Creating Civilised Streets

reating
Civilised Streets
Policy & Design Guidance

February 2010
Revised June 2010
reating
Civilised Streets
Contents
i Contents
ii Acknowledgments
iii Foreword
i
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

Contents
Creating Civilised Streets
Acknowledgments
Project team
Creating Civilised Streets was produced by a team led by Lancashire County
Council’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; and
Martin Stockley.
Sounding board
Creating Civilised Streets was produced in consultation with a range of
professionals:
Lancashire County Council

Peter Andrews, Chris Anslow, Colin Badminton, Adrienne Banks, Trevor Barber,
ii 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 Simper
Preston 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.
Foreword Foreword
Creating Civilised Streets (CCS) is based on the This includes a more collaborative approach and
Department for Transport (DfT) publication a move away from prescriptive methods to
Manual for Streets (MfS) which replaced Design encouraging all inclusive design. This involves
Bulletin 32 in 2007. This guide replaces enhanced consultation and interaction with the
Lancashire’s Residential Road Design Guide community to address local needs and
(1986) which was based on Design Bulletin 32, collaborative working between practitioners in a
1977. wide range of disciplines to create the conditions
that support civilised streets and streets that are
This guide focuses on the design of new suited to the needs of their users.
residential streets and changes to existing street
environments although many of the key Lancashire County Council intends to maximise
principles may be applicable for other locations, the benefits of investing in our streetscape.
for example mixed priority routes. It is the users’ Good design is not necessarily expensive and
responsibility to ensure the guidance is applied should be led by an understanding of how
in an appropriate, sensible and reasonable people will use an area. We want to provide an
manner. environment that caters for all users whilst
offering value for money. This can be achieved
Streets make a significant contribution to the through designs which ensure the longevity of a
quality of the public realm and our network of development by removing the need for redesign iii
streets is one of the County’s most valuable of an ill thought-out scheme and by being
assets. Our streets play a key role in supporting mindful of ongoing maintenance costs.
Lancashire County Council’s objectives to
develop high quality environments in which Lancashire County Council is committed to
people can live, work and play. delivering social, environmental and economic
objectives to make positive contributions towards
Streets are used by children to get to school, quality of life, health, safety, climate change,
people to access employment and leisure, they sustainable travel and local economies.
are also used to transport waste and many other Well designed streets help contribute towards
vital services around the County. Yet, streets are these objectives.
not just there to get people and goods from A to
B. They have many functions and form vital Creating Civilised Streets was produced in
components of residential areas. They have a consultation with highway and planning
major role to play in affecting the overall quality authorities. The approach offers an opportunity
of life for local people. to revise and improve current design methods to
help deliver environments that will enhance
The aim of this guide is to help practitioners Lancashire’s reputation as a place people want
follow the principles set out by MfS to achieve a to live, work and spend time.
transformation in the quality of our streets.
This will be achieved by ensuring that our streets
meet the needs of all users. Through this we will
be creating conditions that encourage civilised
spaces that are fit for purpose. Research has
shown there are now better ways to utilise our
technical ability and revisit the way our streets
and spaces are designed and built.
Forward
1. Introduction
This is because historically there has been a
This chapter aims to;
tendency to focus highway design on the
• Set out who the guide is for.
movement of vehicles, with the needs of people
• Explain why we want to create civilised streets.
who walk and cycle either segregated or
• Set out the distinction between streets and
forgotten. This resulted in developments
roads.
incurring problems of segregation and
• Identify the features of a civilised street.
competition for road space.
• Identify the functions of a street.
• Discuss the impact of hazard and risk on
By removing the need for road users to be in
design.
competition with each other it is hoped to create
more civilised and inclusive environments where
1.1 Who the guide is for
all users can co-exist. Creating civilised streets is
Lancashire is a diverse county with a variety of
based on the principle of design that caters for
differing needs across the districts.
all users.
Nevertheless, the principles set out in this
document have been designed to be applicable
A change in our approach to design can help
across the whole county. This guide is expected
create civilised streets where people feel safe,
to be used for the planning, design, approval,
children can play and neighbours can interact.
adoption and future maintenance of:
This in turn will contribute to a wide range of
• New residential streets; and
objectives, helping to create high quality
• The redesign of existing residential streets.
environments for people living in, working in and
visiting Lancashire.
The principles may also be applied to other
locations, for example mixed priority routes,
1 Home Zones have been a forerunner to civilised
where the need to create a sense of place is as
streets. Within Lancashire there are two Home
important as the movement of vehicles.
Zones; one in Burnley and one in Morecambe.
The scheme in south west Burnley was centred
In 2007 the Department for Transport (DfT)
on 80 densely constructed terraced houses.
published Manual for Streets (MfS), providing
The main road was a rat-run, with a high
technical guidance to help put well-designed
accident rate. The scheme set out to reduce
residential streets at the heart of sustainable
vehicle speeds, enhance the local environment
communities. LCC has undertaken a
and re-route vehicles. The scheme has had a
benchmarking exercise that highlighted that
positive effect and has been generally well
many other local authorities have already
received. However, Home Zone schemes are
updated residential road design guidance,
very costly to implement. As such, civilised street
adopted MfS or are in the process of doing so.
design aims to replace the need for Home Zone
It was clear that a review of Lancashire’s
developments but adopt their successes.
Residential Road Design guidance was
For instance, LCC actively encourages the
appropriate. This guidance has been written in
involvement of local communities in developing
the light of Government best practice in Manual
residential schemes to develop low-cost capital
for Streets and replaces LCC’s previous
solutions to help make the streets safer and
standards.
more attractive.
All practitioners are responsible for the
implementation of guidance given in this
1.3 What is a street?
This document defines a street as a public
document. Where there is a variation between
road in a city, town or village which has
the ‘Creating Civilised Streets’ and the national
buildings that are usually close together
guidance in MfS, ‘Creating Civilised Streets’
along one or both sides.
should take precedence.
Streets are public places where people live,
children can play, communities can interact and
1.2 Why we want to create
everyone can use the street to access local
civilised streets
facilities by foot, bicycle, public transport or
The highway network is a valuable asset that
private vehicles. Streets have a sense of place
has a key role to play in achieving many of the
which derives from their history of use. This is
County’s objectives. A history of designing
visible in their scale, detail and materials and is
streets for vehicular traffic has often resulted in
often worthy of protection.
unattractive, unwelcoming and often segregated
environments.
New streets should have a sense of place More people being on streets leads to better
achieved through local distinctiveness in design safety and personal security. Civilised streets can
and planned to cater for the needs of local also help encourage a sense of community,
residents and businesses. ownership and pride. An effective consultation
process that includes people who walk, cycle,
1.4 What is a road? travel by public transport and drive across all
This document defines a road as a long hard equality target groups should help to identify
surface built for vehicles to travel along user needs and create design that balances
between places. these needs. LCC encourages practitioners to
Roads have fewer functions than streets. design environments that promote civilised
The core function of a road is to help the behaviour where people give way to people more
movement of vehicles within a network to access vulnerable than themselves.
places.
Nevertheless, there are environments especially

