided by:CABE; andMartin Stockley.

Sounding boardCreating Civilised Streets was produced in consultation with a range ofprofessionals:

Lancashire County CouncilPeter Andrews, Chris Anslow, Colin Badminton, Adrienne Banks, Trevor Barber,Peter Bell, Jeanette Binns, Vali Birang, Paul Bond, Kathryn Buddle,John Burgess, Brian Cook, Martin Dunwell, Brian Eagle, Stewart Gailey,Martin Galloway, Tim Gornall, Eric Grubb, Deborah Haydock, Rick Hayton,Clive Holt, Ian Hornby, Mike Kirby, Colleen Martin, Phil Megson, Tony Moreton,Jane Morwood, Andrew Mullaney, Susan Munro, Stephen O’Connor,Henry Peacock, Stuart Perigo, Clare Phillips, Jim Robson, Saeed Sidat,Alasdair Simpson, John Schofield, Oliver Pam Smith, Starkey, Neil Stevens,Jane Swindlehurst, John Thorp, Helene Cooper, Andrew Varley, Andy Whitlam &Ray Worthington.

Lancashire Constabulary Stephen Brown.Elevate East Lancashire Jo Clark & Chris Standish.Lancaster City Council Andrew Dobson.Wyre BC Gary Payne & Rob Posner.Ribble Valley BC John Heap & Graham Jagger.Fylde BC Anthony Donnelly.Blackpool BC Peter Cross, & David SimperPreston City Council John Crellin, Matthew Edwards & Russell Rees.South Ribble BC John Dalton.West Lancashire BC Colin Brady & John Harrison.Chorley BC Ian Heywood, Jane Meek & Ishbel Murray.Blackburn with Darwen BC Adam Scott.Hyndburn BC Simon Prideaux.Burnley BCC Sue Graham.Pendle BC John Halton.Rossendale BCl Richard Elliot & Adrian Smith.

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ForewordCreating Civilised Streets (CCS) is based on theDepartment for Transport (DfT) publicationManual for Streets (MfS) which replaced DesignBulletin 32 in 2007. This guide replacesLancashire’s Residential Road Design Guide(1986) which was based on Design Bulletin 32,1977.

This guide focuses on the design of newresidential streets and changes to existing streetenvironments although many of the keyprinciples may be applicable for other locations,for example mixed priority routes. It is the users’responsibility to ensure the guidance is appliedin an appropriate, sensible and reasonablemanner.

Streets make a significant contribution to thequality of the public realm and our network ofstreets is one of the County’s most valuableassets. Our streets play a key role in supportingLancashire County Council’s objectives todevelop high quality environments in whichpeople can live, work and play.

Streets are used by children to get to school,people to access employment and leisure, theyare also used to transport waste and many othervital services around the County. Yet, streets arenot just there to get people and goods from A toB. They have many functions and form vitalcomponents of residential areas. They have amajor role to play in affecting the overall qualityof life for local people.

The aim of this guide is to help practitionersfollow the principles set out by MfS to achieve atransformation in the quality of our streets.This will be achieved by ensuring that our streetsmeet the needs of all users. Through this we willbe creating conditions that encourage civilisedspaces that are fit for purpose. Research hasshown there are now better ways to utilise ourtechnical ability and revisit the way our streetsand spaces are designed and built.

ForewordThis includes a more collaborative approach anda move away from prescriptive methods toencouraging all inclusive design. This involvesenhanced consultation and interaction with thecommunity to address local needs andcollaborative working between practitioners in awide range of disciplines to create the conditionsthat support civilised streets and streets that aresuited to the needs of their users.

Lancashire County Council intends to maximisethe benefits of investing in our streetscape.Good design is not necessarily expensive andshould be led by an understanding of howpeople will use an area. We want to provide anenvironment that caters for all users whilstoffering value for money. This can be achievedthrough designs which ensure the longevity of adevelopment by removing the need for redesignof an ill thought-out scheme and by beingmindful of ongoing maintenance costs.

Lancashire County Council is committed todelivering social, environmental and economicobjectives to make positive contributions towardsquality of life, health, safety, climate change,sustainable travel and local economies.Well designed streets help contribute towardsthese objectives.

Creating Civilised Streets was produced inconsultation with highway and planningauthorities. The approach offers an opportunityto revise and improve current design methods tohelp deliver environments that will enhanceLancashire’s reputation as a place people wantto live, work and spend time.

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1. IntroductionThis chapter aims to;• Set out who the guide is for.• Explain why we want to create civilised streets.• Set out the distinction between streets and

roads.• Identify the features of a civilised street.• Identify the functions of a street.• Discuss the impact of hazard and risk on

design.

1.1 Who the guide is forLancashire is a diverse county with a variety ofdiffering needs across the districts.Nevertheless, the principles set out in thisdocument have been designed to be applicableacross the whole county. This guide is expectedto be used for the planning, design, approval,adoption and future maintenance of:

• New residential streets; and• The redesign of existing residential streets.

The principles may also be applied to otherlocations, for example mixed priority routes,where the need to create a sense of place is asimportant as the movement of vehicles.

In 2007 the Department for Transport (DfT)published Manual for Streets (MfS), providingtechnical guidance to help put well-designedresidential streets at the heart of sustainablecommunities. LCC has undertaken abenchmarking exercise that highlighted thatmany other local authorities have alreadyupdated residential road design guidance,adopted MfS or are in the process of doing so.It was clear that a review of Lancashire’sResidential Road Design guidance wasappropriate. This guidance has been written inthe light of Government best practice in Manualfor Streets and replaces LCC’s previousstandards.

All practitioners are responsible for theimplementation of guidance given in thisdocument. Where there is a variation betweenthe ‘Creating Civilised Streets’ and the nationalguidance in MfS, ‘Creating Civilised Streets’should take precedence.

1.2 Why we want to create civilised streets

The highway network is a valuable asset thathas a key role to play in achieving many of theCounty’s objectives. A history of designingstreets for vehicular traffic has often resulted inunattractive, unwelcoming and often segregatedenvironments.

This is because historically there has been atendency to focus highway design on themovement of vehicles, with the needs of peoplewho walk and cycle either segregated orforgotten. This resulted in developmentsincurring problems of segregation andcompetition for road space.

By removing the need for road users to be incompetition with each other it is hoped to createmore civilised and inclusive environments whereall users can co-exist. Creating civilised streets isbased on the principle of design that caters forall users.

A change in our approach to design can helpcreate civilised streets where people feel safe,children can play and neighbours can interact.This in turn will contribute to a wide range ofobjectives, helping to create high qualityenvironments for people living in, working in andvisiting Lancashire.

Home Zones have been a forerunner to civilisedstreets. Within Lancashire there are two HomeZones; one in Burnley and one in Morecambe.The scheme in south west Burnley was centredon 80 densely constructed terraced houses.The main road was a rat-run, with a highaccident rate. The scheme set out to reducevehicle speeds, enhance the local environmentand re-route vehicles. The scheme has had apositive effect and has been generally wellreceived. However, Home Zone schemes arevery costly to implement. As such, civilised streetdesign aims to replace the need for Home Zonedevelopments but adopt their successes.For instance, LCC actively encourages theinvolvement of local communities in developingresidential schemes to develop low-cost capitalsolutions to help make the streets safer andmore attractive.

1.3 What is a street?This document defines a street as a publicroad in a city, town or village which hasbuildings that are usually close togetheralong one or both sides.Streets are public places where people live,children can play, communities can interact andeveryone can use the street to access localfacilities by foot, bicycle, public transport orprivate vehicles. Streets have a sense of placewhich derives from their history of use. This isvisible in their scale, detail and materials and isoften worthy of protection.

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New streets should have a sense of placeachieved through local distinctiveness in designand planned to cater for the needs of localresidents and businesses.

1.4 What is a road?This document defines a road as a long hardsurface built for vehicles to travel alongbetween places.Roads have fewer functions than streets.The core function of a road is to help themovement of vehicles within a network to accessplaces.

Nevertheless, there are environments especiallyalong mixed priority routes and high streetswhere a route is both a street and a road.These environments require practitioners toweigh up the needs of various users to cater forboth place and movement functions.

1.5 Features of a Civilised Street

“Civilised Streets successfully manage placeand movement functions so that all peoplecan enjoy using them and being in them.”(CABE, 2008)Lancashire County Council wants to create welldesigned streets that cater for the needs of allroad users. By removing competition betweenusers a more civilised environment can beencouraged.

Recent designs have seen the growth of‘competitive streets’ where space is allocated toeach particular user, for instance footways, cyclelanes, roads, bus lanes, and taxi bays.Competitive streets experience controllingregulations where one user is punished for usinganother user’s space. For instance, a car parkedon the footway or in a bus lane may result in thedriver being punished financially with pedestriansand bus users being punished by the obstructionto their route.

LCC’s desire to encourage civility isconcerned with creating ‘collaborativestreets’ based on an agreement of what thestreet should do for users.

In street design, practitioners are encouraged toconsider all users with a focus on sustainabletravel modes to support the County Council’senvironmental, social and health objectives.Where road users collaborate rather thancompete with each other civilised streets canresult in a range of positive outcomes.For instance, a well-connected networkencourages more walking which in turn improveshealth and reduces car use and pollution.

More people being on streets leads to bettersafety and personal security. Civilised streets canalso help encourage a sense of community,ownership and pride. An effective consultationprocess that includes people who walk, cycle,travel by public transport and drive across allequality target groups should help to identifyuser needs and create design that balancesthese needs. LCC encourages practitioners todesign environments that promote civilisedbehaviour where people give way to people morevulnerable than themselves.

Figure 1-1 A civilised street environment

Civilised streets should have a low movementstatus and medium to high place status and as aresult should restore the balance betweenpeople and vehicles. Civilised streets should;

• Meet the needs of all users by being inclusiveand accessible.

• Encourage environments where vehicle flowsand speeds are low.

• Reduce hazard and perceptions of fear.• Be easy for people to move around.• Create opportunities for active travel and

community interaction where people can walk,stop, talk and play without feeling intimidated.

• Encourage good normal behaviour anddiscourage anti-social behaviour.

• Form places with a role in the communitywhere people want to live, work and spendtime.

• Be designed to stand the test of time byreducing future maintenance.

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People in motor vehicles

Public transport vehicles

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People waiting forpublic transport

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1.6 Functions of a streetThere are five main functions of a street.They include:

• Supporting social interaction and communityactivity within a place that reinforces localdistinctiveness.

• Movement of people on foot, on bike, onpublic transport and in cars.

• Providing access to employment, leisure andother services.

• Parking provision.• Catering for drainage, utilities and street

lighting.

When practitioners are designing for civilisedstreets the initial focus should be on the placeand movement functions within the street.Practitioners should determine the exactfunctions of the street and consider theappropriate design techniques that will ensurethe design caters for these functions.

Developing a place and movement matrix asshown below can help designers move awayfrom designs that focus primarily on themovement of vehicles.

1.7 Hazard and riskA hazard can be defined as something thatpresents danger to people with the potential tocause physical or psychological injury.The majority of adults have the ability to detecthazards within an environment. Hazards presentmore danger to those with low awareness, suchas children.

Risk can be defined as the exposure to hazards.Risk varies by judgement but by nature peopleare risk averse. Until the 1950s attitudes towardshealth and safety were less prescriptive thanthey are today and outside the Western worldvery different standards still prevail.

Historically, highway engineers have tried todesign out risk to reduce potential liability.As such local authorities have developed anapproach to design that is liability-averse.This has resulted in streetscapes dominated byfeatures to ensure safety for those travelling athigher speeds. This causes those moving atslower speeds to experience environmentsdominated by in-direct crossings and streetclutter. This has resulted in uninviting andunpleasant places in which to live and work.

MfS highlights that the majority of claims madeagainst local authorities are concerned withalleged deficiencies in maintenance and thatclaims against design faults are relatively rare.The issue of highway risk and liability isdiscussed in more detail by the UK RoadsBoard.1

Creating civilised streets where users collaboraterather than be in competition with each other willhelp provide environments where road users canuse space more successfully and safely. This inturn will reduce risk whilst catering for the needsof all.

Practitioners need to understand potentialhazards within a street and then reduce, removeor mitigate where possible. Awareness of theremaining hazards should be raised. However, itis hoped that a collaborative environment willreduce hazards further by encouraging roadusers to be mindful of their own actions and howthey affect other people.

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1 Highway Risk and Liability ClaimsA Practical Guide to Appendix C (UK Roads Board, 2005)

2. Design PrinciplesThis chapter aims to;• Set out the design principles to deliver

environments that successfully manage theplace and movement functions so that allpeople can enjoy using them and being inthem.

• The core design principles are;1) National, regional and local objectives

must be catered for in design.2) All schemes must be effectively project

managed to ensure they meet objectives.3) Design techniques that encourage

civilised streets must be used.

2.1 National, regional and local objectives must be catered for indesign

Streets are valuable assets that have thepotential to contribute towards many policyobjectives. When well designed they are placeswhere people should;

• Enjoy living.• Feel safe.• Lead healthy lives.

They can also help contribute to addressingclimate change and local economic growth.

There are many national and regional policiesthat influence the local environment. Good streetdesign should contribute to achieving national,regional and local objectives. The concept ofcreating civilised streets is to provide for thewider needs of local residents and businesses toencourage road space to be used in acollaborative rather than a competitive manner.

Although Lancashire is a diverse county, creatingenvironments to produce civilised streets can beapplied to a street in any district, whether it is acoastal town such as Lytham, a market town likeColne, or a larger urban area such as Preston orLancaster.

Further information on national, regional andlocal policy can be found in Chapter 3.

2.2 All schemes must be effectively project managed to ensure they meet objectives

Successful street design can only be achievedthrough a systematic design process focusing oncollaboration, consultation and monitoring.All schemes should follow the design processshown in the Project Development Plan(Appendix A).

Collaboration between practitioners of differentdisciplines is essential in order to ensure thatlocal needs and wider business objectives areaddressed. Collaboration also requiresconsultation with the local community in order toestablish local priorities and secure community‘buy in’.

The design process is discussed in more detailin Chapter 4.

2.3 Design techniques that encourage civilised streets must be used

Designers are encouraged to use techniquesthat will deliver a design that meets localpriorities. While past techniques may beappropriate, local circumstances may require amore creative approach to scheme design.Meeting local objectives should determine thetechniques to be employed. This is likely toinclude meeting the needs of those on foot, bike,those wanting to use public transport and peoplein private motor vehicles. Design techniquesshould ensure a positive impact on wider issues,such as minimising crime, increasingaccessibility, enhancing connectivity andimproving public health.

The design techniques available to helppractitioners create civilised streets arediscussed in Chapter 5.

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3 Policy ContextThis chapter aims to;• Set out the national, regional and local

context within which this document is based.• Identify the social, environmental and

economic business objectives which goodstreet design can contribute towards.

3.1 National contextCreating high quality civilised streets can helpachieve a broad range of policy objectives. At anational level Delivering a Sustainable TransportSystem (DfT, 2008) (DaSTS) outlines five goalsfor transport which sets the context for the nextround of Local Transport Plans (LTP) to coverthe period 2012 – 2015:

• Quality of life and a healthy naturalenvironment.

• Equality of opportunity.• Safety, security and health.• Climate change.• Economic growth.

3.2 Regional contextAt a regional level the Regional Spatial Strategy(RSS) provides a broad development strategy to2021 and is underpinned by eight principles:

• Marry opportunity and need.• Promote sustainable communities.• Reduce emissions and adapt to climate

change.• Promote environmental quality.• Manage travel demand, reduce the need to

travel, and increase accessibility.• Make the best use of existing resources and

infrastructure.• Promote sustainable economic development.• Mainstream rural issues.

3.3 Local contextAt a local level Ambition Lancashire sets five keypriorities to deliver the vision for Lancashire:

• Health and well-being.• Community safety.• Education, training and skills.• Environment.• Economy.

Within the strategy is a summary of eachDistrict’s draft Community Strategy.Upon reviewing these, common themes andobjectives arise. These are reflected in the corepolicy objectives shown below.

3.4 Social, environmental and economic objectives which goodstreet design contributes towards

Delivering civilised streets that meet the needs ofall road users has the potential to contributetowards a range of national, regional and localobjectives as shown below:

1) Enhancing people’s quality of life;2) Improving safety, security and health;3) Addressing climate change and

protecting the environment;4) Creating sustainable communities;5) Contributing towards local and economic

growth;

Achieving these objectives will ultimately result in place people want to live, workand spend time.

The relationship between the objectives of thisdocument and those at a national, regional andlocal level are shown below and attached inAppendix C.

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CommunitySafetySustainability

EnvironmentHealth &

Well-being

ClimateChange Economy

Qualityof Life

Equality

CreatingCivilisedStreets

3.4.1 Enhancing people’s quality of lifeBy creating civilised streets that provide anattractive, locally distinctive environment andthat meet the expectations of local residentsand businesses LCC aims to nurture a senseof community and enhance peoples’ qualityof life.

Quality of life can be enhanced by designingstreets which protect or create locally distinctivecharacteristics and encourage social integrationand access to address issues of socialexclusion. This will result in places where peoplewant to live and work. Lancashire County Councilhas core objectives to tackle social exclusion andprovide equality of opportunity for all regardlessof wealth, educational achievement, age, sexualorientation, and physical and mental ability2.

Street design can help the County Council to;• Engage with local communities and nurture a

sense of community by making it safe to walk,cycle, play and congregate by reducing thespeeds and dominance of motor vehicles.

• Encourage good civilised behaviour whereroad users consider the needs of people whoare more vulnerable

• Discourage anti-social behaviour through gooddesign and natural surveillance.

• Provide people with better access toemployment opportunities and services.

• Promote a county wide approach to equalityand cohesion.3

• Protect valued and locally distinctive streetenvironments.

3.4.2 Improving safety, security and health

LCC aims to create environments wherepeople feel safe and lead healthy lifestyles.

Designing for those on foot or bicycle can helppeople to lead healthier lifestyles. More peoplewalking and cycling improves natural surveillanceand can help the community as a whole to feelsafer.

The Government has identified the need toprotect people’s safety, security and health as akey goal and states that safety and security areessential elements of successful sustainablecommunities4. Safe and efficient access to keydestinations is also identified as a key priority3.