along mixed priority routes and high streets Give way to...
where a route is both a street and a road.
These environments require practitioners to People in motor vehicles
weigh up the needs of various users to cater for
both place and movement functions. Public transport vehicles
1.5 Features of a Civilised People on bikes

Street
“Civilised Streets successfully manage place People waiting for
and movement functions so that all people public transport
can enjoy using them and being in them.” 2
(CABE, 2008) People walking
Lancashire County Council wants to create well
designed streets that cater for the needs of all
road users. By removing competition between Figure 1-1 A civilised street environment
users a more civilised environment can be
encouraged. Civilised streets should have a low movement
status and medium to high place status and as a
Recent designs have seen the growth of result should restore the balance between
‘competitive streets’ where space is allocated to people and vehicles. Civilised streets should;
each particular user, for instance footways, cycle
lanes, roads, bus lanes, and taxi bays. • Meet the needs of all users by being inclusive
Competitive streets experience controlling and accessible.
regulations where one user is punished for using • Encourage environments where vehicle flows
another user’s space. For instance, a car parked and speeds are low.
on the footway or in a bus lane may result in the • Reduce hazard and perceptions of fear.
driver being punished financially with pedestrians • Be easy for people to move around.
and bus users being punished by the obstruction • Create opportunities for active travel and
to their route. community interaction where people can walk,
stop, talk and play without feeling intimidated.
LCC’s desire to encourage civility is • Encourage good normal behaviour and
concerned with creating ‘collaborative discourage anti-social behaviour.
streets’ based on an agreement of what the • Form places with a role in the community
street should do for users. where people want to live, work and spend
time.
In street design, practitioners are encouraged to • Be designed to stand the test of time by
consider all users with a focus on sustainable reducing future maintenance.
travel modes to support the County Council’s
environmental, social and health objectives.
Where road users collaborate rather than
compete with each other civilised streets can
result in a range of positive outcomes.
Introduction
For instance, a well-connected network

encourages more walking which in turn improves
health and reduces car use and pollution.
1.6 Functions of a street 1.7 Hazard and risk
There are five main functions of a street. A hazard can be defined as something that
They include: presents danger to people with the potential to
• Supporting social interaction and community cause physical or psychological injury.
activity within a place that reinforces local The majority of adults have the ability to detect
distinctiveness. hazards within an environment. Hazards present
• Movement of people on foot, on bike, on more danger to those with low awareness, such
public transport and in cars. as children.
• Providing access to employment, leisure and
other services. Risk can be defined as the exposure to hazards.
• Parking provision. Risk varies by judgement but by nature people
• Catering for drainage, utilities and street are risk averse. Until the 1950s attitudes towards
lighting. health and safety were less prescriptive than
they are today and outside the Western world
When practitioners are designing for civilised very different standards still prevail.
streets the initial focus should be on the place
and movement functions within the street. Historically, highway engineers have tried to
Practitioners should determine the exact design out risk to reduce potential liability.
functions of the street and consider the As such local authorities have developed an
appropriate design techniques that will ensure approach to design that is liability-averse.
the design caters for these functions. This has resulted in streetscapes dominated by
features to ensure safety for those travelling at
Developing a place and movement matrix as higher speeds. This causes those moving at
shown below can help designers move away slower speeds to experience environments
from designs that focus primarily on the dominated by in-direct crossings and street
3 movement of vehicles. clutter. This has resulted in uninviting and
unpleasant places in which to live and work.
MfS highlights that the majority of claims made

against local authorities are concerned with
motorway alleged deficiencies in maintenance and that
claims against design faults are relatively rare.
movement status
The issue of highway risk and liability is

high streets discussed in more detail by the UK Roads
Board.1
Creating civilised streets where users collaborate

rather than be in competition with each other will
residential streets
help provide environments where road users can
use space more successfully and safely. This in
turn will reduce risk whilst catering for the needs
place status of all.
Practitioners need to understand potential

hazards within a street and then reduce, remove
or mitigate where possible. Awareness of the
remaining hazards should be raised. However, it
is hoped that a collaborative environment will
reduce hazards further by encouraging road
users to be mindful of their own actions and how
they affect other people.
1 Highway Risk and Liability Claims

A Practical Guide to Appendix C (UK Roads Board, 2005)
2. Design Principles
This chapter aims to; 2.2 All schemes must be effectively
• Set out the design principles to deliver project managed to ensure they
environments that successfully manage the meet objectives
place and movement functions so that all Successful street design can only be achieved
people can enjoy using them and being in through a systematic design process focusing on
them. collaboration, consultation and monitoring.
• The core design principles are; All schemes should follow the design process
1) National, regional and local objectives shown in the Project Development Plan
must be catered for in design. (Appendix A).
2) All schemes must be effectively project
managed to ensure they meet objectives. Collaboration between practitioners of different
3) Design techniques that encourage disciplines is essential in order to ensure that
civilised streets must be used. local needs and wider business objectives are
addressed. Collaboration also requires
2.1 National, regional and local consultation with the local community in order to
objectives must be catered for in establish local priorities and secure community
design ‘buy in’.
Streets are valuable assets that have the
potential to contribute towards many policy The design process is discussed in more detail
objectives. When well designed they are places in Chapter 4.
where people should;
• Enjoy living. 2.3 Design techniques that
• Feel safe. encourage civilised streets must
• Lead healthy lives. be used 4
Designers are encouraged to use techniques
They can also help contribute to addressing that will deliver a design that meets local
climate change and local economic growth. priorities. While past techniques may be
appropriate, local circumstances may require a
There are many national and regional policies more creative approach to scheme design.
that influence the local environment. Good street Meeting local objectives should determine the
design should contribute to achieving national, techniques to be employed. This is likely to
regional and local objectives. The concept of include meeting the needs of those on foot, bike,
creating civilised streets is to provide for the those wanting to use public transport and people
wider needs of local residents and businesses to in private motor vehicles. Design techniques
encourage road space to be used in a should ensure a positive impact on wider issues,
collaborative rather than a competitive manner. such as minimising crime, increasing
accessibility, enhancing connectivity and
Although Lancashire is a diverse county, creating improving public health.
environments to produce civilised streets can be
applied to a street in any district, whether it is a The design techniques available to help
coastal town such as Lytham, a market town like practitioners create civilised streets are
Colne, or a larger urban area such as Preston or discussed in Chapter 5.
Lancaster.
Further information on national, regional and

local policy can be found in Chapter 3.
Design Principles
3 Policy Context
This chapter aims to; 3.3 Local context
• Set out the national, regional and local At a local level Ambition Lancashire sets five key
context within which this document is based. priorities to deliver the vision for Lancashire:
• Identify the social, environmental and • Health and well-being.
economic business objectives which good • Community safety.
street design can contribute towards. • Education, training and skills.
• Environment.
3.1 National context • Economy.
Creating high quality civilised streets can help
achieve a broad range of policy objectives. At a Within the strategy is a summary of each
national level Delivering a Sustainable Transport District’s draft Community Strategy.
System (DfT, 2008) (DaSTS) outlines five goals Upon reviewing these, common themes and
for transport which sets the context for the next objectives arise. These are reflected in the core
round of Local Transport Plans (LTP) to cover policy objectives shown below.
the period 2012 – 2015:
• Quality of life and a healthy natural 3.4 Social, environmental and
environment. economic objectives which good
• Equality of opportunity. street design contributes
• Safety, security and health. towards
• Climate change. Delivering civilised streets that meet the needs of
• Economic growth. all road users has the potential to contribute
towards a range of national, regional and local
3.2 Regional context objectives as shown below:
5 At a regional level the Regional Spatial Strategy
(RSS) provides a broad development strategy to 1) Enhancing people’s quality of life;
2021 and is underpinned by eight principles: 2) Improving safety, security and health;
• Marry opportunity and need. 3) Addressing climate change and
• Promote sustainable communities. protecting the environment;
• Reduce emissions and adapt to climate 4) Creating sustainable communities;
change. 5) Contributing towards local and economic
• Promote environmental quality. growth;
• Manage travel demand, reduce the need to
travel, and increase accessibility. Achieving these objectives will ultimately
• Make the best use of existing resources and result in place people want to live, work
infrastructure. and spend time.
• Promote sustainable economic development.
• Mainstream rural issues. The relationship between the objectives of this
document and those at a national, regional and
local level are shown below and attached in
Appendix C.
Quality
of Life Health &
Environment Well-being
Creating Community
Sustainability Civilised Safety
Streets
Climate
Economy
Change
Equality
3.4.1 Enhancing people’s quality of life Lancashire County Council has a vision to
By creating civilised streets that provide an reduce crime, the fear of crime and make
attractive, locally distinctive environment and Lancashire a safer place for all3. Designing
that meet the expectations of local residents civilised streets that cater for the needs of all
and businesses LCC aims to nurture a sense road users will help tackle issues that can cause
of community and enhance peoples’ quality fear. This includes:
of life. • Encouraging more people to walk, cycle and
use public transport.
Quality of life can be enhanced by designing • Improving natural surveillance by encouraging
streets which protect or create locally distinctive community activity.
characteristics and encourage social integration • Encouraging road users to consider the needs
and access to address issues of social of those more vulnerable.
exclusion. This will result in places where people • Discouraging anti-social behaviour.
want to live and work. Lancashire County Council • Reducing speeds and vehicle dominance.
has core objectives to tackle social exclusion and • Good street lighting.
provide equality of opportunity for all regardless
of wealth, educational achievement, age, sexual Designing for those on foot and bicycle will help
orientation, and physical and mental ability2. increase active lifestyles which can deliver
economic benefits related to better health.
Street design can help the County Council to; Addressing health is a key issue for the
• Engage with local communities and nurture a Government. Physical inactivity costs
sense of community by making it safe to walk, approximately £8.2billion per annum in
cycle, play and congregate by reducing the addition to £2.5billion per annum spent dealing
speeds and dominance of motor vehicles. with the consequences of obesity5. It is stated
• Encourage good civilised behaviour where that despite strategy documents advocating
road users consider the needs of people who increased active travel, motor traffic still 6
are more vulnerable frequently takes priority6 in design. Putting policy
• Discourage anti-social behaviour through good into practice will be key to achieving government
design and natural surveillance. objectives to reduce obesity and increase
• Provide people with better access to exercise7. The Investment for Health: Plan for
employment opportunities and services. North West England (DH, 2003) sets out a vision
• Promote a county wide approach to equality for better health.
and cohesion.3
• Protect valued and locally distinctive street The County Council is keen to improve public
environments. health across Lancashire. By creating civilised
streets LCC aims to improve health and reduce
3.4.2 Improving safety, security and the cost of inactivity by;
health • Encouraging more people to travel by foot,
LCC aims to create environments where bike and public transport to reverse the
people feel safe and lead healthy lifestyles. decline in walking levels and increase cycling
levels.
Designing for those on foot or bicycle can help
people to lead healthier lifestyles. More people Research by Socialdata in Preston, South Ribble
walking and cycling improves natural surveillance and Lancaster (2006) identifies the potential for
and can help the community as a whole to feel change:
safer.
The Government has identified the need to 55% of residential

protect people’s safety, security and health as a car trips could be
key goal and states that safety and security are 55% replaced by
essential elements of successful sustainable sustainable modes
communities4. Safe and efficient access to key Creating
C
destinations is also identified as a key priority3. 67% of
C
Civilised residential trips
67% Streets are less than
5km
Policy Context
2 Ambition Lancashire (Lancashire Partnership, 2008) 5 Choosing Activity (DH, 2005)