Lancashire County Council has a vision toreduce crime, the fear of crime and makeLancashire a safer place for all3. Designingcivilised streets that cater for the needs of allroad users will help tackle issues that can causefear. This includes:

• Encouraging more people to walk, cycle anduse public transport.

• Improving natural surveillance by encouragingcommunity activity.

• Encouraging road users to consider the needsof those more vulnerable.

• Discouraging anti-social behaviour.• Reducing speeds and vehicle dominance.• Good street lighting.

Designing for those on foot and bicycle will helpincrease active lifestyles which can delivereconomic benefits related to better health.Addressing health is a key issue for theGovernment. Physical inactivity costsapproximately £8.2billion per annum inaddition to £2.5billion per annum spent dealingwith the consequences of obesity5. It is statedthat despite strategy documents advocatingincreased active travel, motor traffic stillfrequently takes priority6 in design. Putting policyinto practice will be key to achieving governmentobjectives to reduce obesity and increaseexercise7. The Investment for Health: Plan forNorth West England (DH, 2003) sets out a visionfor better health.

The County Council is keen to improve publichealth across Lancashire. By creating civilisedstreets LCC aims to improve health and reducethe cost of inactivity by;

• Encouraging more people to travel by foot,bike and public transport to reverse thedecline in walking levels and increase cyclinglevels.

Research by Socialdata in Preston, South Ribbleand Lancaster (2006) identifies the potential forchange:

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2 Ambition Lancashire (Lancashire Partnership, 2008)

3 Equality and Diversity and Community Cohesion Strategy (LCC, 2009)

4 Safer Places (ODPM, 2004)

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55% of residential car trips could be

replaced by sustainable modes

67% of residential trips are less than

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5 Choosing Activity (DH, 2005)

6 Take Action on Active Travel (Various, 2009)

7 Choosing Health (DH, 2004)

3.4.3 Addressing climate change and protecting the environment

LCC intends to help address climate changeand help preserve the natural and builtheritage.

Climate change is the greatest environmentalchallenge facing the world and is a major priorityat all levels of government. The Governmenthopes to tackle climate change8 and advocatesa focus on three areas; a shift to newtechnologies and cleaner fuels, promotion oflower carbon choices, and encouraging a shift tolower carbon transport9.

In-line with national and regional policy LCC hasproduced a Climate Change Strategy which aimsto reduce emissions by 30% by 2020, against1990 baselines. One aim is that transport willcontribute towards 15% of the total reduction.The action plan includes objectives to reduce theneed to travel and increase the use walking,cycling, public transport and car sharing10.Figure 3-1 below highlights how road transportaccounts for nearly a quarter of Lancashire’sGreen House Gas (GHG) emissions.

Figure 3-1 Lancashire CO2 estimates for 2005

However, this varies by district as shown inFigure 3-2. It is clear that districts such asChorley and Preston have much higher levels ofCO2 that are attributed to road transport.

Figure 3-2 CO2 emissions across Lancashire

Congestion clearly has a major impact on theenvironment. The County Council is keen toaddress this by encouraging walking, cycling andpublic transport use.

3.4.4 Creating sustainable communitiesLCC aims to establish sustainablecommunities and create places where peoplecan access employment and services on foot,by bicycle or by using public transport.

Promoting sustainable communities is a keynational and regional priority11 12 and a widerange of guidance documents have beenpublished on the subject.

Lancashire like many other counties hasexperienced a decline in walking levels.To address this, LCC has targets to increasewalking levels in the county and has developed aWalking Strategy (2007-2011) which sets outhow this will be achieved. LCC also has targetsto increase cycling, increase the number ofpassengers using public transport andsatisfaction levels with public transport provision.

Well designed streets have the potential toencourage alternative travel modes, in particularmore walking, cycling13 and public transport.Therefore, they can positively contribute tocreating sustainable communities.

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8 Delivering a Sustainable Transport System (DfT, 2009)

9 Lower Carbon Transport, (DfT, 2009)

10 Lancashire Climate Change Strategy, (LCC, 2008)

Industry andCommercial

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Road Transport24%

Domestic29%

LULUCF2%

Source: DEFRA, Local and Reional CO estimates for 2005 (September 2008)2

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Carbon Dioxide EmissionsThe area of the circle shows thetotal emission . This example represents 1,000 tonnes of CO2

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11 UK Sustainable Development Strategy (Defra, 2005)

12 Sustainable Communities in the North West (ODPM, 2003)

13 Walking and Cycling Action Plan (DfT, 2004)

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3.4.5 Contributing towards local economic growth

By designing streets that facilitate access toemployment, shops, services, learning andfacilities further a field LCC aims to buildcommunities that will contribute towardslocal prosperity and improve opportunitiesfor local business growth.

Economic growth is a core priority for theGovernment and Lancashire County Council.

The Government has highlighted that whilst thebasic connectivity of the UK transport network isgood, congestion and unreliability constraineconomic growth and result in a direct cost topeople and business14. Connecting people tolabour markets and reducing lost productive timeare core government objectives15. Sustainableeconomic development and creating the conditions for sustainable growth includinginfrastructure are also key priorities16.

Street design can also benefit the economy.Research has shown that more attractiveenvironments, for instance, those that includetrees can boost revenues17.

Lancashire’s streets help people connect to andaccess a range of local services, shops,employment, learning and facilities further afield. By providing people with the opportunity toaccess these services, streets can help stimulatelocal economies.

Lancashire intends to improve economiccompetitiveness and performance by developingkey assets including our road network.Practitioners need to be aware of the importanceof our road network in achieving economicambitions and how this influences the region’scompetitive position and future economicprosperity18. This can be achieved by ensuringlocal street networks connect to public transportroutes. Making these connections should be apriority in design.

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14 Eddington Transport Study (2006)

15 Delivering a Sustainable Transport System (Dft, 2008)

16 Regional Spatial Strategy (LCC, 2008)

17 Trees, Woodlands and Forests - a guide for developers and planners (4NW, 2009)

18 Economic Strategy for Lancashire (LEP, 2006)

4. The Design ProcessThis chapter aims to;• Explain the role of project management in the

design process.• Provide an overview of the stages in the

design process.

4.1 The role of project management in the design process

Designing civilised streets should beunderpinned by a systematic approach todesign. Lancashire County Council hasdeveloped a Project Development Plan(Appendix A) and street design should follow theapproach as set out in this plan. This will helpensure any adaptation to the highway or newdevelopment maximises the opportunity to caterfor the needs of all users and provides value formoney. To ensure all designs have a customerorientated focus they should consider:

• Local needs and wider policy to set objectives.• Integrated and collaborative working.• Appropriate consultation.• Design techniques that deliver objectives.• Robust evaluation to ensure objectives are

achieved.

To develop successful designs, project managersshould encourage practitioners of differentdisciplines, who can positively influence schemedesign to work more closely with each other.Designing a truly successful developmentrequires practitioners to be aware of widerbusiness objectives and to undertake appropriateconsultation with local residents and businessesto identify local needs and concerns. The qualityaudit process (see 4.2.4) will help ensurescheme designs meet local needs and help tomake local streets places where residents andbusiness enjoying residing.

4.2 Stages in the Design ProcessEvery scheme has a life span, from concept toimplementation and beyond. The County Councilsuggests that this can be broken down into a sixstage process. The design process provides aframework to help deliver successful streetdesign. However, it is the responsibility of thedesign team to determine the level of detailrequired for each stage of the process.The County Council considers that the designprocess should involve six stages;

1. Scheme initiation.2. Scheme development.3. Design.4. Planning Approval.5. Implementation.6. Monitoring.

4.2.1 Stage 1 - Scheme initiationThe first stage of a scheme’s developmentincludes;

• Identifying potential design team members.• Undertaking a policy review to ensure street

designs are consistent with national, regionaland local priorities.

• Identifying local objectives and the needs ofthose who live and work in the localcommunity. All practitioners involved in thedesign, management and operation of streetsshould be aware of the importance of streetsin helping to meet wider business objectives.

• Devising potential scheme objectives andoutcomes that reflect policies and principles,and can be measured.

4.2.2 Stage 2 - Scheme developmentThis stage of the design process will help thedesign team develop specific scheme objectivesand collect background information through thefollowing:

• Establishing a design team comprisingpractitioners from different disciplines who canpositively influence scheme design, forexample designers, architect liaison officers,urban planners and development controlengineers.

• A design champion or nominated officershould be appointed.

• The design team should review the relevanttechnical guidance, assess scheme benefitsand secure funding.

• Scheme objectives should be confirmed oncethe design team has assessed the likelyfunctions of the street(s) as per section 1.6.Assessing the relative importance of thefunctions will help ensure designs cater forlocal needs.

• Potential risks should be identified, forinstance a lack of public support. The designteam should plan how potential risks will bemitigated.

• If necessary the design team shouldundertake a pre-evaluation site visit tounderstand the local area.

• A consultation plan should be developed toensure early engagement and input from localcommunities and key stakeholders. This willhelp build a sense of ownership in thescheme. Further information on consultationplanning is provided below.

• Develop a consultation log to documentcommunity engagement.

• Initial consultation with the local communityshould take place to understand what theyneed and want.

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• Develop a concept design based on widerphysical context that achieves identifiedobjectives and meets local needs.

• Complete a Concept Quality Audit to assessquality of scheme design.

• A pre-application meeting with the appropriateplanning team should take place. A scopingnote summarising expectations of theTransport Assessment and Travel Plan forexample should be included19.

4.2.3 Consultation planningIn order to ensure that a scheme meets theneeds of the local community it is essential thatkey users including residents and businesses areconsulted. Since April 2009 all councils have hada legal duty to involve20 communities whenplanning, providing and reviewing services togive people a say and help Councils understandwhat communities would like from the scheme.

Consultation forms an important role in ascheme’s development and its future success.If consultation is lacking or ineffective it is likelythe final street design will be unsuccessful.The level of detail for consultation will depend onthe scale of the development. Ultimately, it is theresponsibility of practitioners to work with theplanning authority to agree on the level ofconsultation and agree the consultee list.

The County Council advocates a three stepapproach to community involvement.This involves;

• Providing people with relevant and easilyaccessible information to help them getinvolved.

• Providing a range of opportunities for allpeople to have their say. Feedback onconsultations and how people contributed todecisions should be provided.

• Involving people in other ways, such as jointdecision-making groups, advisory panels orneighbourhood management boards.

Consultation methods include:• Advertising details on a council website.• Mailing out information to agreed consultees.• Displaying options in council offices, libraries

and one-stop shops.• Putting press notices in local newspapers.• Undertaking workshops.• Undertaking public exhibitions.• Consultation period advertised in newsletters,

on radio and on-line.• Using posters and leaflets.• Presentations to community groups.• Making final plans publicly available.

Where a major new residential development isplanned, consultation should include thesurrounding residential communities. Whereadjustments or changes are being made toexisting streets, the local community will be a keyconsultee.

All relevant stakeholders should be identified atan early stage and a communication orconsultation plan should be agreed to ensureinput. The size of the scheme will determine thelevel and type of consultation but as an exampleit may be necessary to involve.

LCC:• Transportation and Strategic Highways.• Strategy and Policy.• Environmental Services and Public Protection

Services.• Other departments, such as Education.

External:• District authorities.• People who live, work and study in the area.• Local businesses and other organisations.• Maintenance engineers.• Developers.• Artists.• Utility companies.• Disability and other user groups.• Equality group representatives.• Emergency services.• Public transport providers.• Waste collection authorities.• Drainage authorities.• Landscape authorities and Conservation

Officers.• Recreation advisers.• Architect Liaison Advisors.• Natural England, English Heritage and

Environment Agency may require consultationif in a sensitive location.

Effective consultation helps create successfulschemes. For example the traffic calmingscheme implemented in the St Matthew’s Area,Preston underwent a thorough consultation(more information is available from LCC).The process involved exhibitions, pamphlets, anda street audit. Post implementationquestionnaires have shown the majority ofinterviewees feel the area is safer and betteroverall.

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19 PPG13 (DCLG, 2001) and Guidance on Transport Assessment (DftT, 2007)

20 Creating Strong, Safe and Prosperous Communities(HM Government, 2008)

This interactive approach to consultation withlocal residents is encouraged. Practitioners canalso adopt the approach used by Sustrans aspart of the DIY Streets project. The approachinvolves undertaking street trials with the localcommunity coming together to plan differentlayouts. An alternative approach to engage localcommunities could be to develop aNeighbourhood Action Plan via a NeighbourhoodManagement Board. Here, the local communityand partners would together develop a list of keypriorities. This approach has been employed inBurnley Wood and South East Burnley21.The Neighbourhood Action Plan would identify improvements to areas such as housing,alleyways, landscaping, walking/cycling routesand traffic calming.

4.2.4 Quality AuditingA Quality Audit (QA) process has beendeveloped which incorporates concepts fromBuilding for Life22 to ensure designs areappropriate and meet their objectives. QualityAudits (attached in Appendix B) undertakenthroughout the design process will help ensuredesigns achieve agreed goals. The QA is anintegral part of the design process. The systemwill demonstrate that appropriate considerationhas been given to all the relevant design aspectsset out in this document. The QA aims to assesscompliance with scheme objectives and otherfeatures such as visual quality, accessibility,sustainability, safety and security.

4.2.5 Stage 3 - DesignThis stage is concerned with the scheme’sdevelopment through design, evaluation andconsultation. The level of detail required for eachstage will depend of the size of the scheme butcould include:

• Undertaking a more detailed local contextappraisal. This can include an assessment ofthe spatial, built-form, functional, historical,operational and community aspects in additionto local designations and ground conditions.

• Master-planning and Design Coding elementsof the process should be developed.Guidance is available23 24, yet, it is up to thedevelopment team to decide on the formatthey wish to follow.

• Preliminary design developed usingappropriate design techniques, the outputsfrom the consultation and outputs of ConceptQA.

• Consultation with local community should beundertaken from which detailed designsshould be developed.

• A detailed design QA should be undertaken toassess the quality of the scheme including anassessment of safety.

• Further consultation should be undertakenwhere significant changes have been madefrom the detailed designs.

• The design should then be finalised.

4.2.6 Road Safety AuditsThe Design Manual for Roads and Bridges(DMRB) only sets procedures for Road SafetyAudits (RSAs) as a formal requirement on trunkroads and motorways. It is not a mandatoryrequirement for local highway authorities toundertake a RSA and many residential schemescan be assessed independently.

However, where schemes are internally led byLCC the proposals should generally be assessedby the County Council’s Road Safety Audit teamfor comment. Where schemes are externally led,the assessment could be undertaken by areaengineers with appropriate training, the CountyCouncil’s Road Safety Audit team or a reputableauditor.

The purpose of the RSA is to identify potentialhazards and road safety problems. The objectiveis to minimise casualties, both in severity andnumbers. They are not a check on compliancewith design standards. The auditor should makerecommendations for changes to addressperceived safety concerns and the design teamshould then review and decide whether to acceptthe recommendations. The RSA processprovides an auditable trail of design decisions.Any recommendations which are not followedthrough must be justified by the design team.

Quality Audits include a consideration of safety.However, plans will need to satisfy the CountyCouncil’s safety requirements and safety auditsmay be required. The QA does not replace theuse of LCC’s approach to RSA’s for other typesof development. Further information on theCounty Council’s policy can be provided byLCC’s Sustainable Transport and Safety Team.

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21 http://www.burnley.gov.uk/site/scripts/documents_info.php?documentID=301&pageNumber=1

22 http://www.buildingforlife.org/criteria

23 Creating Successful Masterplans(Commission for Architecture and the Build Environment, 2008)

24 Design Codes (English Partnership, 2007)

4.2.7 Stage 4 - Planning ApprovalOnce the design team is satisfied that theproposal meets scheme objectives the proposalwill then have to be submitted for planningapproval along with the necessarydocumentation including a TransportAssessment25, Design and Access Statement26

and Travel Plan (where appropriate (see section5.2.1)). The planning decision for new orimproved residential developments lies with theappropriate District Council’s DevelopmentControl Committee. The likely planning processis set out below.

4.2.8 Stage 5 - ImplementationImplementation of scheme design also requirescollaboration to ensure technical approval.Once the scheme is constructed, the PostScheme QA should be undertaken to assess thelevel of success achieved in meeting the initialobjectives. At the same time, the EvaluationSheet (see Appendix B) should be completed togauge how the scheme has been received by thepublic.

4.2.9 Stage 6 - MonitoringMonitoring is expected to be undertaken toassess continued success against designobjectives as set out in Planning PolicyStatement (PPS) 3: Housing (paragraphs 75-77).Monitoring will help to ensure schemes are inline with the Disability Discrimination Act (2005)and that alterations to the highway comply withaccessibility standards. The QA process will playa key role in checking that the standards set outin this document are applied in scheme design.

LCC aims to monitor both the qualitative andquantitative outcomes. This will includeassessing the quality, safety and perceptions ofthe community and data on user flows andvehicle speeds. Collecting information regardingoutcomes and outputs from different schemetypes will help LCC demonstrate schemebenefits and identify areas for future funding.

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25 Guidance on Transport Assessment (DfT, 2007)

26 Design and Access Statements, (CABE, 2006) and Circular 01/06 (DCLG, 2006)

5. Design TechniquesThis chapter discusses;• The various design techniques to help create

environments that encourage civilised streetsand meet the needs of all who live and workin them.

5.1 IntroductionTo create civilised streets that meet the needs ofthose who live and work in them, practitionersneed to consider local context to understand howstreets are used and who will be using them.The guidance provided in this chapter focuseson these issues and discusses the following:

5.2 Sustainable communities.5.3 Local character.5.4 Street users’ needs.5.5 Connecting developments.5.6 Designing for walking.5.7 Designing for cycling.5.8 Designing for public transport users.5.9 Designing for vehicles.5.10 Street geometry.5.11 Parking.5.12 Designing for street furniture.5.13 Services and adoption.5.14 Maintenance.

The guidance focuses on techniques to beapplied when adapting existing residential streetsand for new developments. However, thetechniques outlined in this document may beapplicable for mixed priority routes where theplace function of the street is as important as themovement of traffic. It is the responsibility ofindividual design teams to determine whichtechniques are appropriate for schemedevelopment.

5.2 Sustainable communitiesLCC will encourage developments to be assustainable as possible.

This can be achieved through design which;• Encourages sustainable travel modes

including walking, cycling and public transportuse.

• Ensures they are connected to surroundingfacilities.

• Makes the best use of existing materials andresources.

• Creates places where people want to live,work and spend time.

This principle aligns with the government’sposition on delivering sustainable developmentsthrough the planning system27. Some of the keyfactors that help deliver sustainable communitiesinclude;

• Inclusive design.• Well integrated designs where the street forms

part of a network of streets and spaces ratherthan isolated enclaves.

• Providing high quality buildings and spaces.• Addressing connections.• Improving character and quality of an area.• Reducing social inequalities.• Making prudent use of natural resources.

5.2.1 Residential Travel PlanningLCC aims to provide residents with information tohelp them make effective travel decisions.The Draft North West Plan Partial Review statesthat developments with more than 80 dwellingsshould have a travel plan to include a range ofincentives to encourage alternative mode travel.Residential Travel Plans are still in their infancy.However they can play a key role in deliveringsustainable communities by helping to:

• Reduce the need to travel.• Address traffic generation from new

developments.• Enhance access by ensuring walking, cycling

and public transport is built in to design fromthe outset.

• Promote healthy lifestyles.• Reduce social exclusion.• Reduce green house gas emissions by

reducing car use.

Where a travel plan is required it should bebased upon national, regional and local policiesand reflect issues identified within the TransportAssessment to develop site specific measures.

Residential Travel Plans will be successful whenthey are effectively built in to the developmentprocess. However, they are not a solution for apoorly located or designed development.Project managers should ensure:

• Physical design will encourage sustainabletravel modes.

• The travel plan will be effectively monitored,managed and funded. It may be appropriatefor the travel plan to be secured through S106Agreements and be the responsibility of aNeighbourhood Management Board.

• A series of site specific measures aredeveloped and delivered.

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27 Planning Policy Statement 1 (ODPM, 2005)

Effective measures may include car parkingrestraint, cycle training, developing car clubsthrough liaison with a car club company toprovide a vehicle within the development withdedicated parking or encourage residents to joina car share scheme such as Shared Wheels28.

Marketing and promotion will also play a key rolein the success of a travel plan.

Effectively sharing information with new orexisting residents will help them make their owntravel choices. One option may be to provide awelcome pack or leaflet with contact details ofwhere and how people can access moreinformation on walking and cycling routes, publictransport timetables, car clubs and car sharing.Further information is available from the DfT29.

5.2 Local characterLCC will support designs that help createlocal character and build a sense of place forthe local community.

Good design can help create a sense of wellbeing and local character. This can be achievedthrough urban design techniques and by makingplaces for people. Local character can bedetermined by housing design, layouts, spacesand local history. Enhancing local characterrequires practitioners to recognise andunderstand these factors and their relationship toeach other. A range of guidance is available tohelp30.

5.3.1 Creating a sense of placeDeveloping a local identity is an important designconsideration and plays a crucial role in creatinga sense of pride and ownership. It should bestrengthened by involving the community indesign, using local materials and engaging utilitycompanies to ensure the location and design ofstreet furniture does not detract from the overallstreet design.

Creating a sense of place and local identityrequires an understanding of the area’s context.The development should be influenced by theurban form of neighbouring settlements, existingbuildings and materials, street patterns, thesurrounding natural environment and any localfeatures. Road space should not bedisproportionate in size or appearance toadjacent buildings unless warranted byenvironmental or economic benefits. Creating asense of place does not rely on the use ofexpensive materials and can be achievedthrough the use of a limited palette of materials.

5.3.2 Street dimensionsHow the built form looks has a significant impacton the success of neighbourhoods. Good designis vital in creating socially, economically andenvironmentally sustainable places.Street dimensions can influence the character ofa street and determine how pedestrians andother traffic will use it.

In determining street widths thought should begiven to the variety of activities that will takeplace in the street and designs should reflectthem. The width of a street is a keyconsideration. Typical widths include;

• 7.5 – 12m for Mews.• 12 – 18m for Residential Streets.• 18 – 30m for High Streets.• 27 – 36m for Boulevards.• 18 – 100m for Public Squares.

The ratio of height to width also helps define thepublic realm. The height of buildings should bein proportion to the width of the adjacent publicspace. The ratio depends on the type of street.For instance on minor streets the ratios shouldbe between 1:1.5 – 1:1, while in typical streets1:3 – 1:1.5 is acceptable.

Street length has an impact on the quality of aplace. For instance, long straight roads canencourage high speeds. This should be mitigatedthrough careful design. Streets should bedesigned to suit their location and help createinteresting environments that bring identity to aneighbourhood.

More information on street dimensions isavailable in Section 5.10 (Street Geometry).

5.3.3 Buildings at junctionsJunctions should not be designed purely toaccommodate vehicle movements. A design thatstipulates tight corners can improve thestreetscape whilst also improving crossingfacilities for pedestrians and encouragingvehicles to negotiate the junction more slowly.

It is recommended that streets are designed withhousing having public fronts and private backs,with front doors opening onto small private areasin front of the property and the street.Streets that run along back gardens bounded byfences create unwelcoming and uninterestingenvironments with little interaction. They are lesssecure because they are not overlooked and canalso encourage people to drive at inappropriatespeeds.

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28 http://www.sharedwheels.co.uk

29 Making Residential Travel Plans Work (DfT, 2007)

30 By Design (CABE, 2000); The Urban Design Compendium(Llewelyn Davies, 2000); Better Places to Live (CABE, 2001)

5.3.4 Appropriate use of materialsMaterial choice can play an important role increating a sense of place. As such, LCC is in theprocess of preparing its own palette of materials.However, the reuse of original materials shouldalso be considered, especially in conservationareas. Using different types of materials canhelp the transition from one type of street toanother, for instance, moving from a high streetto a residential street.

An appropriate use of materials can also benefitusers. Surface texture is important for people onfoot, on bikes, pushing buggies and with mobilityimpairments. Vehicles do not need a smoothsurface but this can help reduce tyre noise.Using a particular type of stone flag in publicspaces can help deliver attractive locations forpeople to spend time. Generally, street materialsshould be simple with low key colours and tonalcontrast to help navigation for people with visualimpairments. Consideration should be given tothe initial cost and ongoing maintenance costs(discussed further in section 5.14). Consultationshould be undertaken with maintenance andconservation teams.

5.3.5 Trees and plantingStreet trees and planting, like other streetfurniture should, where appropriate, beintegrated into design. Both offer importantenvironmental and visual assets providinginterest, shade and a place for wildlife. They canalso add to local character and are frequently animportant component of conservation areas.Where trees are planned, landscape architectsand arboriculturists should be part of the designteam and consulted on species selection toensure the size and type are appropriate.Different species will potentially impact ondrainage and damage. The use of tree pits toconstrain growth should be considered.Ecologists should also be consulted if the projectis adjacent to areas of biodiversity interest.

A major consideration in the provision of treesand planting is future maintenance. Plantingshould only be included in final designs whenongoing maintenance arrangements have beenagreed. The preferred policy hierarchy is that thetrees are maintained by the district authority orby LCC via a commuted sum.

When determining planning applications thatrelate to landscape and heritage practitionersshould have regard to the advice and approachas set out in the Landscape and Heritage SPG(March 2005)31.

Any plans to include trees and planting mustensure designs do not compromise visibility orsafety.

5.3.6 Conservation areasConservation areas are designated under theTown and Country Planning Act 1990, for theircharacter and historic interest. Lancashire has196 designated conservation areas. They can beviewed on Lancashire’s Mapzone digital mappingsystem. Information and maps can be soughtfrom LCC’s GIS Team. Any developments withinconservation areas should aim to preserve orenhance the character of the area. Proposalsshould be discussed with the relevantdevelopment control teams.

5.4 Street users’ needsLCC will encourage the design of streets thatare accessible and safe for all.

Design that caters for the needs of the mostvulnerable users will create inclusiveenvironments for all. This is a fundamentalprinciple in creating civilised streets.

5.4.1 Designing accessible streetsAccommodating the needs of all people iscrucial to a successful design and consultationwill play a central role in assessing the needs ofpeople who live and work in the area. There is aduty on public authorities to promote equalityunder the Disability Discrimination Act (DDA)2005. There is an expectation of positive actionin scheme development and a duty forretrospective action for local authorities to rectifyoccurrences of non-compliance.

Inclusive design is based on understanding theneeds of all road users including the mostvulnerable. Vulnerable road users includewheelchair users, mobility scooter users, peoplewith mobility difficulties or sensory impairments,people with heavy bags and parents withbuggies or young children.

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31 Supplementary Planning Guidance ‘Landscape and Heritage’(LCC, 2005)

Successful design that enables all members ofsociety to access education, shops, employment,health services and other local and communityfacilities can help address issues of accessibilitythus reducing social inequality. Inclusive designcan help ensure streets are32:

• Inclusive - so everyone can use them safelyand easily.

• Responsive - taking account of what peoplesay they need and want.

• Flexible - so different people can use them indifferent ways.

• Convenient - so everyone can use themwithout too much effort.

• Accommodating - for all people, regardlessof their age, gender, mobility, ethnicity orcircumstances.

• Welcoming - with no disabling barriers thatmight exclude some people.

• Realistic -offering more than one solution tohelp balance everyone’s needs andrecognising that one solution may not work forall.

Street design can help tackle social exclusionand help provide equality of opportunity for allregardless of wealth, educational attainment,age, sexual orientation and physical or mentalability.

This guidance is in-line with best practiceillustrated in Inclusive Mobility (DfT, 2005).

5.4.2 Designing safe streetsLCC will support developments that reduce thelikelihood and opportunity for crime and fear ofcrime through good design. Street designsshould ensure that places are:

• Overlooked.• Connected.• Busy.• Free from dark spaces.

Crime rates in Lancashire vary across thedistricts (Figure 5-1). Design teams shouldconsider the implication of crime rates in designswith the aim to reduce crime and fear of crimewherever possible.

Figure 5-1 Crime across Lancashire

Being safe and feeling safe are basic rights thateveryone should enjoy. Yet many urbanenvironments are not designed with safety inmind. Streets that are overlooked, well designed,appropriately lit and busy are inherently saferplaces. The desire to make an environmentconnected should not compromise safety.For instance, alleyways should be affordednatural surveillance and lead directly wherepeople want to go.

Environments that create a sense of communityownership and pride can also help combatissues of anti-social behaviour and crime.Safer Places (ODPM, 2004) sets out furtherguidance. Advice can also be sought fromArchitect Liaison Officers within LancashireConstabulary.

Creating safe and civilised streets should allowpeople of all ages to use the public realm forrecreation. In particular they should enablechildren and young people to play. ‘Play’ is whatchildren and young people do when they followtheir own ideas and interests, in their own way for their own reasons (Department for Culture,Media and Sport, 2004). Creating places wherechildren can play is integral to a child’sdevelopment, health and quality of life.

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32 The Principles of Inclusive Design (CABE, 2006)

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Motorway/Major RoutesRailway Line

National/Local Cycle RoutesPublic Transport Links

Pedestrian LinksCycle Links

Vehicle Links

As part of new residential developments,practitioners should design for play and providesafe and easily accessible play areas.This involves reducing the number and speed ofmotor vehicles. Designing for play should alsoconsider children riding bikes as part of playwithin the street.

Reducing vehicle speeds and vehicle flows canhelp enhance perceptions of safety, encouragestreet activity and reduce the potential for userconflict. These are all key parts of achievingharmonious and civilised environments.The County Council in line with the North WestDepartment for Health supports the regionalimplementation of 20mph limits to enhancesafety perceptions and reduce road trafficaccidents.

LCC aims to limit road design speeds to20 mph in residential developments.

Designs should aim to create streets that controlspeeds naturally, without the need forunsympathetic traffic-calming measures.The County Council discourages the use ofvertical traffic calming features on newresidential streets and promotes the use ofnatural design features, such as;

• Narrowing carriageway widths.• Reducing visibilities in-line with design

standards.• Using features within the carriageway, such as

trees, crossing refuges or even cycle parking.• Providing on-street parking.• Encouraging greater use by pedestrians and

cyclists.

These design features encourage drivers totravel at slower speeds but do not causeunnecessary discomfort to drivers. They removethe need for physical features and reduce thecosts associated with their installation andcontinued maintenance. Further guidance ontraffic calming is available33.

5.5 Connected streetsLCC will ensure new streets are connected tothe surrounding environment giving peoplethe opportunity to choose how they travel.

The way streets are laid out and connected tothe surrounding environment has a significantimpact on the success of a neighbourhood andthe community.

Creating safe and accessible environments thatprovide people with the opportunity to choosehow to travel is central within the designprinciples on which this document is based.Designing links to the external network requiresan assessment of the surrounding infrastructureincluding walking, cycling and public transportroutes in addition to the road network.Where new links are provided they should offerdirect access to the existing infrastructure.The diagram below provides an overview of thevarious stages in creating a connecteddevelopment.

Creating a connected site:• People walking should be provided with routes

to public transport and key destinations e.g.schools.

• People cycling should be provided with links tolocal and national cycle routes and keydestinations such as train stations.

• Public transport users should be provided withdirect routes to public transport nodes whethertravelling by foot, bike or car.

• Motor vehicles should be provided with routesto cater for desire lines to major roads andattractors without creating through routes forvehicles not accessing the site.

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33 LTN 1/07: Traffic Calming (DfT, 2007) and LTN 1/08:Traffic Management and Streetscape (DfT, 2008)

Development

Shops

School

TownCentre

Connected or permeable networks benefit allusers. Neighbourhoods need to be internallypermeable and connected to their surroundings.A development with only one entrance/exit offerslimited connectivity. It does not encouragewalking and cycling as people will have to travelgreater distances than would otherwise benecessary. The use of public transport can alsobe discouraged if routes to these transportnodes are indirect. In some situations it may bepossible to create some walking and cycle onlylinks giving those on foot and bike higher priorityand shorter routes than motor vehicles. Servicevehicles accessing a poorly connected site wouldbe forced to reverse and turn in areas wherechildren might be at play. Poorly connectedroutes could also result in vehicular traffic beingconcentrated on one route increasing vehiclemovements and negatively impacting localcharacter.

By creating a permeable layout, access to thesurrounding network by all modes is easier.This allows a more even spread of motor trafficthroughout the area improving the sense ofplace.

Figure 5-2 Poorly connected development with a single entrance/exitfor all modes

Figure 5-3 A well connected development with multiple links including3 walk/cycle only links

When developing new residential areas,developers should assess the likely motor trafficimpact of the development on the local highwaynetwork. An industry standard database and/orexisting movements should be used to estimatepeak flows. Junction capacity should beassessed using industry standard modellingsoftware. Consideration should also be given tolocal influences such as gradients, widths or busroutes.

Developers need to identify likely destinationpoints for the development traffic to predictpotential junction locations. If it is predicted thatthe proposed junction will be near to capacity inthe opening year or several years after opening,a secondary vehicle access option should beassessed.

The design of permeable networks should takeinto account a number of options including thelikely usage by all modes. This will ensure anacceptable flow of traffic through key junctionsand provide greater access links for peoplewalking and cycling. However, designs should notallow the potential for ‘rat-runs’ and practitionersshould work with architect liaison advisors andcrime prevention officers to ensure routes aresafe.

Motor vehicles are a core mode of travel forpeople with disabilities. As such, ensuring streetscan accommodate community transport vehiclesshould be a key consideration of inclusivedesign.

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© Crown Copyright. LCC Licence No. 100023320 2010.

5.6 Designing for walkingLCC will design streets for people thatencourage walking as a mode in its own rightand as a mechanism to access and use othermodes.

Creating civilised streets means catering for theneeds of people who live and work in the area.Providing for people who walk should be acentral principle in street design.Travel behaviour research in Preston, SouthRibble and Lancaster (Social Data, 2006)highlighted that:

• Over 40% of residential trips are less than3km.

• 17% of existing car trips could be replaced bywalking.

This demonstrates the potential to increase walktrips. The needs of people of all ages andabilities should be considered when designing forwalking. If people cannot access services andfacilities, such as employment or transport as aresult of a poor walking neighbourhood thesecommunities can become socially excluded andreliant upon car travel. A connected andpermeable neighbourhood with direct links toservices and facilities will encourage increasedpedestrian activity.

Lancashire’s Walking Strategy (2007-2011) aimsto stop the decline in walking trips. It has fiveobjectives:

• Promote walking.• Reduce pedestrian road casualties.• Improve accessibility for pedestrians.• Encourage life long walking and improve the

perception of walking.• Promote the benefits of walking.

The guidance in this document supports theaims and objectives of the Walking Strategy.Walkable neighbourhoods are typically characterised by having a range of facilitieswithin 10 minutes (approximately 800m) walkingdistance. Where facilities do not exist within a 10minute walk, providing a mixed-useneighbourhood should be considered to allowresidents to access everyday services withoutthe need for a car. Creating walkableneighbourhoods and streets for people can beachieved following ‘The 5 C’s’ (IHT, 2000):

Connected – consideration should be given tothe locations of local attractor destinations androutes should be designed or improved toprovide links and help people get from A to B ina direct, safe and easy manner. Public Rights ofWay should be incorporated within the design toensure it will be safe and easy to use.Layouts conducive to walking should aim tomake environments legible or self-explanatory.This can be achieved through a combination ofbuilding design, local landmarks and pedestriansigns.

Convenient – developing pedestrian networksshould be a high priority in street design.They should connect to one another andcrossings should be on pedestrian desire lines tominimise deviation.

Comfortable – routes should make walking anenjoyable experience by ensuring they are highquality, safe, free from obstructions and of anacceptable gradient and width.

Conspicuous – streets should be made safe byincreasing natural surveillance, reducing speedsand mitigating the impact of anti-social behaviourfor people walking.

Convivial – the quality of the walkingenvironment should be improved to enhance theway people feel about and interact with the localarea and other people. This involves tacklingissues such as litter and graffiti and by creatingengaging and interesting public space throughthe use of materials, lighting and art.

The following sections set out specific guidanceto help practitioners accomplish civilised streetdesign for those on foot.