3 Equality and Diversity and Community Cohesion Strategy (LCC, 2009) 6 Take Action on Active Travel (Various, 2009)
4 Safer Places (ODPM, 2004) 7 Choosing Health (DH, 2004)
3.4.3 Addressing climate change and
protecting the environment Carbon Dioxide Emissions
The area of the circle shows the
LCC intends to help address climate change total emission. This example represents
1,000 tonnes of CO2
and help preserve the natural and built Industry and
commerce Domestic
heritage.
Land use Road
change transport
Climate change is the greatest environmental
challenge facing the world and is a major priority Lancaster
at all levels of government. The Government

Ribble Valley
hopes to tackle climate change8 and advocates
a focus on three areas; a shift to new Wyre Pendle
technologies and cleaner fuels, promotion of
lower carbon choices, and encouraging a shift to Blackpool
lower carbon transport9.
© Crown Copyright. LCC Licence No. 100023320 2010.

Burnley
Hyndburn
Preston
Fylde Blackburn
In-line with national and regional policy LCC has with
South Darwen Rossendale
produced a Climate Change Strategy which aims Ribble
to reduce emissions by 30% by 2020, against West

Lancashire Chorley
1990 baselines. One aim is that transport will
contribute towards 15% of the total reduction.
The action plan includes objectives to reduce the
need to travel and increase the use walking,
cycling, public transport and car sharing10.
Figure 3-1 below highlights how road transport
accounts for nearly a quarter of Lancashire’s Figure 3-2 CO2 emissions across Lancashire
7 Green House Gas (GHG) emissions.
Congestion clearly has a major impact on the
LULUCF environment. The County Council is keen to
2% address this by encouraging walking, cycling and
Road Transport public transport use.
24%
3.4.4 Creating sustainable communities
Industry and LCC aims to establish sustainable
Commercial communities and create places where people
45% can access employment and services on foot,
by bicycle or by using public transport.
Promoting sustainable communities is a key

Domestic national and regional priority11 12 and a wide
29% range of guidance documents have been
published on the subject.
Source: DEFRA, Local and Reional CO2 estimates for 2005 (September 2008) Lancashire like many other counties has
experienced a decline in walking levels.
Figure 3-1 Lancashire CO2 estimates for 2005 To address this, LCC has targets to increase
walking levels in the county and has developed a
However, this varies by district as shown in Walking Strategy (2007-2011) which sets out
Figure 3-2. It is clear that districts such as how this will be achieved. LCC also has targets
Chorley and Preston have much higher levels of to increase cycling, increase the number of
CO2 that are attributed to road transport. passengers using public transport and
satisfaction levels with public transport provision.
Well designed streets have the potential to

encourage alternative travel modes, in particular
more walking, cycling13 and public transport.
Therefore, they can positively contribute to
creating sustainable communities.
8 Delivering a Sustainable Transport System (DfT, 2009) 11 UK Sustainable Development Strategy (Defra, 2005)
9 Lower Carbon Transport, (DfT, 2009) 12 Sustainable Communities in the North West (ODPM, 2003)
10 Lancashire Climate Change Strategy, (LCC, 2008) 13 Walking and Cycling Action Plan (DfT, 2004)
3.4.5 Contributing towards local
economic growth
By designing streets that facilitate access to
employment, shops, services, learning and
facilities further a field LCC aims to build
communities that will contribute towards
local prosperity and improve opportunities
for local business growth.
Economic growth is a core priority for the

Government and Lancashire County Council.
The Government has highlighted that whilst the

basic connectivity of the UK transport network is
good, congestion and unreliability constrain
economic growth and result in a direct cost to
people and business14. Connecting people to
labour markets and reducing lost productive time
are core government objectives15. Sustainable
economic development and creating the
conditions for sustainable growth including
infrastructure are also key priorities16.
Street design can also benefit the economy.

Research has shown that more attractive
environments, for instance, those that include 8
trees can boost revenues17.
Lancashire’s streets help people connect to and

access a range of local services, shops,
employment, learning and facilities further a
field. By providing people with the opportunity to
access these services, streets can help stimulate
local economies.
Lancashire intends to improve economic

competitiveness and performance by developing
key assets including our road network.
Practitioners need to be aware of the importance
of our road network in achieving economic
ambitions and how this influences the region’s
competitive position and future economic
prosperity18. This can be achieved by ensuring
local street networks connect to public transport
routes. Making these connections should be a
priority in design.
Policy Context
14 17 Trees, Woodlands and Forests - a guide for developers and

Eddington Transport Study (2006)
15
planners (4NW, 2009)
Delivering a Sustainable Transport System (Dft, 2008)
18 Economic Strategy for Lancashire (LEP, 2006)
16 Regional Spatial Strategy (LCC, 2008)
4. The Design Process