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5.6.1 Civilised not SharedShared surfaces are streets where there is nophysical demarcation between users, creatingareas where vehicles, pedestrians and cyclistscan travel together. This is achieved by removingthe separation between the footway andcarriageway and most standard signing andstreet furniture to create a dramatically differentpublic realm. They are a topical subject,highlighted by schemes such as Exhibition Roadin London.

LCC acknowledges the potential benefits sharedspace schemes can offer urban street design.A street that reduces vehicle speeds and raisesthe awareness of people driving so they behaveappropriately will help to make road users safer.However, shared space does not resolve the factthat people feel uncomfortable and unsafe. LCCwants to address this issue and throughconsultation with those representing people withvisual impairments recognises the concerns ofpeople with visual impairments regarding theinstallation of shared space schemes.

Shared spaces are based on the principle ofroad users making eye contact with one another.The Guide Dogs for the Blind Association statesthat this puts blind and partially sighted people ata disadvantage and insists that kerbs are anessential navigation tool for guide dogs and longcane users. The Association’s campaign againstshared spaces is supported by 30 otherorganisations.

The DfT have recently commissioned a study tocollate evidence of the benefits and drawbacksof shared space and issue comprehensiveguidance in Spring 2011. Until this guidance isprovided LCC aims to create civilised streetsrather than shared ones which would:

• Encourage low vehicle speeds.• Create an environment where pedestrians can

walk, stop and talk without feeling intimidated.• Make places easier for people to move

around.• Promote social interaction.• Create an attractive, clutter -free environment.• Provide good crossing facilities.

LCC supports designs that retain a 100mm kerbup-stand in existing streets and 65mm in newdevelopments where possible (see section5.6.8).

5.6.2 Footway surfacesFootways need to be wide enough to allow acomfortable walking environment and have asmooth, even and non-slip surface. The surfaceshould be free from deep water ponding,branches and vegetation. Good quality initialdesign and use of materials can help ensure thelongevity of footway surfaces but at some pointall footways require maintenance. Maintenance(discussed in section 5.14) plays a key role in thecontinued civility of a street. Where maintenanceworks are undertaken they should not detractfrom the existing streetscape and where possibleshould enhance the environment.Reinstatements must be of a high quality and inline with New Roads and Street Works Act(1991). Inspection covers (section 5.6.10) shouldbe designed to minimise any visual impact andshould not present potential hazards.Where possible they should be located to theback or front of the footway and away fromramps.

5.6.3 Tactile pavingTo encourage truly civilised streets theinformation needs of people who are blind orpartially sighted must be given consideration.Blister paving is commonly used to informpedestrians when they are passing from afootway to a carriageway. Current policyguidance in Lancashire supports the use oftactile paving at controlled crossings only.This policy is currently under review.

Other forms of tactile paving include a corduroyhazard warning surface to warn pedestrians of aspecific hazard, such as the base of steps.Ladder and tramline surfaces should be used onsegregated shared cycle track/footway surfacesto indicate to visually impaired pedestrians onwhich side they should walk. The ladder pattern,where the raised bars run at a right angle to thedirection of travel is used on the footway side.However, tactile paving should be laid so thatawkward paving patterns are avoided.The colour of tactile paving should generally bein contrast with the surrounding paving.However, this can be relaxed in conservationareas. Inclusive Mobility (DfT, 2005) providesfurther guidance.

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5.6.4 Footway gradientReasonable gradients for comfort should followguidance set out within Inclusive Mobility.Although the local topography may determinesteeper gradients, ideally gradients should be nogreater than 2.5%. Gradients in excess of thisresult in most wheelchair users experiencingmobility difficulties.

5.6.5 Footway widthThere is no maximum width for footways,although the minimum unobstructed width shouldbe 2m as stated in Inclusive Mobility.The absolute minimum is 1m for a maximumdistance of 6m. However, minimum widths should not be provided near bus stops or otherlocations that would impede visibility of all users.In fact it may be appropriate to provide additionalwidth in locations where people are likely togather, for instance shopping centres or outsideschools.An assessment of a street’s place andmovement function (section 1.6) will highlightdifferent needs along a street and footway widthscan be varied to respond to different pedestrianvolumes. An assessment such as Fruin’s level ofservice (LoS) shown in Figure 5-4 can define alevel of comfort based on space per person.Generally a design which caters for LoS C orbetter will offer a comfortable walkingenvironment, however, in residential streets aLoS A should be designed for.

Figure 5-4 Level of Service categories

5.6.6 Crossing facilitiesTo create civilised streets it is essential that safecrossings be provided where desire linesintersect the carriageway. The type of crossingfacility that should be provided is dependentupon the likely levels of people walking andmotor vehicle flows.

In a civilised street, people driving will beencouraged to give way to more vulnerable users. Within civilised streets vehicle speeds andcarriageway widths will be reduced.

Appropriate crossings include, side roadcrossings, refuge islands and zebra crossings.At side road crossings people on foot shouldhave priority and the carriageway should rise upto the level of the footway to allow level accessacross the junction.

Raised crossing facilities should be providedrather than dropping kerb heights. This ispreferable as it makes travelling on foot easier.Additional information regarding the designstandards for crossings can be found withinInclusive Mobility, LTN 1/9534 and LTN 2/9535.

Refuge islands should be large enough to satisfydemand but should be at least 1.5m long and 2mwide to provide sufficient capacity for wheelchairusers and people waiting to cross with prams.Refuge islands should not be provided wherethey are likely to cause pinch points for cyclists.Maintenance should also be considered toensure areas can be swept and maintained.

On mixed priority routes or where there issignificant pedestrian activity, zebra crossingshelp people on foot to have priority. They rely oncivilised behaviour where people in cars givepriority to more vulnerable road users.Zebra crossings can be used by people travellingby bike but cyclists should be encouraged todismount before crossing. Where there issignificant pedestrian activity and significantvehicle speeds and flows it may be necessary toprovide signalised crossing facilities.

Examples of signalised crossing facilities includepelican, puffin, toucan and pegasus crossingsand traffic signals with pedestrian phases. Wheresignalised pedestrian crossings are used, arotating cone or beeping sound should be usedto indicate the crossing phase to people withsensory impairments. ‘Green man’ times shouldbe long enough to allow safe crossing for allusers.

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Flow Rate - people per minute (ppm)

LoS A - 23 ppmUnrestricted movement.

LoS B - 23~33 ppmNormal walking speeds possible.

LoS C - 33~49 ppmWalking speeds partially restricted.

LoS D - 49~66 ppmWalking speeds restricted and reduced.

LoS E - 66~82 ppmWalking speeds restricted and occasionally reduced to shuffling.

LoS F - variableWalking speeds reduced to shuffling.

34 LTN 1/95 Assessment of Pedestrian Crossings (DfT, 1995)

35 LTN 2/96 Design of Pedestrian Crossings (DfT, 1995)

Grade separated crossings such as footbridgesand subways should not form part of residentialstreets or mixed priority routes. They causedeviation, can be difficult for people with mobilityimpairments to negotiate and give rise toconcerns about personal security.

5.6.7 Side road entry treatmentsSide road entry treatments are a traffic calmingmeasure installed across a minor road at thejunction with a major road. They can be used toindicate a change in character, for instancemoving from a main vehicular route in to aresidential street. Entry treatments can have arange of benefits. By reducing the corner radii,vehicle speeds are reduced and the tightercorner in conjunction with a raised carriageway(up to footway level) makes pedestrianmovements easier.

Raised entry treatments should be designed sothat the width of the raised crossing is at least2.4m and flush with the footway.

5.6.8 KerbsThe delineation between the footway andcarriageway is a significant aspect in streetdesign. LCC supports designs that include a65mm kerb up-stand in new developments and100mm in existing streets. This provides a visibleboundary for vehicles and pedestrians that isusable by wheelchair users.

Kerbs at bus stops should be higher than 65mmin height to permit ease of access to publictransport vehicles. The preferred height of busstop kerbs should be 160mm. This offers acompromise between ease of access andreduced damage to the bus. Care must be takento keep the transition gradients to bus boardersat acceptable levels, preferably 1 in 20 (1 in 12maximum).

Dropped kerbs should be considered in thevicinity of bus stops, taxi bays and disabledparking spaces to allow ease of access,particularly for people with mobility impairments.Dropped kerbs should be flush with thecarriageway, with a maximum 6mm bullnose up-stand if essential.

5.6.9 Footway crossoversFootway crossovers should be avoided inresidential streets as they are inconvenient forpeople on foot, in particular people pushingprams and wheelchair users. They also result inhigher levels of maintenance. As such, LCCsupports the use of a level surface with a 65mmkerb which can be negotiated by a motor vehicle.However, where vehicles will cross the footway, adeeper sub-base should be provided to ensurethe robustness of the final design.

5.6.10 Inspection coversInspection covers located within the footway candetract from the streetscape especially wherethey are poorly installed. Where possible,inspection covers should be located to the frontor back of the footway. A good quality and simplemetal cover should be used to minimise visualimpact and reduce future maintenance.Where inspection covers are required agreementwill be needed regarding future maintenancearrangements.

5.6.11 Public open spaceHigh quality public space is a key component ofsuccessful environments.Practitioners should determine how the spacecould be best used and design the spaceaccordingly36.

This can be achieved by considering context aswell as place and movement functions to caterfor a range of activities. Designers should beaware of local Public Realm Strategies andconsider aspects including, a palette ofmaterials, visual interest, planting, seating,lighting and well located street furniture toenhance the sense of space.

A townscape regeneration project in BurscoughBridge, West Lancashire involved hard landscapeworks and new tree planting to provide shadingaround public spaces and seating areas.

Figure 5-5 Burscough Bridge (www.iwood.org.uk/planners)

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36 PPS17: Planning for Open Space, Sport and Recreation(ODPM, 2002) and The Value of Public Space (CABE, 2004)

5.7 Designing for cyclingLCC will design streets that encourage morecycling, more often and in more safety bycreating designs that cater for the needs ofcyclists.

Residential street designs must cater for theneeds of cyclists. Lancashire’s Cycling Strategy(2007-2011) aims to increase cycling trips andhas four objectives;

• Increase cycle use.• Reduce cycling casualties.• Encourage cycling by children and young

people.• Use cycling to improve health, social inclusion

and economic vitality.

Research by Social Data for Preston, SouthRibble and Lancaster (2006) suggested thatcycling has the greatest potential of any mode toreplace car use. This modal shift would helpreduce congestion and local air pollution.Cycling also has the potential to make asignificant contribution to healthier lifestyles andcan reduce a range of health problems includingheart disease and cancer. The Health EconomicAssessment Tool for Cycling estimates theeconomic savings from reduced mortality due tocycling37. Cycling levels will only increase wherethe physical environment for cyclists is wellthought out and facilities are convenient,accessible, safe, attractive and well maintained.

Cycling generally falls into three categories;• Cycling for transport – including people

travelling to work, school or to accessservices.

• Cycling for recreation – including peoplecycling for fitness and leisure.

• Cycling for play – this is focused on childrencycling for play in the street.

Each group has different needs. A confidentcommuter cyclist may be interested in thequickest and most direct route to work. On theother hand, for children cycling to school orpeople cycling for leisure a safe and pleasantjourney may be a greater priority.Children cycling in the street will require a safearea with low vehicle speeds.

Designers should consider the needs of eachtype of cyclist and aim to cater for them wherepracticable to ensure the environment isattractive for cycling. The six design principles tocreate a successful cycling environment are:Convenience – routes should increasepermeability and serve all main destinations.They should link to surrounding developmentsand nearby services. They should increasedirectness, be signed and be unimpeded bystreet furniture and other obstructions.

Accessibility – creating environments thatencourage and facilitate cycling requires aninfrastructure that reflects the needs of peoplewho cycle and provides a network that links keyorigins and destinations in a logical manner.Design should also consider the needs of peoplewho walk and people with mobility and sensoryimpairments to ensure that potential conflicts areminimised. Routes should be coherent andcontinuous with adequate crossing facilities andprovided through areas inaccessible to motorcars.

Safety – cyclists are sensitive to vehicle volumesand speeds. Designs should aim to reducehazard and increase safety for people who cyclethrough road space reallocation that reducesvehicle flows and speeds. Designs should helppeople who cycle feel safe by increasing theirvisibility and providing well lit routes.More people cycling will increase naturalsurveillance which in turn helps streets andcommunities feel safer.

Fit for purpose – routes should meet designstandards in terms of widths, gradients andsurface quality. A smooth surface is a keyrequirement for comfortable cycling. Surfacessuch as tarmac create acceptable surfaces forcycling, whilst, surfaces such as granite sets canbe unpleasant and dangerous when wet.

Attractiveness – cycle infrastructure should bedesigned in such a way that it complements itssurroundings where possible. Aesthetics andnoise reduction should be considered to helpmake cycle routes attractive and interesting.An excessive use of surfacing contrasts shouldbe avoided, especially in Conservation Areas.

Well maintained – street designs should ensurecycle routes can be easily maintained and bekept free from litter, broken glass and vegetation.

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37 HEAT - http://www.euro.who.int

5.7.1 Design parametersPractitioners need to consider the dimensions ofa cyclist and the space they require. The spaceneeded for a cyclist in motion is typically1000mm. Clearance to fixed objects and movingobjects can vary based on the object (see Figure5-6). Commonly, for a cyclist to pass anothercyclist or a pedestrian, a gap of 500mm shouldbe designed for with a greater clearance formotor vehicles.

Figure 5-6 Cycle dimensions

5.7.2 Low vehicle speeds and flowsCreating civilised streets that promotecomfortable environments for cycling is moreachievable if speeds and traffic flows arelowered. A design speed of 20mph on residentialstreets should be accomplished using naturaldesign features.

5.7.3 PermeabilityDesigns should aim to enhance permeabilitywherever possible. Access controls for cyclistsshould be removed by using ‘cycle and walk onlylinks’ or cyclist contra flows. Routes should linktogether and link to surrounding cycle networks,both on and off road. This approach can helpcreate a connected development and provide asafer route than cycling on major roads.

5.7.4 Cycle pathsIn residential streets on road cycle lanes will notbe necessary. However, cycle paths provide animportant link to wider services. Two-way cyclepaths can either be located within the highway,separated from the carriageway by a kerb oraway from the highway. LCC encouragespractitioners to include cycle paths in newdevelopments. Cycle paths should not runthrough alley ways where they will not be used.

The minimum width of a shared cycle path is 3mwhere volumes of pedestrians and cyclists arelow. Ideally shared paths should be wider.Where widths are between 2-3m considerationshould be given to segregation between thefootway and cycleway by a delineation strip orsurface texture. Where widths are less than 2mpeople will have to give way to one another andare generally not suitable. Narrow shared useroutes that experience high flows and do nothave demarcation should be avoided as theyincrease the likelihood of conflict between usergroups and can cause particular problems forpeople with visual impairments.

Figure 5-7 Shared use path

The average speed of cyclists on a level surfaceis 12mph. However a design speed of 20mphshould be catered for along cycle paths toprovide for commuter cycling as well asrecreational cycling. The comfort andconvenience of a journey can be interrupted byfrequent crossings, tight corners and steepgradients. Routes should be open, overlookedand pleasant to use. Gradients should be amaximum of 3%, although where topographydictates, the limiting gradient is 7% over 30m.

Forward visibility on a cycle path affects theability of a cyclist to interact safely with othercyclists and pedestrians. Sightlines affect theability to maintain momentum, anticipate actionsand stop when necessary. The sight stoppingdistance (SSD) depends on the reaction timeand speed of the cyclist and the braking ability ofthe bike.

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1000mmCyclist width500~1500mm

Moving object clearance

250~1000mmStatic object clearance

3m

Type of off-road

cycleroute

Commuter route

Local access route

Designspeed

20mph

12mph

Minimumstopping

sightdistance

25m

15m

Minimumradius

ofcurve

25m

15m

Suggested values are shown in Table 5-1 below.

Table 5-1 Geometries for cycle design

Physical constraints may make it impossible tomeet these desired criteria and mitigatingmeasures may be necessary in these situations.It is important that designs do not causeinconvenience or danger to those travelling onfoot.

Cycle paths should be separated from plantingby a grass verge where possible. A verge allowsplanting to grow without impacting on the cyclepath. A verge can also be considered betweenthe path and the carriageway to act as aninformal barrier to help create a pleasant cyclingexperience.

LCC encourages practitioners to provide asmooth and safe surface. Generally a tarmacservice will be suitable for cycle paths.Future maintenance should be considered andagreement sought with the LCC where paths arelikely to be adopted.

5.7.5 Cycle lanesOn mixed priority routes where vehicle speedsand flows are higher than residential streetsconsideration should be given to cycle lanes.Designs should ensure suitable road widths areprovided to create a safe and comfortableenvironment for cycling. Roads which are narrowcan result in dangerous overtaking manoeuvres.On two-way streets where speeds aremaintained at 20mph cycle lanes will notgenerally be required. They are appropriate onroads where speeds are at least 30mph.

Cycle lanes can take three forms:• Lanes shared with motor vehicles.• Advisory cycle lanes.• Mandatory cycle lanes.

Providing cycle lanes of a correct width helpsensure drivers give cyclists adequate spacewhen overtaking. LCC supports the provision ofa 1.5m wide cycle lane on 30mph roads.Where contra-flow lanes are planned, carefuldesign will be required.

5.7.6 Bus routes and cyclingCyclists should be allowed to use all bus lanesas part of a new development. Bus lanes shouldideally be 4.5m wide as this enables a bus topass a cyclist safely without having to leave thelane.

5.7.7 Junctions and crossingsAchieving convenient and direct routes willinvariably result in cyclists having to negotiatejunctions and crossings. At junctions thatintersect with minor roads consideration shouldbe given to raised cycle crossovers. This shouldonly be considered where vehicle volumes arelow on side roads. Alternatively, a direct informalcrossing could be considered. Where cycle pathscross major or busy roads with high speeds asignalised toucan crossing should be used.A design width of 4m is encouraged.

Unimpeded progression for on-road cycle trafficis achievable by allowing progression withgeneral traffic in the carriageway. Integratingcycle traffic with motor traffic can also helpminimise the number of cycling conflicts. Wherepossible Advanced Stop Lines (ASLs) should beprovided at junctions as they allow on-roadcyclists to be at the front of queuing traffic, sitaway from exhaust fumes, be more visible andmake right turn movements easier.At roundabouts, cycle lanes should beconsidered.

To help off-road cycle traffic negotiateroundabouts, splitter islands should be providedwhere traffic volumes are low. Alternatively, zebraor toucan crossings can be provided.

5.7.8 Signing and liningSigns should clearly identify cycle routes and bedesigned to give cyclists adequate informationand help warn of potential hazards. Signs shouldbe designed in line with Traffic Sign Regulationsand General Directions 2002 (TSRGD).Coloured surfacing has no legal meaning but canbe used to emphasise cycle lanes and helpremind drivers that the road space is for those onbikes. In residential developments colouredsurfacing will not be required. However, it may beappropriate in certain situations, such as lead-inlanes, contra-flow lanes and where cyclists couldbe at risk, for instance besides parking bays.LCC encourages designers to use this guidanceand work in consultation with cycling officers toensure a consistent and coherent approach tosigning.

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Walkingdistance

tobus stop

% of people in large urban

areas who can access a bus

stop

6 minsor

less

86%

7~13 mins

11%

14 minsor

more

2%

5.7.9 Integration with public transportPublic transport users can be encouraged tocycle to stations or bus stops if a convenientroute and adequate cycle parking is provided.Increasing the number of cycle trips accessingpublic transport has enormous potential tocontribute to wider objectives for health,congestion and climate change. LCC suggeststhat the distance a person cycling will travel to astation or stop can be in excess of 3km whichmeans a large proportion of people living inLancashire’s built up area can access the railnetwork. In urban areas therefore, there ispotential to increase the number of cycling tripscombined with public transport.

This is an important concept and as such, newdevelopments should provide cycle routes topublic transport nodes. Consideration shouldalso be given to providing additional cycleparking facilities at these destinations to cater forthe increased demand.

5.7.10 Further guidanceFurther guidance is provided within:

• Connect2 Design Guide. (Sustrans, 2009).• LTN 2/08: Cycle Infrastructure Design. (DfT,

2008).• Lancashire Cycle Design Standards. (LCC,

2005).

5.8 Designing for public transportLCC will support design that integrates andencourages public transport use.

Planning for a high quality public transportinfrastructure plays a central role in creating anaccessible environment. Catering for the needsof all users including public transport users’helps create civilised streets.

5.8.1 Bus travelIn residential developments the focus is on bus-based transport as this is the most likely mode tobe used. The key concept in residential streets isto avoid bringing bus routes deep into residentialareas but keep them within walking distance.Walking is the main access mode for bus-basedtravel. The table below highlights the percentageof people in large urban areas with a populationover 250,000 who can access a bus stop.

Table 5-2 Walking distance to bus stops (White, 2002)

The table shows the capacity to access publictransport and infrastructure needs to encouragethis. For larger developments, bus through routesshould be considered, however, for smallerdevelopments a bus stop should be withinwalking distance. The walking distance to a busstop should be based on likely demand andshould be no greater than 400m (a 5 minutewalk). Where possible this distance should besignificantly less.

For new developments it will be necessary tonecessary to work in partnership with publictransport operators to plan potential new routesand set frequencies based on likely demand.

Buckshaw Village - Bus Travel:Buckshaw Village, a new housing and businessdevelopment in Chorley has been provided witha new bus route. The 109 (operated byStagecoach and John Fishwick) runs downCentral Avenue (the spine of the development),meaning a large proportion of residences arewithin walking distance. The bus provides linksto Chorley and Preston.

For redevelopment sites, a route may alreadyexist but it may require an additional bus service,increased frequencies or headways, new busstop locations or a re-direction of services.Enhanced walking and cycling routes to accessthe network may also be required.

The following guidance is applicable to largeresidential developments and mixed priorityroutes rather than residential streets.

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Bus Stop FlagSHELTER

Bus routes and bus stops are central to creatinga walkable neighbourhood which provides aviable alternative to car travel. It is suggested theminimum average load for a conventional busservice to be viable – averaged over the wholeday in both directions is about 10 – 12passengers (White, 2002). The type of busesused will depend upon the average loadanticipated over a day and whilst they vary inheight and length, width is relatively fixed ataround 2.5m. As part of the design process thestreets to be used by public transport should beidentified and appropriate road widths designed.The use of swept-path analysis can be used todetermine necessary widths and ensure efficientoperation (section 5.10.2).

Where bus routes are planned, bus prioritymeasures may be appropriate in certaincircumstances to ensure a reliable service:

• With- or contra- flow bus lanes.• Pre-signals and bus gates.• Rising bollards.• Guided bus ways and park and ride.

This list is not exhaustive and detailed guidanceis available in Bus Priority – The Way Ahead(DfT, 2006) but such measures can help providea service that offers a realistic alternative to carjourneys. Streets with bus routes should notgenerally be less than 6m wide (unless for shortsections). This allows two way bus movementand use by other modes. The arrangement ofon-street parking will require consideration andcareful design. If designated bus lanes are to beprovided they should be a consistent minimumwidth of 4.5m to allow for shared use withcyclists. All bus routes should be free fromvertical traffic calming features.

Well designed bus stops and shelters are animportant aspect in improving the overall journeyquality for people using the bus. The location ofbus stops is a central element in creating anenvironment that encourages public transportuse. The location should be decided throughconsultation and consideration of local networkand operational requirements including existingusers. They should also ensure ease of accessby foot and be near to junctions and keydestinations.

Any potential visual impact should be consideredand a shelter must be designed to accommodatethe likely number of waiting pedestrians.Interviews undertaken by LCC38 identified thatbus stops and shelters are inconvenient andinadequate, can be difficult to board and oftenresult in a fear of crime at night. As such, LCCencourages designers to think carefully about thelocation of bus stops to ensure they will cater forthe needs of the local community.

As stated in section 5.6.8 kerb heights of 160mmwill facilitate ease of access for people withmobility impairments. In addition, betterinformation should be provided via timetablesand Real Time Information and security shouldbe improved by working with the Safer TravelUnit and ensuring waiting areas are well lit.

To encourage civilised behaviour, bus stopsshould not be located opposite one another toallow other vehicles to continue to pass a bus ata stop. Footways at bus stops should be wideenough for anticipated use. Inclusive Mobilitysuggests a footway width of at least 3m to allowfor waiting travellers and passing pedestrianmovement.

Bus bays should not be used unless there is acompelling safety issue as they result inoperational problems for buses. Bus stops andshelters should either be located along thefootway within the furniture zone or bus boarderscan be used to permit full use of the footway.Bus boarders are generally built out from theexisting kerb line and provide a convenientplatform for boarding and alighting.They commonly take one of two forms; full widthor half width.

Figure 5-8 Full width bus boarder

Well designed bus stops can provide qualitativebenefits for passengers by improving the qualityof their journey and perceptions of safety.They can also provide quantitative benefits byimproving journey times and reliability.

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38 http://www.lancashire.gov.uk/environment/ltp/ltp_web/section_10661157946.asp

5.8.2 Rail travelIn most cases, new residential developments willnot be provided with new rail stations unless thedevelopment will result in much higher densitiesthan for bus travel. A new route would requireseveral thousand passengers per hour (White,2002). However, lower densities can be justifiedwhen investment in infrastructure has alreadytaken place, for instance the provision of a newstation along an existing line.

Buckshaw Village - Rail Travel:Buckshaw Village (Chorley), mentionedpreviously, is to be provided with a new railwaystation along the existing Manchester toPreston line. It will be located to the south ofthe Village, but would be well within 2km ofresidential properties allowing access by footand bike. the station will also benefit fromconnecting bus services and a park & ride carpark.

In the majority of situations, an assessment ofthe surrounding transport infrastructure as partof the context appraisal will identify the locationof any nearby rail stations. Although 800m is thedistance generally recognised for walking trips,the Public Transport Accessibility Level (PTAL)approach to public transport accessibilitysuggests a 960m walking distance to railstations, equal to 12 minutes walk whilst PPG13suggests walking is a viable option up to 2km,equal to 25 minutes. Where stations exist withinthese distances, the walking routes should besafe, direct and convenient for users of allabilities. The same is true of walking routes tobus stops.

5.9 Designing for motor vehiclesLCC wants to create developments that servethe needs of all modes.Motor vehicles should be able to access streetsbut designs should ensure speeds and flows areappropriate to create a civilised place wherechildren can play and people can interact.Best practice has identified that technicalstandards for road widths and junction visibilitycan move away from guidelines in documentssuch as DMRB for residential and mixed-usestreets. LCC encourages practitioners to usetheir technical expertise to apply the guidance inthis document in an appropriate and safe way.

5.9.1 Emergency vehiclesThe requirements for emergency vehicles aredetermined by the needs of the fire service.Providing access for fire service vehicles willcater for other emergency service vehicles. MfSsection 6.7 (p.75) provides more detail but ingeneral designs should:

• Provide a minimum width of 3.7m.• Provide access for a pump appliance within

45m of a house or dwelling.

Widths may be reduced to 2.75m over a shortdistance but if carriageway width designs are tobe below 3.7m the local fire safety officer shouldbe consulted. Parked cars and some forms oftraffic calming can impact on emergency serviceresponse times. Both are discussed below withfurther advice available39.

5.9.2 Service vehiclesThe design of streets should accommodateservice vehicles such as refuse lorries. The likelyusage should be considered although vehiclesthat will serve a neighbourhood infrequentlyneed not be fully designed for.

Creating well connected streets has advantagesfor service vehicles as routes can be shorter andthe need for turning movements removed.

Waste collection is a vital component of aworking community and the storage andcollection of waste should be a majorconsideration in street design. There is agrowing realisation of the impact we have on theenvironment. As such, waste collections havevaried. In addition to everyday household wasteand common recyclable materials some councilsnow collect food and green garden wasteseparately.

Designers, working in consultation with waste,planning, highways and building authoritiesshould agree on the types of waste to becollected and how this will be catered for.For kerbside collections, space should beprovided to accommodate waste bins andservice vehicles rather than a design that meansthe footway will be blocked. Alternatively, a wasterecycling centre or underground collection facilitycould be considered. Further guidance isavailable in MfS section 6.8 and from theODPM40.

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39 Car Parking: What Works Where (English Partnerships, 2006 and LTN1/07 Traffic Calming (DfT, 2007)

40 PPS10: Planning for Sustainable Waste Management (ODPM, 2005)

5.9.3 Other motor vehiclesStreets need to be designed for a range of motorvehicles, from private motorcycles and cars todelivery vans. However, a street layout designedto accommodate the needs of emergencyservice vehicles will cater for all other types ofmotor traffic. The main aim should be to providean environment which caters for its users ratherthan each mode. Design based around theprinciples of place, civility and movement canhelp create harmonious environments for all.

5.10 Street geometrySeveral issues need to be considered to providefor road users, in particular, carriageway widths,junctions and visibility.

5.10.1 Carriageway widthsDesigning new or improved streets needs to takeaccount of the street’s function, the type ofdevelopment and other key factors such asmovement volumes, traffic composition andparking. Carriageway widths can be narrowed to2.75m over short distances but this can result invehicles trying to squeeze past cyclists.This should also be avoided at bends wherelarger vehicles may be forced to use the footwayor full road width. The common approach shouldbe to provide a carriageway width between 4.5mto 5.5m, with parking and footways catered forthrough additional width.

5.10.2 Junction radii and swept path analysis

The DMRB recommends that the minimumcircular corner radius at simple junctions shouldbe 6m in urban areas. Whilst this standard canstill be used, LCC encourages designers tominimise corner radii. Small corner radii reducespedestrian deviation and can help slow vehiclespeeds. Swept path analysis can be used todetermine the space needed for expectedvehicles. It is recommended that the potentiallayout of buildings, pavements and public spacebe considered first with the carriagewayalignment then designed to fit in the remainingspace.

Figure 5-9 above, illustrates the potential to useswept path analysis. Design should be developedin the following order:

a) Planning the street and building layout.b) Introducing kerb lines.c) Tracking the remaining space.

Figure 5-9 Using swept path analysis in design

Where corners are designed to be so tight thatlarge vehicles will be forced to use the footway,the sub-base and finish should be designed tobe robust enough to withstand this use.

5.10.3 Junction designCommonly used junctions in residential areasinclude crossroads and staggered junctions,T and Y junctions and roundabouts.The development of junctions can be used tocreate distinctive places. Junctions are generallyplaces where interaction takes place betweenpeople and services such as shops, accessingpublic transport and between different streetusers. As such, design which achieves aneffective balance between movement and placeis crucial.

As discussed previously the location of buildingsat junctions has the potential to benefit streetdesign. Building placement should be agreedfirst, with the junction designed to complimentthe space and provide direct pedestrian access.

There are a range of other factors that requireconsideration through design;

• Whether the junctions will be marked.• The benefits of each type, e.g. crossroads are

convenient for pedestrians whilst staggeredjunctions are less direct for pedestrians butreduce vehicle conflict.

• Whether raised tables will be used at sideroads.

• Whether roundabouts will be used and theirtype; conventional, mini- or continental-style.

Further detail is provided within MfS section 7.3.The impact of each design on all users includingpeople with sensory and mobility impairmentsshould be considered.

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A B C

5.10.4 Junction spacingThe spacing of junctions will be determined bythe type and size of blocks. Block size should bebased on the needs for permeability.Small blocks tend to result in more frequentjunctions. This can help improve permeability forpedestrians and cyclists and disperse motorvehicles. However, as a guide, designers shoulduse a minimum spacing equal to the stoppingsight distance for the 85th percentile speed of theroad for junctions on the same side of the road.

5.10.5 Sight stopping distancesOne significant change from previous guidancewithin DMRB and DB32 is new guidance on sightstopping distances (SSD). The SSD is thedistance within which a driver needs to seeahead to stop from a given speed. In new streetdevelopments the speed is set by designers,whereas in existing streets the 85% percentilewet weather speed is used. MfS adopts a driverperception-reaction time of 1.5 seconds(compared to 2 seconds in DMRB and DB32)and a deceleration rate of 4.41m/s2 (comparedto 2.45m/s2 in DMRB and DB32). MfS (section7.5) provides further details on the formula andother contributing factors. The revised figuresstated above have resulted in SSD’s for streetsas shown in Figure 5-10. The aim is to design forthese distances within new developments and ifpossible when adapting existing highway.

Figure 5-10 Sight Stopping Distances

5.10.6 VisibilityThe derived SSD will determine the design ofjunctions and street layouts. MfS providesdetailed guidance but an ‘X’ distance of 2.4mshould be used as this represents a reasonabledistance between the front of the car and adriver’s eye. The ‘Y’ distance should then bebased on the above values for SSD.

Visibility can be obscured by obstacles such asstreet trees, other street furniture and parkedcars. The potential impact on visibility of theseshould be assessed. MfS states that in practice,parking within visibility splays occurs and yet itdoes not appear to create significant problems.Parking should be located outside of the visibilitysplay and designed to discourage parking within it.

Figure 5-11 Visibility splays

5.10.7 Junctions with major roadsThe above standards are supported for streetswithin new residential developments.However, where a residential street forms ajunction with a major road an ‘X’ distance of4.5m should be applied. A major road can beclassified as a highway where vehicle movementis the core function. Roads classified as LocalDistributors will have a higher movementfunction. These can be viewed on Lancashire’sMapzone digital mapping system.An assessment of the levels of use and types ofvehicles should be considered and where flowsare high or a high number of large vehicles suchas HGV’s are expected, greater visibility splaysshould be provided.

Where the residential street junction is locatedoff a secondary road but is in close proximity toa major road both junctions must providesuitable visibility for vehicles accessing andegressing to ensure safety.

In all situations the local environment and terrainmust be considered to ensure safety is notcompromised.

5.10.8 Gateway treatmentsGateway treatments can be an effective tool tohighlight to drivers that there is a ‘step change’ inthe environment. This gateway can be achievedusing a mixture of visual techniques for examplea raised crossing, a change in surface colour,new street furniture, or trees and planting.Gateway treatments can be provided at theaccess point to a ‘new’ street environment or ateither end of scheme if it is on a corridor.

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9 12 15 16 20 22 31 36 40

11 14 17 18 23 25 33 39 43

SpeedKph~Mph ~

SSD (metres)

SSDadjusted

for bonnet length

Additional features will be needed to achieve low speeds

Possible featurespreventing vehicles fromcrossing centre line

Y Distance Y Distance

Left handvisibility splay

Alternative left hand visibilitysplay if vehicles approachingfrom the left are unable tocross the centre line

X DistanceRight hand

visibility splay

5.10.9 Frontage accessIn general, streets provide frontage access,whereas roads do not. Streets provide access tobuildings and public space. This generatesactivity and enhances the relationship betweenthe street and its surroundings. The design offrontage access points should be consideredfrom the point of view of people passing alongthe street as well as those needing access. It willalso be important to consider the speed andvolume of vehicles, gathered access points andthe distance between the residential boundaryand the carriageway. The DfT recommends that the limit for providing access on a 30mph streetis 10,000 vehicles/day. LCC wish to see a designspeed of 20mph. As such, a value higher than10,000 may be appropriate dependant upon thesite conditions.

5.10.10 Turning headsWhere possible developments should bedesigned to maximise permeability andconnectivity and design out cul-de-sacs.However, where design layouts are constrainedthe roads should provide turning facilities.These should be designed to allow servicevehicles to turn within the highway withoutaffecting pedestrian movement. MfS suggest thefollowing layouts:

Figure 5-12 Turning head layouts

Swept path analysis, as discussed in section5.10.2 can be used to check expected vehiclesability to turn.

5.10.11 Overrun areasOverrun areas should be avoided in residentialdevelopments as they cross pedestrian desirelines and can pose a hazard to cyclists.

5.11 ParkingAccommodating parked vehicles is a corefunction of most streets in residential areas.In most situations there is a need to provide forcycles, cars and motorcycles. When makingdecisions regarding the design and location of allparking the following principles should befollowed.

• It should not negatively impact on the designquality of the street.

• One solution will not fit all; a combination ofparking forms may be appropriate.

• On-street parking should play a role in mostdevelopments.