This chapter aims to;
4.2.1 Stage 1 - Scheme initiation
The first stage of a scheme’s development
• Explain the role of project management in the
includes;
design process.
• Identifying potential design team members.
• Provide an overview of the stages in the
• Undertaking a policy review to ensure street
design process.
designs are consistent with national, regional
and local priorities.
4.1 The role of project management
• Identifying local objectives and the needs of
in the design process
those who live and work in the local
Designing civilised streets should be
community. All practitioners involved in the
underpinned by a systematic approach to
design, management and operation of streets
design. Lancashire County Council has
should be aware of the importance of streets
developed a Project Development Plan
in helping to meet wider business objectives.
(Appendix A) and street design should follow the
• Devising potential scheme objectives and
approach as set out in this plan. This will help
outcomes that reflect policies and principles,
ensure any adaptation to the highway or new
and can be measured.
development maximises the opportunity to cater
for the needs of all users and provides value for
money. To ensure all designs have a customer
4.2.2 Stage 2 - Scheme development
This stage of the design process will help the
orientated focus they should consider:
design team develop specific scheme objectives
• Local needs and wider policy to set objectives.
and collect background information through the
• Integrated and collaborative working.
following:
• Appropriate consultation.
• Establishing a design team comprising
• Design techniques that deliver objectives.
9 practitioners from different disciplines who can
• Robust evaluation to ensure objectives are
positively influence scheme design, for
achieved.
example designers, architect liaison officers,
urban planners and development control
To develop successful designs, project managers
engineers.
should encourage practitioners of different
• A design champion or nominated officer
disciplines, who can positively influence scheme
should be appointed.
design to work more closely with each other.
• The design team should review the relevant
Designing a truly successful development
technical guidance, assess scheme benefits
requires practitioners to be aware of wider
and secure funding.
business objectives and to undertake appropriate
• Scheme objectives should be confirmed once
consultation with local residents and businesses
the design team has assessed the likely
to identify local needs and concerns. The quality
functions of the street(s) as per section 1.6.
audit process (see 4.2.4) will help ensure
Assessing the relative importance of the
scheme designs meet local needs and help to
functions will help ensure designs cater for
make local streets places where residents and
local needs.
business enjoying residing.
• Potential risks should be identified, for
instance a lack of public support. The design
4.2 Stages in the Design Process
team should plan how potential risks will be
Every scheme has a life span, from concept to
mitigated.
implementation and beyond. The County Council
• If necessary the design team should
suggests that this can be broken down into a six
undertake a pre-evaluation site visit to
stage process. The design process provides a
understand the local area.
framework to help deliver successful street
• A consultation plan should be developed to
design. However, it is the responsibility of the
ensure early engagement and input from local
design team to determine the level of detail
communities and key stakeholders. This will
required for each stage of the process.
help build a sense of ownership in the
The County Council considers that the design
scheme. Further information on consultation
process should involve six stages;
planning is provided below.
1. Scheme initiation.
• Develop a consultation log to document
2. Scheme development.
community engagement.
3. Design.
• Initial consultation with the local community
4. Planning Approval.
should take place to understand what they
5. Implementation.
need and want.
6. Monitoring.
• Develop a concept design based on wider Where a major new residential development is
physical context that achieves identified planned, consultation should include the
objectives and meets local needs. surrounding residential communities. Where
• Complete a Concept Quality Audit to assess adjustments or changes are being made to
quality of scheme design. existing streets, the local community will be a key
• A pre-application meeting with the appropriate consultee.
planning team should take place. A scoping
note summarising expectations of the All relevant stakeholders should be identified at
Transport Assessment and Travel Plan for an early stage and a communication or
example should be included19. consultation plan should be agreed to ensure
input. The size of the scheme will determine the
4.2.3 Consultation planning level and type of consultation but as an example
In order to ensure that a scheme meets the it may be necessary to involve.
needs of the local community it is essential that
key users including residents and businesses are LCC:
consulted. Since April 2009 all councils have had • Transportation and Strategic Highways.
a legal duty to involve20 communities when • Strategy and Policy.
planning, providing and reviewing services to • Environmental Services and Public Protection
give people a say and help Councils understand Services.
what communities would like from the scheme. • Other departments, such as Education.
Consultation forms an important role in a External:

scheme’s development and its future success. • District authorities.
If consultation is lacking or ineffective it is likely • People who live, work and study in the area.
the final street design will be unsuccessful. • Local businesses and other organisations.
The level of detail for consultation will depend on • Maintenance engineers. 10
the scale of the development. Ultimately, it is the • Developers.
responsibility of practitioners to work with the • Artists.
planning authority to agree on the level of • Utility companies.
consultation and agree the consultee list. • Disability and other user groups.
• Equality group representatives.
The County Council advocates a three step • Emergency services.
approach to community involvement. • Public transport providers.
This involves; • Waste collection authorities.
• Providing people with relevant and easily • Drainage authorities.
accessible information to help them get • Landscape authorities and Conservation
involved. Officers.
• Providing a range of opportunities for all • Recreation advisers.
people to have their say. Feedback on • Architect Liaison Advisors.
consultations and how people contributed to • Natural England, English Heritage and
decisions should be provided. Environment Agency may require consultation
• Involving people in other ways, such as joint if in a sensitive location.
decision-making groups, advisory panels or
neighbourhood management boards. Effective consultation helps create successful
schemes. For example the traffic calming
Consultation methods include: scheme implemented in the St Matthew’s Area,
• Advertising details on a council website. Preston underwent a thorough consultation
• Mailing out information to agreed consultees. (more information is available from LCC).
• Displaying options in council offices, libraries The process involved exhibitions, pamphlets, and
and one-stop shops. a street audit. Post implementation
• Putting press notices in local newspapers. questionnaires have shown the majority of
• Undertaking workshops. interviewees feel the area is safer and better
• Undertaking public exhibitions. overall.
• Consultation period advertised in newsletters,
on radio and on-line.
Design Process
• Using posters and leaflets.