• Security needs to be considered.• The needs of all users including visitors and

mobility impaired people should beconsidered.

More details on types of parking provision areprovided below and additional design guidance isalso available41.

5.11.1 Cycle parkingProviding enough convenient and secure cycleparking is critical to increasing cycle use.In residential developments, access to cycleparking should be designed to be at least asconvenient as access to car parking. In aresidential development cycle parking can beaccommodated within garages if they are to beprovided. However, within flats shared parking islikely to be more efficient. LCC encouragespractitioners to cater for cycle parking within acommunal parking area that is easily accessible,covered, safe and secure. The maintenance costof the communal parking area could be includedwithin the service charge of the property.The amount of parking depends on a range offactors including likely ownership levels, the typeof housing/development and its location.Census data can reveal useful information forapproximating likely levels. As set out within theDraft North West Plan Partial Review (July, 2009)new developments should provide the followinglevels of cycle parking:

Table 5-3 Cycle parking standards

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41 Car Parking: What Works Where (English Partnerships, 2006) and Residential Car Parking Research (DCLG, 2007)

Dwelling size

1 Bedroom

2~3 Bedroom

4+ Bedroom

Level of Parking

1 allocated, 1 communal



A discussion with local cycling officers will helpagree total numbers. Cycle parking facilitiesshould also be provided where there is anexisting need and where practitioners aim toencourage modal shift. Designers should takecare when including cycle parking to minimiseany visual and physical impact.

At retail and commercial locations, differentstandards exist. For short-term parking LCCencourages the use of covered Sheffield standslocated near entrances. These should bedesigned assuming two bikes are attached andlocated so as to not impact on the footway zoneand impede pedestrian movement. For staffparking, a secure location within the buildingshould be provided where possible.

5.11.2 Car parkingParking needs to be integrated withindevelopments. However, applying rigid parkingstandards does not always work successfully.Poorly designed parking provision and anenvironment that does not encourage moreactive travel can result in inconsiderate parking,congestion and parking on footways causingsafety concerns. Alternatively, design thatprovides too much parking can encouragefurther car use or excessive parking by non-residents. Both situations can result inenvironments with no sense of place.

This advice complements parking guidance inthe Draft North West Plan Partial Review (July,2009) which states that new developmentsshould include maximum parking standards forcars and minimum standards for cycles,motorcycles and disabled parking to encouragesustainability.

The Proposed Revised Table 8.1 within thedocument sets out the North West RegionalParking Standards. The standards relating toresidential dwellings are shown in Table 5-4.

Table 5-4 Maximum car parking standards

The Area types relate to Policy RDF1 – SpatialPriorities and group areas based on their generallevels of accessibility as follows:

• Type A – City and town centres inmetropolitan areas and regional town and citycentres.

• Type B – Non-metropolitan key town centresand district/local towns and city centres.

• Type C – All other areas.

The document states that developments shouldeither be in-line with these standards or shoulduse them as maximum standards. The impact ofparking on the sustainability of the overall designshould be considered. Research undertaken forDfT (MfS, 2007) indicates that car ownership islinked to a number of factors includinghousehold size, income, job requirements andsocio-economic group. The spatialcharacteristics of an area will be reflected in carownership levels.

Research by CABE has suggested an underprovision of car parking is unattractive to homebuyers42. However, it can be successful whereviable alternatives are designed for. An effectiveResidential Travel Plan can help achieve this.Once the level of parking has been agreed, theform parking should take requires carefulconsideration including type, arrangements andvariety. Parking can be provided in the form of aresidents’ parking scheme through discussionswith Lancashire Parking Services. This approachaims to provide prioritised parking spaces thatremove any external influences, for instance afootball match, but it does not guarantee allresidents space. Unallocated parking offers acommon resource for a neighbourhood.LCC support designs which include a degree ofunallocated parking as it allows for changes incar ownership and provides for both residentsand visitors. Within residential developmentsparking will generally fall into two categories;either on- or off-street. MfS (section 8.3 p. 102 –112) provides further guidance on parking whilesome of the main factors are discussed below.

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2

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B

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2

3

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25m

15m

42 What Home Buyers Want (CABE, 2005)

5.11.3 On-street parkingOn-street parking, if well designed, can offer acommon resource, add activity to the street, andhelp reduce vehicle speeds. In some situations itmay be possible to cater for all parking demandon-street. However, poorly designed on-streetparking can create road safety issues if speedsare high. It can also be visually dominant andresult in footway parking.

Appropriate parking provision and activemarketing should prevent pavement parking.However, where it is considered to be a likelyproblem, appropriate street furniture such asseating, planters and cycle parking within thefurniture zone could be considered.

Assessing whether on-street parking isappropriate should involve the review of likely carownership levels, the amount of off-street and/orallocated parking to be provided and streetgeometry. Where on-street parking is to beprovided on busier streets it is suggested that aparallel parking arrangement is used. This canbe achieved through a gradual widening of thecarriageway. On-street parallel parking spacesshould be 2m wide by 6m long.

Figure 5-13 Parallel parking arrangement

On quieter streets, on-street parking can take amore varied form including perpendicular, centralreservation and angled parking. Access toperpendicular or echelon parking is determinedby the carriageway width on the road.MfS provides details on typical widths based onthe approach angle, for instance at 90° the widthof W in Figure 5-14 should be 6m. However, thewidth can be reduced if parking bays are madewider. Swept-path analysis can be used toassess the space needed for manoeuvring.

Figure 5-14 Perpendicular parking arrangement

However, parking in a civilised street should bedesigned to be a good space in which peoplecan park. When empty, the use of designatedbays marked out with white lines will make thespace look like an empty car park. It is better toprovide areas designed to allow parking.

5.11.4 Off-street parkingOff-street parking is typically less flexible thanon-street facilities. It can take different forms,including communal parking, allocated spaces,allocated garages or parking within a dwellingscurtilage. Although footway crossovers should beavoided where possible, the use of a 65mm kerbwill still allow vehicles access.

5.11.5 Blue badge parkingIn any situation, appropriate levels of provisionshould be made for disabled people.Parking layouts should include appropriateparking provision for blue badge holders. TheDraft North West Plan Partial Review (July, 2009)encourages practitioners to negotiate the level ofdisabled parking in residential developments ona case-by-case basis. Standards for other typesof development are provided within the draftreview.

Inclusive Mobility provides detailed informationon disabled parking bay design but in general:

• On-street parallel parking bays should be 6.6m.

• 2.7m, on-street angled parking should be 4.2m.

• 3.6m and off-street parking should be 4.8m.• 2.4m bays should be designed so that drivers

and passengers, either of whom may be disabled, can easily get in or out of the car.

The bays should allow wheelchair users to gainaccess from the side and rear and should beadjacent to dropped kerbs. The bays should belocated within 50m of services served by the carpark wherever possible.

5.11.6 Motorcycle parkingMotorcycle parking should also be consideredwithin new residential streets. With motorcyclesrepresenting around 5% of motor vehicle use butexperiencing approximately 37,000 thefts a year,secure parking provision is paramount.IHIE Guidelines for Motorcycling (updated in2007) summarised good practice in motorcyclingparking as “Near and Clear, Safe and Easy touse”. Well located and overlooked motorcycleparking in addition to physical features such asrails or hoops (providing inexpensive lockingpoints) can create suitable parking points.IHIE quote the 95th percentile dimensions of amotorcycle as 2m by 0.8m. This meansapproximately four or five motorcycle spaces canbe accommodated within one car space.

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6m2m

2.4m

w

4.8m

5.12 Designing for street furnitureStreet furniture is a collective name given to themajority of vertical elements within the publicrealm. Most is located in the footway.The continued growth in vehicular traffic inLancashire has resulted in additional elements ofstreet furniture such as safety and enforcementequipment. The amount of street furniture hasalso increased to serve the needs of pedestriansand includes bus stops and seating.

A combination of space constraints coupled withthe uncoordinated and often inappropriatelocation of street furniture causes problems forpedestrians and people with mobility and visualimpairments. It also detracts from theappearance of the streetscape.

Designers need to consider a range of factorswhen considering the location of street furnitureincluding footway widths, flows, parking needsand activity with an aim to minimise street clutterand promote an efficient use of space.

Generally, the area between the kerb line andhighway boundary can be divided into fourzones;

• Kerb zone.• Furniture zone.• Footway zone.• Frontage zone.

Figure 5-15 Highway boundary zones

This arrangement is not meant to be prescriptiveand is more appropriate to mixed priority routesrather than residential streets.

However, designers should consider the variousspatial needs of the street in terms of kerbs,furniture and movement. In addition, where art,trees and signs etc are planned, the potentialrisks should be assessed.

The kerb zone should be free from streetfurniture and should typically be 450mm wide toallow for a kerb and vehicle overhang (LTN 1/98and TD 50/04 in DMRB).

The furniture zone is where street furniture canbe positioned. This zone can be a paved orgrassed area and provides a buffer betweenpedestrians and the carriageway to help increaseperceptions of safety and comfort. Practitionersshould consider the minimum and maximumwidths based on place, movement and anycommercial requirements and ensure items arepositioned correctly to not cause unnecessarydeviation.

The footway zone should provide for theunhindered movement of pedestrians along thestreet and should be free from both permanentand temporary objects. As stated in section 5.6.5the desirable minimum width of a footway is 2m.This should be increased around bus stops andoutside shops and areas of high activity.

The frontage zone is the area between thefootway zone and either the property line orhighway boundary. This zone should also be keptfree of street furniture as it provides the bestroute for cane users to use the buildings as aguide. Other issues such as awnings, garagedoors and balconies should not over-sail thefootway at a height of less than 2.6m.

The main principles should be to locate streetfurniture in a consistent manner so that peoplewith visual impairments can anticipate theirposition. Where items are no longer requiredthey should be removed to minimise deviation forall pedestrians. When street furniture is beingagreed designers need to give consideration toensure future maintenance is practical withoutunnecessary disruption to street users.Consideration should also be given to the use oftonal contrast between the street furniture and itssurroundings. An agreement regarding futuremaintenance responsibility should also beachieved at an early stage.

The following sections provide information andguidance on specific items of street furniture.

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5.12.1 Street lightingA well designed and thought out approach tostreet lighting can help reduce risks of accidentsduring the hours of darkness, discourage crime,enhance perceptions of safety and improve anarea’s appearance. The location and type ofstreet lighting should be identified through thedesign process. Advice should be sought fromLCC’s street lighting engineers. WithinLancashire there are already effective processesto identify areas of poor or ineffective lighting, forinstance, LCC’s Community Street Lightingprogramme. The expertise of officers should besought as part of the scheme’s development.

Lighting columns should be positioned toeffectively illuminate both the carriageway andfootway and remove dark spots to help reducefear of crime. MfS section 10.3 provides furtherdetail but the following should be considered:

• The use of different lighting types todistinguish different areas, e.g. moving to anarea with a high place function.

• Lighting that is in context with thedevelopment to add to the sense of place.

• Lighting should be continuous as suddenchanges can cause problems for partially-sighted people.

The intensity of lighting should depend on arange of factors including the type of road, levelsof use and whether there is a need for CCTV.However, use should be made of carbonreducing bulbs where possible. The number oflighting columns should be kept to a minimumand the height should be as tall as possible butin context without exceeding building heights.

Consideration should also be given to reducingstreet clutter when designing street lighting.One option is to provide wall-mounted lightingwhere frontages allow and owners give theirconsent. Another option is to coordinate streetfurniture with lighting columns. This could includeplacing traffic signal heads, traffic signs, busflags and timetables, litter bins, banners andflower baskets on lighting columns. Where suchan approach is proposed, LCC’s Street LightingManager should be consulted and considerationmust also be given to ensure features to do notoverhang the carriageway resulting in potentialhazards. Ongoing maintenance responsibility willalso require consideration to gain support fromboth LCC and the district authority.

5.12.2 Traffic signal controllersTraffic signal control boxes are a necessarypiece of street furniture, without whichLancashire’s road network would quickly ceaseto work.

However, when they are poorly located they canhave a significant negative impact on pedestrianmovement and detract from the surroundingstreetscape. The boxes should be located insuch a way that they do not hide pedestriansfrom approaching vehicles and be side-on topedestrian movement to maximise footwayspace. Practitioners should consider moreinnovative design approaches, for instance,locating traffic signal control boxes underbenches as recently done in the Borough ofHammersmith and Fulham (Figure 5-16), tominimise street clutter. However, such anapproach would need to be assessed in terms ofcosts and benefits.

Figure 5-16 Signal control benches

5.12.3 Traffic signsWithin residential streets designers should startfrom a position of no signs and only introducethem where they serve a clear purpose.A fundamental step is to remove any highwaystype signs from schemes within residentialstreets which might be the source of ambiguitysuggesting it is a highway for vehicles. It isacceptable to make road users think their waythrough an environment through a lack of signsbecause people will slow down. However, it is notacceptable to encourage ambiguity because thismeans people will interpret the space in differentways resulting in raised hazard.

Within a mixed priority route, signs will benecessary and should be considered as animportant component of street design.Practitioners should aim to minimise the level ofstreet clutter where possible. Signs should belocated to reduce visual and physical intrusionand if lighting is required designs should ensureno glare to cars or buildings. Traffic signs shouldbe located to ensure a minimum clearance of450mm. LCC design standards state a 600mmclearance between the sign and kerb line isappropriate. There should be a clearance heightof 2200mm for signs on footpaths and 2400mmon cycle tracks.

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Detailed guidance is provided within the TrafficSigns Manual (DfT) (2008) and Traffic SignsRegulations and General Directions (TSRGD)(2002) which is currently being reviewed by theDfT. In addition to this guidance LCC encouragesdesigners to consider the following elements;

• A limited number of signs that convey acoherent message.

• A consistent approach to sign design andsiting.

• Reduce signs to the minimum size possiblebased on design standards.

• Use the minimum number of posts.• Only illuminate signs where there is a legal

requirement.• Consider potential for low hoop signs

(Figure 5-17) instead of illuminated bollardsas used at Friargate in Preston.

Figure 5-17 Hoop signs

5.12.4 Pedestrian informationTo encourage walking and make it a viablealternative for shorter trips people need to beable to find their way around with ease. This isespecially important in town centres but can alsoplay a significant role in more residential areas.A truly legible public realm would minimise theneed for signs. However, even new developmentshave to integrate with existing urban structures,the majority of which are not easy to navigatewhen travelling on foot.

Pedestrian signs and/or information boardsshould be located within the furniture zone sothat as with other street furniture visual andphysical intrusion is minimised. In general, signsand/or information boards should be located atkey decision points and be appropriate to aswide a range of pedestrians as possible.LCC promotes a move towards signing thatbuilds on the principles of schemes in Bristol andLondon. These schemes, known as BristolLegible City and Legible London are wayfindingprojects designed to provide better informationthroughout the cities for those who want to walk.These projects are based on providing aconsistent set of wayfinding tools including papermaps and finger-posts in addition to the heads-up ‘monolith’ and minilith’ sign types.

LCC advocates anapproach thatwould seeconsistent, clearand intuitivemapping acrossLancashire.Nevertheless, LCCunderstands andappreciates that theneeds ofpedestrians in eachdistrict are differentand therefore wouldencourage eachdistrict to developtheir own signingstyle based on thefollowing set ofprinciples:

• Heads-upmapping– where on-street signs are orientated to facethe same way the user is facing.

• Ensure information is provided within 900mmto 1800mm above ground so it can be read bymost people.

• Use a consistent language, set of icons andgraphical palette.

• Ensure the sign is visible and that informationis in contrast to the sign background.

• Show the time rather than distance to reachdestinations.

• Consider the use of audio wayfinding43.

The signs can include a range of informationbased on local needs and should use iconicbuildings as wayfinding markers. For instance thesigns could identify key attractor destinationssuch as public transport nodes, tourist attractionsand key shopping centres. LCC believes thatdeveloping a sign style will build on eachdistrict’s local identity whilst providing a coherentmove towards enhanced wayfinding across thecounty.

Initial funding for new and improved signs shouldbe agreed and secured through developercontributions. Enhanced wayfinding results inboth qualitative and quantitative benefitsincluding improved confidence, health benefitsand time savings. However, signage should notbe provided for signings sake, where a legiblestreet design is achievable the use of signageshould be minimal and carefully considered toensure future sustainability.

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43 http://www.rnib.org.uk/gooddeaign

Figure 5-18 Minilith, London

5.12.5 Street nameplatesStreet nameplates are an important and usefulnavigation tool for all road users. In Lancashireeach the district authorities are responsible forthe naming and numbering of streets within theirlocal area. The local authorities are required toprovide nameplates by law under the TownImprovement Clauses Act 1847. The Act allowsnameplates to be attached to walls, buildingsand other structures.

Within new developments, the developer will beresponsible for erecting nameplates to the council’sspecification. As such, developers will need to liaisewith the local council at an early stage.

Generally, signs should be positioned in a clear,uncluttered location, free from obstructions andfoliage so they are visible to both pedestriansand other traffic. LCC encourages practitioners toensure signs can be seen and read clearly butunderstands the need for local variation to fit inwith surrounding street furniture and buildingfrontages.

5.12.6 SeatingSeating is required to provide resting places forpedestrians and to provide places where peoplecan interact socially. Seats should be providedon key routes and in areas of pedestrian activity.Inclusive Mobility states that in commonly usedareas the interval between seats should be nomore than 50m and where possible located atbus stops and taxi ranks. However, seatingshould be located so as to not causeobstructions to pedestrian movement.Inclusive Mobility includes standards on seating.District authorities are responsible for seating inLancashire and should be consulted.

5.12.7 BollardsBollards are commonly used to physically stopvehicles entering pedestrian space.However, bollards are commonly over used as an‘easy’ design solution resulting in a clutteredstreetscape that can create hazards for peoplewith mobility and visual impairments.

LCC encourages designers to use bollards onlywhen no alternative is acceptable.

Design teams should consider relocating otheritems of street furniture or using planting toreplace the need for bollards where safe to doso. Where bollards are used they should be aminimum height of 1000mm (Inclusive Mobility).The use of colour contrast on top of bollards canhelp partially sighted people and should beconsidered.

5.12.8 Pedestrian guard railingPedestrian guard railing is frequently used todiscourage pedestrians from entering thecarriageway by channelling them to a safersection or one that does not impede vehicles.Nevertheless, pedestrian guard railing can resultin severance, the feeling that vehicles havepriority over pedestrians and can also createhazards for cyclists being trapped betweenvehicles and the railings. It also reduces theavailable footway space and in many situationspedestrian guard railing has been installed forincorrect reasons having a significant negativeimpact on streetscapes.

Recent research undertaken by the DfT inproducing LTN 2/09 Pedestrian Guardrailingidentified that sites with pedestrian guard railinghave a higher number of total and pedestriancollisions, higher traffic flows and higher speeds.The research states that while there is nostatistically significant effect on safety, a cleareffect on pedestrian behaviour does exist.

The provision of pedestrian guard railing will notbe necessary in a residential development andalternative solutions should be found alongmixed priority routes. In general guard railingshould not be provided unless a clear need for itis identified and its use should solely be basedon improving safety. LCC encouragespractitioners to consider alternative approachessuch as measures to reduce vehicle flows,vehicle speeds as well as enhancements to thepedestrian environment.

Where pedestrian guard railing currently exists oris identified as a potential measure to beincluded within a scheme, the design teamshould follow the Assessment framework set outwithin LTN 2/09. This includes a site assessmentand an effectiveness assessment to supportremoval or installation.

5.12.9 Public artThe use of public art in new developments,especially in residential areas and town centrescan help reinforce local identity and character.It can provide both a decorative feature and alandmark to help pedestrians find their way.Public art can strengthen the role of a place assomewhere people want to and can gather.It can also add visual interest to enhancepeople’s daily experience. It should be designedto complement its surroundings.District authorities are responsible for themaintenance of public art and should beconsulted. However, it may also be appropriate toinvolve the local community in the design,development and judging of the art work.

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Figure 5-19 Public art in Morecambe

5.12.10 BinsThe provision of litter bins and recycling bins isimportant in places with a high footfall, includingtown centres, local shopping centres andresidential developments. Other locations thatmay require additional litterbins include fast foodoutlets, schools, seating and bus stops.Dog fouling bins should also be provided nearpublic open spaces. The provision of bins is theresponsibility of the district authorities.Commonly, bins should be robust, functional, ofa simple cost-effective design and facilitate easeof access.

As with other street furniture bins should be setback 450mm from the kerb and located withinthe furniture zone where possible. This will helpremove potential obstructions to pedestrianmovement and maintain a footway zone aboveminimum standards.

When providing bins, practitioners also need toconsider street cleaning regimes. The collectionof waste is a vital component of a working andcivilised community.

5.12.11 Pavement cafesMixed priority routes include areas with highpedestrian as well as vehicle activity, often intown centres and local shopping areas.The vitality of these places can be enhanced bymaximising the potential of public spaces.A recent growth in a café culture with outdoorfacilities for eating and drinking has resulted inan outbreak of pavement cafes.

However, pedestrian movement must be takeninto consideration and a footway zone at least2m wide and based on movement, safety andcongestion should be retained. Furthermore,clearance must be allowed for access andemergencies. As a result, pavement cafes willnot be appropriate in all locations. To regulatecafes, district authorities are encouraged to issuelicences to approved premises under Section115 of the Highways Act 1980. Once licensed,pavement café areas can be demarcated by avariety of means.

5.12.12 CanopiesWhere canopies are planned from buildingfrontages and will overhang the footway, theyshould not cause discomfort to users or obstructthe highway in any way.

5.12.13 Signs and LinesAs part of the design process practitionersshould aim to minimise the level of street clutterwhere possible. To reduce vehicle speeds andensure behaviour is consistent with a civilisedenvironment where road users respect eachother, LCC has to change the environment fromone which is a series of highway engineeringinstructions and warnings to one where peoplemust negotiate their way through the space.

Where signs are necessary along mixed priorityroutes consideration should be given tocombining signs onto one board and fixing signsto structures (with the owner’s permission) tohelp reduce clutter. Sign illumination should bekept to a minimum although some signs stillrequire illumination. In general, a greater use ofreflective materials is encouraged.Further guidance is provided within the TrafficSigns Manual and available from LCC’sEnvironment Directorate. Designers are alsoencouraged to remove road markings whereappropriate and design the layouts as naturallyenforcing to remove the need for TROs.

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5.13 Services and adoption

5.13.1 DrainageOne of the five main functions of a street is toprovide drainage. This includes the disposal offoul water from buildings and a route for surfacewater. Foul water is commonly removed throughdrains and sewers. The adoption process forsewers is set out in Section 104 of the WaterIndustry Act 1991. Surface water run-off needscareful consideration, as run-off can increase therisk of flooding downstream. It can also containcontaminants such as oil and organic matter.

Climate change is expected to bring greaterrainfall in winter and more intense storms, assuch, flooding may occur more frequently.Shorter run-off times (as a result of more pavedareas) in addition to sudden rainfall can result inurban flooding. Recent advice recommends thatLocal Authorities take a stronger lead on floodingin their area.

LCC supports the Government and theEnvironment Agency in promoting the use ofSustainable Drainage Systems (SUDS).The term covers a range of sustainableapproaches which aim to mimic natural drainageprocesses and remove pollutants from surfaceurban run-off. Techniques include green roofs,permeable paving, ponds, detention basins andwetlands.

Buckshaw Village - SUDS:Buckshaw Village (Chorley) was provided withswales along both sides of Central Avenue andretention ponds which ensure no waterdischarge enters neighbouring water courses.Both elements were integrated into the overalldesign.

SUDS can help manage run-off flow rates andprotect water quality. They are sympathetic to theenvironment and can provide a habitat forwildlife.

As set out in the Highway Maintenance PlanLCC will accept the use of SUDS where theexisting watercourses do not have adequatecapacity and where commuted sum paymentsare provided for future maintenance.Detailed guidance for developers is availablefrom the Environment Agency. Considerationshould also be given to local watercoursemanagement, introducing permeable surfacesand changing materials to cope with flooding.However, an agreement between LCC anddistrict authorities will be needed with regard tofuture maintenance.

5.13.2 UtilitiesThe provision of utilities services are another keystreet function. Where possible all utilityapparatus should be laid in ‘corridors’ within thefootway. However, designs should consider howto place utilities in positions that will minimisesignificant disruption to the public.Designs should also ensure they do not detractfrom the streetscape.

5.13.3 Adoption of new roadsLCC has the power to adopt streets throughSection 38 of the Highways Act 1980.The agreement is made between the landowner(typically the developer) and the County Council.The agreements relate to newly constructedstreets within residential or industrialdevelopments.

New roads that have been constructed inaccordance with LCC’s design guidance arenormally adopted. This includes ensuringfootpaths form a link on a pedestrian route, thatpublic open spaces are agreed with the districtauthorities and parking is in-line with guidancegiven in this document. Existing private streetswill not normally be adopted unless they meetthe County Council’s adoption standard.

Further information is available in section 11.7 ofMfS and from the County Council’s EnvironmentDirectorate.

5.14 MaintenanceHigh quality streets will need continued care toensure safe, serviceable and sustainablestreetscapes.

Successful designs that result in civilised streetsdo not necessarily have to be costly.Designs should involve an investment of timeand planning so that the right environment iscreated with the right materials. Whilst financialinvestment will be necessary to ensure the useof proven and durable materials and high qualityworkmanship, the emphasis is on good ratherthan expensive design. By providing a quality yetsimple and ageless design future maintenancecan be reduced.

Quality design can also result in higher marketprices. Research in London by CABE (2007)suggests that better street design can add anaverage of 5.2% to residential prices.Correct and timely maintenance is essential toensure the longevity of a well plannedstreetscape.

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5.14.1 MaterialsLCC is developing a recommended palette ofmaterials.

Until publication, materials used should bedurable and meet users’ needs. Nevertheless, itmust be acknowledged that a ‘one size fits all’approach is not always the right one. The use ofinnovative materials and approaches can beconsidered but should be easy to maintain, safe,durable, unobtrusive and sustainable whilst stilloffering a shade contrast to help the orientationof visually impaired people.

5.14.2 Approach to maintenanceThe County Council has a statutory duty tomaintain and manage the highway network asset out in the annual LCC Highway MaintenancePlan (HMP). A well maintained network is avaluable asset and can help achieve a range ofobjectives, including; helping people to travelsafely, adding value to promote social inclusionand improving facilities for vulnerable road usersto help all users enjoy a high quality of life.

The UK Code of Practice for HighwaysMaintenance Management (2005) suggests themain purpose of highway maintenance is tomaintain the highway network for the safe andconvenient movement of people and goods.However, there are also objectives for networksustainability and delivering customersatisfaction. Further details can be found withinLCC’s HMP.

The HMP acknowledges the role of transport inpeople’s quality of life. It highlights theopportunities to improve the network whenundertaking maintenance works, especially inrespect of footways and crossings. Many ofthese opportunities align with the principlesbehind creating civilised streets, including;Making footways fit for purpose;

• Improving integration between pedestrianroutes and public transport;

• helping people cross roads; and• creating a holistic pedestrian network.

5.14.3 Prioritising maintenanceThe maintenance strategy allocates funds formaintenance on a priority needs basis inaccordance with the principles of assetmanagement. The Local Transport Plan sets outa hierarchy of priorities where pedestrians andpersons with restricted mobility have the highestpriority and car borne commuters and shoppershave the lowest priority. Future maintenanceprogrammes and associated schemes shouldhave regard for these priorities.

5.14.4 Current situationThe maintenance programme is primarilyfocused on existing streets and spaces.However, maintenance is also a coreconsideration within new developments.

The maintenance of both existing and newstreets and spaces experience challenges, inparticular the allocation of commuted sums.The CSS (formerly the County Surveyors’Society) have released new guidance‘Commuted Sums for Maintaining InfrastructureAssets’ (2009) in an attempt to resolve the long-standing issue. This guidance should bereviewed as part of the scheme developmentstage.

5.14.5 Proposed approach to maintenance

The UK CPHMM sets out a recommended codeof practice. This includes a range of measuresthat align with the principles of this document,including;

• Undertake community consultation andreflecting the needs of all users.

• Focus on the integrity of facilities for walkingand cycling to ensure continuity andconsistency.

• Encourage sustainable maintenance and therelaxation of technical standards to stimulateinnovation and creativity.

• Ensure materials and treatments areconsistent with the character of the area.

• Take opportunities to remove or simplify clutterwherever possible.

LCC encourages practitioners to consider thefollowing philosophy when streets and spacesare in need of maintenance or are beingupgraded.

1) Work closely and consult with other practitioners and key stakeholders including maintenance engineers.

2) Consider the needs of walkers, cyclists and public transport users.

3) Provide the right design and the right materials.

4) Be innovative where possible.

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By encouraging practitioners to work moreclosely it may be possible to identifyopportunities for maintenance programmes orassociated schemes to align with other projectsto generate wider benefits.

The value of future maintenance programmescan be enhanced by a greater understanding ofissues on the network, in particular the needs ofpedestrians, cyclists and public transport users.This can be achieved by auditing streets tohighlight opportunities for adjustments.Where possible, Highway Inspectors workingwith other practitioners should undertake anaudit of the environment to allow the quality ofenvironments for people walking, cycling andusing public transport to be assessed.The outputs could then be used withinmaintenance programmes to align works withwider schemes such as bus stop improvements,cycle parking provision, and enhanced footwaysand crossings (BVPI 187 and 165).

Maintenance programmes should not justreplace like for like but endeavour to ensure thatthe right design and right material are provided.Work programmes should where possible ensurethe materials used are consistent with thecharacter of the area. Carriageway and footwayreinstatements must be of a high quality inaccordance with the New Roads and StreetsWork Act (1991) so as to not detract from thestreetscape.

Where possible street clutter should be removedand street furniture such as seating should belocated to reduce any impact on footway widths.Where street lighting renewal is planned, thelocation and type should be reviewed to ensureareas are well lit, inviting and ultimately helppeople feel safe. Consideration should be givento removing aspects which can createthreatening environments such as graffiti.The use of an audit tool would help identifylocations requiring attention.

Maintenance schemes should considerinnovative design approaches. This could includethe use of an innovative material or designtechnique, such as;

• Permeable paving.• LED lighting.• Locating traffic signal control boxes under

benches (5.12.2).• Removing all road markings.• Using streetscape features such as trees or

planting to reduce speeds.

However, developers and designers may berequired to explain their choice where aninnovative and untested approach is advocated.

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6. Case study6.1 New DevelopmentA major new development in Chorley was builton the former Royal Ordnance Factory site.The development has included BuckshawVillage, a mixed-use development of up to 2,000dwellings, Matrix Business Park and a large areaof landscaped space.

From the outset, the development wasunderpinned by sustainability with a vision tocreate a community and ‘place to work, rest andplay’. The desire to create a sustainablecommunity is reflected in the final design whichincludes sustainable drainage, integratedtransport systems, habitat conservation andinnovative building design.

The development aimed to limit its environmentalimpact. All materials were retained within the siteand surface water runs in to a sustainabledrainage system (SUDS) that is fully integratedinto the overall landscaping programme.

From the outset, the layout was based on atraditional village and this was followed throughin design with all houses designed to a strictdesign code.

The village centre was designed with courtyardsand mews and linked to a community precinct toprovide local services. Residents are nowprovided with a primary school, communitycentre, sports facilities, hairdressers, a beautysalon, chemist and a recently opened GPSurgery.

Central to achieving the vision for a sustainablecommunity was an integrated transport systemto provide for the needs of all users.Central Avenue, the north-south axis, has beenprovided with re-routed bus services linkingChorley and Preston. The village is provided withhigh quality footways and cycleways and is linkedto National Cycle Network Route 55. A new trainstation is planned south of the developmentalong the existing Manchester to Preston line.Services between these destinations willincrease to four an hour with three stopping atBuckshaw Village. The village is also providedwith easy access to the highway network withjunctions to the M6, M61, A6 and A49 nearby.The County Council are reviewing the potentialto improve driver information to and from thevillage.

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1 Highway Risk and Liability Claims – A Practical Guide to Appendix C (UK Roads Board, 2005)

2 Ambition Lancashire (Lancashire Partnership, 2008)

3 Equality and Diversity and Community Cohesion Strategy (LCC, 2009)

4 Safer Places (ODPM, 2004)

5 Choosing Activity (DH, 2005)

6 Take Action on Active Travel (Various, 2009)

7 Choosing Health (DH, 2004)


9 Lower Carbon Transport (DfT, 2009)

10 Lancashire Climate Change Strategy (LCC, 2008)

11 UK Sustainable Development Strategy (Defra, 2005)

12 Sustainable Communities in the North West (ODPM, 2003)

13 Walking and Cycling Action Plan (DfT, 2004)

14 The Eddington Transport Study (2006)


16 Regional Spatial Strategy (LCC, 2008)

17 Trees, Woodlands and Forests – a guide for developers and planners (4NW, 2009)

18 Economic Strategy for Lancashire (LEP, 2006)

19 PPG13 (DCLG, 2001) and Guidance on Transport Assessment (DfT, 2007)

20 Creating Strong, Safe and Prosperous Communities (HM Government, 2008)

21 http://www.burnley.gov.uk/site/scripts/documents_info.php?documentID=301&pageNumber=1

22 www.buildingforlife.org/criteria

23 Creating Successful Masterplans (Commission for Architecture and the Build Environment, 2008)

24 Design Codes (English Partnership, 2007)

43


References

25 Guidance on Transport Assessment (DfT, 2007)

26 Design and Access Statements, (CABE, 2006) and Circular 01/06 (DCLG, 2006)

27 Planning Policy Statement 1 (ODPM, 2005)

28 www.sharedwheels.co.uk

29 Making Residential Travel Plans Work (DfT, 2007)

30 By Design (CABE, 2000); The Urban Design Compendium (Llewelyn Davies, 2000);Better Places to Live (CABE, 2001)

31 Supplementary Planning Guidance ‘Landscape and Heritage’ (LCC, 2005)

32 The Principles of Inclusive Design (CABE, 2006)

33 LTN 1/07: Traffic Calming (DfT, 2007) and LTN 1/08: Traffic Management and Streetscape (DfT, 2008)

34 LTN 1/95 Assessment of Pedestrian Crossings (DfT, 1995)

35 LTN 2/96 Design of Pedestrian Crossings (DfT, 1995)

36 PPS17: Planning for Open Space, Sport and Recreation (ODPM, 2002) and The Value ofPublic Space (CABE, 2004)

37 HEAT – www.euro.who.int

38 http://www.lancashire.gov.uk/environment/ltp/ltp_web/section_10661157946.asp

39 Car Parking: What Works Where (English Partnerships, 2006 and LTN 1/07 TrafficCalming (DfT, 2007).

40 PPS10: Planning for Sustainable Waste Management (ODPM, 2005)

41 Car Parking: What Works Where (English Partnerships, 2006) and Residential CarParking Research (DCLG, 2007)

42 What Home Buyers Want (CABE 2005)

43 http://www.mib.org.uk/gooddesign

44 What Home Buyers Want (CABE 2005)

45 http://www.mib.org.uk/gooddesign

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45


Acronyms & AbbreviationsAdvanced Stop Line


Commission for Architecture & the Built Environment

Closed Circuit Television

Code of Practice for Highways Maintenance Management

Controlled Parking Zone

Delivering a Sustainable Transport System

Disability Discrimination Act

Department for Transport

Department for Health

Design Manual for Roads and Bridges

Green House Gases

Highways Management Plan

Institution of Highways & Transportation

Lancashire County Council

Lancashire Cycle Design Standards

Local Transport Plan

Local Transport Note

Manual for Streets

Office of the Deputy Prime Minister

Pedestrian Environment Review System

Planning Policy Guidance

Planning Policy Statement

Public Transport Accessibility Level

Quality Audit

Road Safety Audit

Regional Spatial Strategy

Sight Stopping Distance

Sustainable Drainage Systems

Towards a Sustainable Transport System

Traffic Regulation Order

Traffic Signs Regulations and General Directions

ASL

CCS

CABE

CCTV

CPHMM

CPZ

DaSTS

DDA

DfT

DH

DMRB

GHG

HMP

IHT

LCC

LCDS

LTP

LTN

MfS

ODPM

PERS

PPG

PPS

PTAL

QA

RSA

RSS

SSD

SUDS

TaSTS

TRO

TSRGD

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Acr

onym

s, A

bbre

viat

ions

and

Ind

ex

Index

Accessibility 5.4.1Adoption of streets 5.13.3Alignment of streets 5.10.2Alleyways 5.4.2Audits 4.2.4Backs of houses 5.3.3Barriers 5.12.8Bins 5.12.10Blue badge parking 5.11.5Bollards 5.12.7Building frontages 5.3.3Building height 5.3.2Bus lay-by 5.8.1Bus stop 5.8.1Bus stop gradients 5.6.8Car club 5.2.1Car parking 5.11.2Carriageway widths 5.10.1Civilised streets 1.5Clutter 5.12Collaborative design 4.1Connectivity 5.5Conservation areas 5.3.6Consultation 4.2.3Context appraisal 4.2.5Corner radii 5.6.7/5.10.2Crime prevention 5.4Crossings 5.6.6Crossovers 5.6.9Cul-de-sac 5.10.9Cycle lanes 5.7.5Cycle paths 5.7.4Cycling parameters 5.7.1Cycle parking 5.11.1Cycling 5.7Cycling gradients 5.7.4Cycling and public transport 5.7.6/5.7.9Cycling and signs 5.7.8Design audits 4.2.4Design principles 2.1 – 2.3Design process 4.2Design team 4.2.1 – 4.2.2Dimensions of a street 5.3.2Disability Discrimination Act 4.2.9Drainage 5.13.1Dropped kerbs 5.6.8/5.11.5Emergency vehicles 5.9.1Footbridge 5.6.6Footway gradients 5.6.4Footway surfaces 5.6.2Frontage access 5.10.8Front gardens 5.3.3Fronts of buildings 5.3.3