• Presentations to community groups.
• Making final plans publicly available.
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 with • Further consultation should be undertaken
local residents is encouraged. Practitioners can where significant changes have been made
also adopt the approach used by Sustrans as from the detailed designs.
part of the DIY Streets project. The approach • The design should then be finalised.
involves undertaking street trials with the local
community coming together to plan different 4.2.6 Road Safety Audits
layouts. An alternative approach to engage local The Design Manual for Roads and Bridges
communities could be to develop a (DMRB) only sets procedures for Road Safety
Neighbourhood Action Plan via a Neighbourhood Audits (RSAs) as a formal requirement on trunk
Management Board. Here, the local community roads and motorways. It is not a mandatory
and partners would together develop a list of key requirement for local highway authorities to
priorities. This approach has been employed in undertake a RSA and many residential schemes
Burnley Wood and South East Burnley21. can be assessed independently.
The Neighbourhood Action Plan would identify
improvements to areas such as housing, However, where schemes are internally led by
alleyways, landscaping, walking/cycling routes LCC the proposals should generally be assessed
and traffic calming. by the County Council’s Road Safety Audit team
for comment. Where schemes are externally led,
4.2.4 Quality Auditing the assessment could be undertaken by area
A Quality Audit (QA) process has been engineers with appropriate training, the County
developed which incorporates concepts from Council’s Road Safety Audit team or a reputable
Building for Life22 to ensure designs are auditor.
appropriate and meet their objectives. Quality
Audits (attached in Appendix B) undertaken The purpose of the RSA is to identify potential
throughout the design process will help ensure hazards and road safety problems. The objective
11 designs achieve agreed goals. The QA is an is to minimise casualties, both in severity and
integral part of the design process. The system numbers. They are not a check on compliance
will demonstrate that appropriate consideration with design standards. The auditor should make
has been given to all the relevant design aspects recommendations for changes to address
set out in this document. The QA aims to assess perceived safety concerns and the design team
compliance with scheme objectives and other should then review and decide whether to accept
features such as visual quality, accessibility, the recommendations. The RSA process
sustainability, safety and security. provides an auditable trail of design decisions.
Any recommendations which are not followed
4.2.5 Stage 3 - Design through must be justified by the design team.
This stage is concerned with the scheme’s
development through design, evaluation and Quality Audits include a consideration of safety.
consultation. The level of detail required for each However, plans will need to satisfy the County
stage will depend of the size of the scheme but Council’s safety requirements and safety audits
could include: may be required. The QA does not replace the
• Undertaking a more detailed local context use of LCC’s approach to RSA’s for other types
appraisal. This can include an assessment of of development. Further information on the
the spatial, built-form, functional, historical, County Council’s policy can be provided by
operational and community aspects in addition LCC’s Sustainable Transport and Safety Team.
to local designations and ground conditions.
• Master-planning and Design Coding elements
of the process should be developed.
Guidance is available23 24, yet, it is up to the
development team to decide on the format
they wish to follow.
• Preliminary design developed using
appropriate design techniques, the outputs
from the consultation and outputs of Concept
QA.
• Consultation with local community should be
undertaken from which detailed designs
should be developed.
• A detailed design QA should be undertaken to
assess the quality of the scheme including an
assessment of safety.
21 http://www.burnley.gov.uk/site/scripts/documents_info.php? 23 Creating Successful Masterplans
documentID=301&pageNumber=1 (Commission for Architecture and the Build Environment, 2008)
22 http://www.buildingforlife.org/criteria 24 Design Codes (English Partnership, 2007)
4.2.7 Stage 4 - Planning Approval 4.2.9 Stage 6 - Monitoring
Once the design team is satisfied that the Monitoring is expected to be undertaken to
proposal meets scheme objectives the proposal assess continued success against design
will then have to be submitted for planning objectives as set out in Planning Policy
approval along with the necessary Statement (PPS) 3: Housing (paragraphs 75-77).
documentation including a Transport Monitoring will help to ensure schemes are in
Assessment25, Design and Access Statement26 line with the Disability Discrimination Act (2005)
and Travel Plan (where appropriate (see section and that alterations to the highway comply with
5.2.1)). The planning decision for new or accessibility standards. The QA process will play
improved residential developments lies with the a key role in checking that the standards set out
appropriate District Council’s Development in this document are applied in scheme design.
Control Committee. The likely planning process
is set out below. LCC aims to monitor both the qualitative and
quantitative outcomes. This will include
assessing the quality, safety and perceptions of
the community and data on user flows and
Pre-application vehicle speeds. Collecting information regarding
Lancashire outcomes and outputs from different scheme
Constabluary
types will help LCC demonstrate scheme
Submit Planning
Application
benefits and identify areas for future funding.
Lancashire
Local
Development Control
Commitee
12
Decision
Granted
Refused Granted
+conditions
Change
Appeal Start work
& re-submit
Refused Granted
4.2.8 Stage 5 - Implementation

Implementation of scheme design also requires
collaboration to ensure technical approval.
Once the scheme is constructed, the Post
Scheme QA should be undertaken to assess the
level of success achieved in meeting the initial
objectives. At the same time, the Evaluation
Sheet (see Appendix B) should be completed to
gauge how the scheme has been received by the
public.
Design Process
25 Guidance on Transport Assessment (DfT, 2007)

26 Design and Access Statements, (CABE, 2006)
and Circular 01/06 (DCLG, 2006)
5. Design Techniques
This principle aligns with the government’s
This chapter discusses;
position on delivering sustainable developments
• The various design techniques to help create
through the planning system27. Some of the key
environments that encourage civilised streets
factors that help deliver sustainable communities
and meet the needs of all who live and work
include;
in them.
• Inclusive design.
• Well integrated designs where the street forms
5.1 Introduction
part of a network of streets and spaces rather
To create civilised streets that meet the needs of
than isolated enclaves.
those who live and work in them, practitioners
• Providing high quality buildings and spaces.
need to consider local context to understand how
• Addressing connections.
streets are used and who will be using them.
• Improving character and quality of an area.
The guidance provided in this chapter focuses
• Reducing social inequalities.
on these issues and discusses the following:
• Making prudent use of natural resources.
5.2 Sustainable communities.
5.3 Local character.
5.2.1 Residential Travel Planning
5.4 Street users’ needs.
LCC aims to provide residents with information to
5.5 Connecting developments.
help them make effective travel decisions.
5.6 Designing for walking.
The Draft North West Plan Partial Review states
5.7 Designing for cycling.
that developments with more than 80 dwellings
5.8 Designing for public transport users.
should have a travel plan to include a range of
5.9 Designing for vehicles.
incentives to encourage alternative mode travel.
5.10 Street geometry.
Residential Travel Plans are still in their infancy.
5.11 Parking.
13 However they can play a key role in delivering
5.12 Designing for street furniture.
sustainable communities by helping to:
5.13 Services and adoption.
• Reduce the need to travel.
5.14 Maintenance.
• Address traffic generation from new
developments.
The guidance focuses on techniques to be
• Enhance access by ensuring walking, cycling
applied when adapting existing residential streets
and public transport is built in to design from
and for new developments. However, the
the outset.
techniques outlined in this document may be
• Promote healthy lifestyles.
applicable for mixed priority routes where the
• Reduce social exclusion.
place function of the street is as important as the
• Reduce green house gas emissions by
movement of traffic. It is the responsibility of
reducing car use.
individual design teams to determine which
techniques are appropriate for scheme
Where a travel plan is required it should be
development.
based upon national, regional and local policies
and reflect issues identified within the Transport
5.2 Sustainable communities
Assessment to develop site specific measures.
LCC will encourage developments to be as
sustainable as possible.
Residential Travel Plans will be successful when
they are effectively built in to the development
This can be achieved through design which;
process. However, they are not a solution for a
• Encourages sustainable travel modes
poorly located or designed development.
including walking, cycling and public transport
Project managers should ensure:
use.
• Physical design will encourage sustainable
• Ensures they are connected to surrounding
travel modes.
facilities.
• The travel plan will be effectively monitored,
• Makes the best use of existing materials and
managed and funded. It may be appropriate
resources.
for the travel plan to be secured through S106
• Creates places where people want to live,
Agreements and be the responsibility of a
work and spend time.
Neighbourhood Management Board.
• A series of site specific measures are
developed and delivered.
27 Planning Policy Statement 1 (ODPM, 2005)

Effective measures may include car parking 5.3.2 Street dimensions
restraint, cycle training, developing car clubs How the built form looks has a significant impact
through liaison with a car club company to on the success of neighbourhoods. Good design
provide a vehicle within the development with is vital in creating socially, economically and
dedicated parking or encourage residents to join environmentally sustainable places.
a car share scheme such as Shared Wheels28. Street dimensions can influence the character of
a street and determine how pedestrians and
Marketing and promotion will also play a key role other traffic will use it.
in the success of a travel plan.
In determining street widths thought should be
Effectively sharing information with new or given to the variety of activities that will take
existing residents will help them make their own place in the street and designs should reflect
travel choices. One option may be to provide a them. The width of a street is a key
welcome pack or leaflet with contact details of consideration. Typical widths include;
where and how people can access more • 7.5 – 12m for Mews.
information on walking and cycling routes, public • 12 – 18m for Residential Streets.
transport timetables, car clubs and car sharing. • 18 – 30m for High Streets.
Further information is available from the DfT29. • 27 – 36m for Boulevards.

• 18 – 100m for Public Squares.
5.2 Local character

LCC will support designs that help create The ratio of height to width also helps define the
local character and build a sense of place for public realm. The height of buildings should be
the local community. in proportion to the width of the adjacent public
space. The ratio depends on the type of street.
Good design can help create a sense of well For instance on minor streets the ratios should
being and local character. This can be achieved be between 1:1.5 – 1:1, while in typical streets 14
through urban design techniques and by making 1:3 – 1:1.5 is acceptable.
places for people. Local character can be
determined by housing design, layouts, spaces Street length has an impact on the quality of a
and local history. Enhancing local character place. For instance, long straight roads can
requires practitioners to recognise and encourage high speeds. This should be mitigated
understand these factors and their relationship to through careful design. Streets should be
each other. A range of guidance is available to designed to suit their location and help create
help30. interesting environments that bring identity to a
neighbourhood.
5.3.1 Creating a sense of place
Developing a local identity is an important design More information on street dimensions is
consideration and plays a crucial role in creating available in Section 5.10 (Street Geometry).
a sense of pride and ownership. It should be
strengthened by involving the community in 5.3.3 Buildings at junctions
design, using local materials and engaging utility Junctions should not be designed purely to
companies to ensure the location and design of accommodate vehicle movements. A design that
street furniture does not detract from the overall stipulates tight corners can improve the
street design. streetscape whilst also improving crossing
facilities for pedestrians and encouraging
Creating a sense of place and local identity vehicles to negotiate the junction more slowly.
requires an understanding of the area’s context.
The development should be influenced by the It is recommended that streets are designed with
urban form of neighbouring settlements, existing housing having public fronts and private backs,
buildings and materials, street patterns, the with front doors opening onto small private areas
surrounding natural environment and any local in front of the property and the street.
features. Road space should not be Streets that run along back gardens bounded by
disproportionate in size or appearance to fences create unwelcoming and uninteresting
adjacent buildings unless warranted by environments with little interaction. They are less
Design Techniques
environmental or economic benefits. Creating a secure because they are not overlooked and can
sense of place does not rely on the use of also encourage people to drive at inappropriate
expensive materials and can be achieved speeds.
through the use of a limited palette of materials.
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 materials Any plans to include trees and planting must
Material choice can play an important role in ensure designs do not compromise visibility or
creating a sense of place. As such, LCC is in the safety.
process of preparing its own palette of materials.
However, the reuse of original materials should 5.3.6 Conservation areas
also be considered, especially in conservation Conservation areas are designated under the
areas. Using different types of materials can Town and Country Planning Act 1990, for their
help the transition from one type of street to character and historic interest. Lancashire has
another, for instance, moving from a high street 196 designated conservation areas. They can be
to a residential street. viewed on Lancashire’s Mapzone digital mapping
system. Information and maps can be sought
An appropriate use of materials can also benefit from LCC’s GIS Team. Any developments within
users. Surface texture is important for people on conservation areas should aim to preserve or
foot, on bikes, pushing buggies and with mobility enhance the character of the area. Proposals
impairments. Vehicles do not need a smooth should be discussed with the relevant
surface but this can help reduce tyre noise. development control teams.
Using a particular type of stone flag in public
spaces can help deliver attractive locations for 5.4 Street users’ needs
people to spend time. Generally, street materials LCC will encourage the design of streets that
should be simple with low key colours and tonal are accessible and safe for all.
contrast to help navigation for people with visual
impairments. Consideration should be given to Design that caters for the needs of the most
the initial cost and ongoing maintenance costs vulnerable users will create inclusive
(discussed further in section 5.14). Consultation environments for all. This is a fundamental
should be undertaken with maintenance and principle in creating civilised streets.
15 conservation teams.
5.4.1 Designing accessible streets
5.3.5 Trees and planting Accommodating the needs of all people is
Street trees and planting, like other street crucial to a successful design and consultation
furniture should, where appropriate, be will play a central role in assessing the needs of
integrated into design. Both offer important people who live and work in the area. There is a
environmental and visual assets providing duty on public authorities to promote equality
interest, shade and a place for wildlife. They can under the Disability Discrimination Act (DDA)
also add to local character and are frequently an 2005. There is an expectation of positive action
important component of conservation areas. in scheme development and a duty for
Where trees are planned, landscape architects retrospective action for local authorities to rectify
and arboriculturists should be part of the design occurrences of non-compliance.
team and consulted on species selection to
ensure the size and type are appropriate. Inclusive design is based on understanding the
Different species will potentially impact on needs of all road users including the most
drainage and damage. The use of tree pits to vulnerable. Vulnerable road users include
constrain growth should be considered. wheelchair users, mobility scooter users, people
Ecologists should also be consulted if the project with mobility difficulties or sensory impairments,
is adjacent to areas of biodiversity interest. people with heavy bags and parents with
buggies or young children.
A major consideration in the provision of trees
and planting is future maintenance. Planting
should only be included in final designs when
ongoing maintenance arrangements have been
agreed. The preferred policy hierarchy is that the
trees are maintained by the district authority or
by LCC via a commuted sum.
When determining planning applications that