Geometric choices 5.10Gradients (see footway, bus stop and cycling)Guard railing 5.12.8Hazard 1.7Headroom 5.12.3Home Zones 1.2Implementation 4.2.8Inclusive design 5.2/5.4.1Informal crossings 5.6.6Information signs 5.12.4Inspection covers 5.6.10Joint working 4.1Junction design 5.10.3Junction radii 5.10.2Junction spacing 5.10.4Junction with major roads 5.10.7Kerbs 5.6.1/5.6.8Landscaping 5.3.5Legible design 5.5Length of streets 5.3.2Level of service 5.6.5Liability and risk 1.7Lighting columns 5.12.1Local character 5.3Maintenance 5.14Materials 5.14.1Mobility impairment 5.4.1Monitoring 4.2.9Motor vehicles 5.9/5.9.3Motorcycle parking 5.11.6Movement 1.6Name plates 5.12.5Networks 5.5Objective setting 4.2.1 – 4.2.2Off-street parking 5.11.4On-street parking 5.11.3Open space 5.6.11Overrun areas 5.10.10Parking 5.11Pavement cafes 5.12.11Pavement parking 5.11.3Pedestrian barriers 5.12.8Pedestrian crossing points 5.6.6Pedestrian information 5.12.4Pedestrian refuges 5.6.6Pelican crossings 5.6.6Permeable street layout 5.5Permeability 5.5/5.6/5.7.3Personal security 5.4.2Place 1.6Place/movement matrix 1.6Planning approval 4.2.7Policy review 3.4.1 – 3.4.5

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Index (cont)

Project management 4.1Public art 5.12.9Public consultation 4.2.3Public transport 5.8Puffin crossing 5.6.6Quality audits 4.2.4Rail 5.8.2Recycling 5.9.2Residential travel plans 5.2.1Risk 1.7Road markings 5.12.12Road Safety Audits (RSAs) 4.2.6Roads 1.4Safety 5.4.2Seating 5.12.6Sense of place 5.3.1Service strips 5.13.2Service vehicles 5.9.2Shared surfaces 5.6.1/5.7.4Side road crossings 5.6.6 – 5.6.7/5.7.7Signing 5.7.8/5.12.3 – 5.12.4/5.12.12Signal boxes 5.12.2Signal crossings 5.6.6Speed limits 5.4.2Speed reduction 5.4.2Sight Stopping Distances (SSD) 5.10.5Street character 5.3Street definition 1.3Street dimensions 5.3.2Street functions 1.6Street furniture 5.12Street lighting 5.12.1Street nameplates 5.12.5SUDS 5.13.1Sustainable communities 5.2Swept path analysis 5.10.2Tactile paving 5.6.3Technical approval 4.2.8Toucan crossing 5.6.6Traffic calming 5.4.2Traffic signs 5.12.3Trees and planting 5.3.5Turning heads 5.10.9Unallocated parking 5.11.2Uncontrolled crossings 5.6.6User hierarchy 1.5Utilities 5.13.2Visibility 5.10.6Visual impairment 5.3.4/5.6.1Walkable neighbourhoods 5.6Waste 5.9.2/5.12.10Zebra crossing 5.6.6

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App

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Appendix A – LCC Project Development Plan

Site location/Scheme name –

Project Manager –

Scheme Comments Completedevelopment Y/N-N/Astage

Scheme initiation

Design Team Identify potential design team members and who willbe invited to participate:

• Who, where, role, specialism

Collaboration Assess potential for joined-up approach through discussionwith other practitioners

• Who/what potential?

Policy Undertake policy review and wider context appraisal:

• Which national, regional and local documents have beenreviewed? E.g. DaSTS, Regional Spatial Strategy,Creating Civilised Streets

• When was appraisal undertaken? Outcomes?

Local objectives Identify local objectives and needs of those who live and workin the area to demonstrate the development is required.How was this achieved?

• Research, statistics, public comments?

Scheme Identify potential scheme objectives and aspirations based on objectives local objectives and policies:

• E.g. Enable local users to walk and cycle safely within all parts of the development

Scheme Development

Design Team Establish design team with practitioners from different disciplines

• Who, where, role, specialism

49


Design Appoint a design champion who will oversee the process Champion and ‘champion’ design principles

• Name

Technical Review design techniques within CCS and collate nationalGuidance technical guidance documents

• Names of guidance documents reviewed

Cost/Benefit Where required, demonstrate qualitative and quantitativebenefits of the scheme and display value for money

• Explain cost benefit analysis

Funding Secure funding sources. Consider commuted sums,s106, s278 and s38

• Review any potential for joint funding and enhanced scheme design with other practitioners

Establish user Consider both place and movement and the needs of all matrix users to balance requirements.

Confirm Confirm scheme objectivesobjectives

Maintenance Consider whole-life costs including on-going maintenancePlan and consider future maintenance requirements.

Consider contribution of good design to prolong life of ascheme, e.g. lower speeds and less motor traffic will prolonglife of tarmac

Monitoring Consider future monitoringprogramme

Risk Consider potential risks and identify how they will be managed.Identification

• E.g. Design to Implementation handover, public unease,lack of political support

Consultation Formulate a plan for consultation and agree necessary plan consultees to ensure holistic approach and representation from

all sections of the community.

• Consultee list – who, where from, contact details

Pre-evaluation Project Manager should decide whether a pre-evaluation site visit is required. Should be attended by the design team to understand the local area and discuss design options.

• When undertaken, who attended• Main findings and key points

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Initial Initial consultation with the local community should take placeConsultation to provide an early opportunity for input and to understand

their needs.

• When undertake, how achieved?• Key points?

Concept Design Develop concept design that considers needs of all users– people walking, cycling, using public transport and driving.

Concept QA Design team to carry out Concept Quality Audit

• When undertaken• Key points raised through audit

Pre-application Pre-application meeting with Planning Team to discussmeeting context and collate information/guidance documents and

provide a Scoping Note

• When, who attended, key points• Key points agreed for inclusion in Scoping Note

Design

Local Context Should be a collaborative process to determine how theappraisal area works. Can include;

• Spatial context of development within town• Built-form context – scale, form, pattern of streets,

buildings heights, landmarks materials• Functional context – urban diversity and gaps in provision• Operational context – management and stewardship of

locality• Community context – the needs and aspirations of local

community and drivers for investment

• When undertaken and key findings

Master plan/ Develop master plan/design code principlesDesign code

Preliminary Use QA output to feed design. Consider needs of usersDesign

Consultation Consult on the Preliminary Design

• When undertaken, who consulted?• Key points raise

Detailed Design Use consultation feedback to enhance scheme and preparedetailed designs

Detailed QA Carry out Detailed Design QA

• When undertaken• Key points raised through audit

Consultation Undertake final consultation

• When undertaken, who consulted?• Key points raised

Final Design Use QA and consultation to finalise/agree design

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Planning Approval

Prepare & Prepare plans and associated documents such assubmit Transport Assessment, Travel Plan, Design and Accessnecessary Statement. Submit to appropriate authority for approvaldocuments

• When submitted, to who

Implementation

Gain design & Collaboration with engineers throughout design processtechnical will help ensure technical approval is achieved.approval

• Who approved and when

Construction

Adoption If scheme is to be adopted, does it comply with LCC standards?

Completion QA Carry out Completion QA

• Findings

Monitoring

Implement Use Completion QA as benchmark for scheme quality.monitoring Where possible, monitor qualitative and quantitative outcomesplan to demonstrate benefits and ensure future funding allocations

offer maximum benefit

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Appendix B – Quality AuditsConcept Design QA


Project Manager –

Date –

Y/N How Addressed?N/A

Collaborative street design

Has the potential to align the scheme with other works beenconsidered to encourage a more holistic and cost effectivescheme to be developed?

Does the scheme align with policy objectives?• Enhance people’s quality of life• Improve safety, security and health• Address climate change and protect the environment• Create sustainable communities• Contribute to local economic growth

Sustainable Communities

Have the needs of the community and all users of all agesand abilities been considered?

Will the street support social interaction?

Will the street support the five community functions; place,movement, access, parking and drainage, utilities and streetlighting?

Will the street be well connected and linked to services andfacilities?

Local Character

Will the scheme encourage civilised behaviour wherepeople give way to those more vulnerable?

Will the design be specific to the scheme? Will it feel like aplace?

Have public spaces been designed to be attractive andoverlooked?

Will the building layout take priority over the highway andwill it enhance legibility?

Have the local climatic conditions been considered?

Is the scheme within a conservation area? If so, how hasthis been catered for?

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Users

Will the scheme be accessible for all users and enablepeople of all ages to enjoy the space?

Will the scheme encourage greater sustainable travel bydesigning for walking and cycling?

Geometry, parking & street furniture

Have different types of parking been considered? Willparking be well integrated to support the street scene?

Have crime statistics been reviewed? Will the scheme helpreduce crime, hazards or fear of crime

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Detailed Design QA


Project Manager –

Date –

Yes How Addressed?/No


Does the scheme aim to create sustainable communities?

Is the scheme designed for the most vulnerable users toensure access for all?

Is the scheme designed to allow children to play and allpeople to engage with the street?

Will the scheme be well integrated and connected to itssurroundings and local services?

Local Character

Will the scheme have a local character and sense of place?Will streets and spaces be enhanced where possible?

Is there a mix of housing types? Are buildings located toreduce corner radii and will they be designed to encourageactive frontages and avoid dead space?

Have street dimensions and materials been developed inline with guidance in Creating Civilised Streets?

Are trees being provided to add to local character and if sohave future maintenance agreements been arranged?

Users

Does the scheme comply with DDA standards and provideaccess to services for all people

Will the street be safe? Are routes overlooked, will thedesign allow ‘play’ and encourage people driving to travel at20mph?

Are the design speeds within the development and onapproach to the development appropriate?

Is the development connected to its surroundings for thosewalking, cycling, using public transport and those travellingby private vehicles?

Does the development help reduce vehicular traffic volumesand promote sustainable modes.

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Users (cont)

If through routes are included is the potential for rat runsremoved?

Is it permeable? Is the network conducive to walking andcycling?

Will the street layout be legible? Are pedestrian signsprovided?

Are adequate facilities provided for people wanting to walk?Are the streets connected, convenient, comfortable,conspicuous and convivial?

• Do pedestrians have priority on key routes?• Are streets designed to give people walking priority when

crossing residential streets?• Is tactile paving correctly laid?• Are footways wide enough?• Has sufficient public space been designed?

Are adequate facilities provided for people wanting to travelby bike? Is the street convenient, accessible, safe, fit forpurpose, attractive and well maintained to encouragecycling?

• Do cycle routes link together?• Have cyclist dimensions been considered to ensure cycle

paths are wide enough?• Has visibility been considered?• Are routes shared with buses wide enough for cyclists as

well?• Have junctions and crossings been designed to aid cycle

movement?

Are public transport facilities located nearby? • Are facilities in good condition and accessible by all

users?• Are the walk/cycle routes to transport nodes suitable to

encourage use?• Has the potential for bus priority and other improvements

been considered?

Will the scheme provide suitable access for emergency,service and private vehicles?

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x B

Geometry, parking & street furniture

Have adequate street widths been provided and testedbased on users’ needs?

Has junction design been carefully considered?• Is the type of junction appropriate to the design and

expected levels of flow, types of vehicles and proximity tomajor roads?

• Do locations aid permeability?• Have appropriate sightlines been provided using X

distances and SSD based on the road types?

Has adequate provision been made for the parking ofcycles, cars, motorcycles and blue badge holders?

Has street furniture been limited/removed where possible?Will the remaining street furniture be aligned within zones tohelp movement along the street?

Have innovative solutions been used to reduce street clutterand enhance the local character?

Services, adoption & maintenance

Has the scheme been designed with maintenance in mind?Will it be maintainable?

Have innovative drainage measures such as SUDS beenconsidered?

Have utilities been laid in corridors and locations tominimise disruption to users?

Is the street to be adopted? If so, does it meet LCCstandards?

Has agreement been made the Districts regarding theownership and future maintenance of scheme aspects?

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Post Completion QA


Project Manager –

Date –

Post Completion Yes How Addressed?/No


Does the development encourage people to walk, cycle anduse public transport? Any evidence?

Is the development well connected to surrounding servicesand facilities? Are shops and local facilities easilyaccessible?

Has a prudent use of resources been made?

Is the area accessible for people of all ages and abilities?Are controlled crossings provided with tactile information?

Has a Travel Plan and its objectives been delivered?

Local Character

If public space has been provided, is it being used?

Is there a sense of place? How has this been achieved:• A mixture of housing?• Providing trees and planting?• Good use of street dimensions and materials that

compliment the surroundings?

Users

Is the development, clean and free from evidence of crime?

Does the development feel safe? Evidence of childrenbeing able to play on street?

Is the area easy to walk around, are surfaces even, iscrossing the road easy, are routes direct, are tactile pavingand kerbs correctly laid?

Any evidence of increased walking activity?Is the area conducive to cycling? Any evidence of cyclingactivity?

Is access to public transport convenient? Are publictransport facilities free from the effects of crime?

Is the area easy to access by vehicle?

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x B

Geometry, parking and street furniture

Are junctions easy to negotiate?

Are facilities for cycle parking provided? Any evidence ofinadequate provision, i.e. cycles chained to railings?

Are facilities for motorbikes provided?

Is car parking well integrated? Any evidence of excessdemand, i.e. anti-social parking?

Is street furniture well designed and located?

Services, adoption & maintenance

Is the street in a good state of repair?

Are utilities well laid in terms of location and appearance?

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Evaluation Sheet for local residents and businesses

Site location –

Assessor –

Date –

Introduction ...to be written for interviewer based on local circumstance

Y/N CommentsDon’tKnow

Purpose

N/ADo you live or work in the area?If no, reason for being there?

Local character

Do you think the street encourages social interaction?

Does it feel like a place with its own character rather than ahighway for vehicles?

Are public spaces attractive and used by the community?

Do you like living/visiting/working here?

Do you find the area interesting?

Would anything have helped enhance the street’s identity?

Comfort

Do you find moving around the street comfortable andenjoyable?

Do you find anything unpleasant?Are gradients and widths comfortable to negotiate?

Do you think the area is generally clean and free from litter?

Would anything have helped improve your level of comfortand enjoyment?

Safety

Do you feel safe when using the street?During the day? During hours of darkness?

Any experiences of crime or vandalism in the area?

Do you think lighting levels are sufficient for walking aroundduring the hours of darkness?

Do you think vehicle speeds are slow enough? Do you feelsafe crossing the road?

Are traffic levels or rat-running ever a problem?

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x B

Connectivity

Is it easy to access the street by walking, cycling, usingpublic transport or driving?

Is the street well linked to surrounding services andfacilities? Are they easy to access on foot or by bike?

Are the routes to these services and facilities easy to findand legible?

Do you use the local businesses and shops?

Users’ needs

Do you think the street is accessible for users of all agesand abilities?

Do you think the street design encourages people to walkand cycle?

Is the street comfortable when walking and free fromobstructions?

Is crossing the road easy and are crossing points locatedwhere you would expect to find them?

If you cycle in area – do you find it convenient and safe todo so? Is cycle parking adequate

If you do not cycle – would you consider cycling in thestreet and local area?

Is it easy to access public transport

Is adequate public transport information provided and arethe facilities accessible and in good condition?

Is parking your own car a problem?

Do you think parking has been well integrated?Is inconsiderate parking a problem?

Are you aware of a Residential Travel Plan? If so, whatmeasures are you aware of/have you used?

What do you think of the street in general?

Could anything be improved?

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Appendix C – Policy Matrix

Quality of life and ahealthy naturalenvironment

Equality of opportunity

Safety, security andhealth

Climate change

Economic growth

Marry opportunity andneed

Promote sustainablecommunities

Reduce emissions andadapt to climate change

Promote environmentalquality

Manage travel demand,reduce the need totravel and increaseaccessibility

Make the best use ofexisting resources andinfrastructure

Promote sustainableeconomic development

Maintstreaming ruralissues

Health and well-being

Community safety

Education, training andskills

Environment

Economy

Enhancingpeople’squality of

life

Improvingsafety,

security andhealth

Addressingclimate

change andprotecting

theenvironment

Contributingtowards

localeconomic

growth

Creatingsustainablecommunities

Creating Civilised Streets Objectives

DaS

TS

Go

als

Am

bit

ion

Lan

cash

ire

Pri

ori

ties

RS

S P

rin

cip

les

Ref 84742 Please read, share then recycle this booklet

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