relate to landscape and heritage practitioners
should have regard to the advice and approach
as set out in the Landscape and Heritage SPG
(March 2005)31.
31 Supplementary Planning Guidance ‘Landscape and Heritage’

(LCC, 2005)
Successful design that enables all members of
society to access education, shops, employment,
health services and other local and community
facilities can help address issues of accessibility
thus reducing social inequality. Inclusive design
can help ensure streets are32:
• Inclusive - so everyone can use them safely
and easily.
• Responsive - taking account of what people
say they need and want.
• Flexible - so different people can use them in
different ways.

• Convenient - so everyone can use them
without too much effort.
• Accommodating - for all people, regardless
of their age, gender, mobility, ethnicity or
circumstances.
• Welcoming - with no disabling barriers that
might exclude some people.
• Realistic -offering more than one solution to
help balance everyone’s needs and
recognising that one solution may not work for
all.
Figure 5-1 Crime across Lancashire
Street design can help tackle social exclusion
and help provide equality of opportunity for all Being safe and feeling safe are basic rights that 16
regardless of wealth, educational attainment, everyone should enjoy. Yet many urban
age, sexual orientation and physical or mental environments are not designed with safety in
ability. mind. Streets that are overlooked, well designed,
appropriately lit and busy are inherently safer
This guidance is in-line with best practice places. The desire to make an environment
illustrated in Inclusive Mobility (DfT, 2005). connected should not compromise safety.
For instance, alleyways should be afforded
5.4.2 Designing safe streets natural surveillance and lead directly where
LCC will support developments that reduce the people want to go.
likelihood and opportunity for crime and fear of
crime through good design. Street designs Environments that create a sense of community
should ensure that places are: ownership and pride can also help combat
• Overlooked. issues of anti-social behaviour and crime.
• Connected. Safer Places (ODPM, 2004) sets out further
• Busy. guidance. Advice can also be sought from
• Free from dark spaces. Architect Liaison Officers within Lancashire
Constabulary.
Crime rates in Lancashire vary across the
districts (Figure 5-1). Design teams should Creating safe and civilised streets should allow
consider the implication of crime rates in designs people of all ages to use the public realm for
with the aim to reduce crime and fear of crime recreation. In particular they should enable
wherever possible. children and young people to play. ‘Play’ is what
children and young people do when they follow
their own ideas and interests, in their own way
for their own reasons (Department for Culture,
Media and Sport, 2004). Creating places where
children can play is integral to a child’s
development, health and quality of life.
Design Techniques
32 The Principles of Inclusive Design (CABE, 2006)

As part of new residential developments, 5.5 Connected streets
practitioners should design for play and provide LCC will ensure new streets are connected to
safe and easily accessible play areas. the surrounding environment giving people
This involves reducing the number and speed of the opportunity to choose how they travel.
motor vehicles. Designing for play should also
consider children riding bikes as part of play The way streets are laid out and connected to
within the street. the surrounding environment has a significant
impact on the success of a neighbourhood and
Reducing vehicle speeds and vehicle flows can the community.
help enhance perceptions of safety, encourage
street activity and reduce the potential for user Creating safe and accessible environments that
conflict. These are all key parts of achieving provide people with the opportunity to choose
harmonious and civilised environments. how to travel is central within the design
The County Council in line with the North West principles on which this document is based.
Department for Health supports the regional Designing links to the external network requires
implementation of 20mph limits to enhance an assessment of the surrounding infrastructure
safety perceptions and reduce road traffic including walking, cycling and public transport
accidents. routes in addition to the road network.
Where new links are provided they should offer
LCC aims to limit road design speeds to direct access to the existing infrastructure.
20 mph in residential developments. The diagram below provides an overview of the
various stages in creating a connected
Designs should aim to create streets that control development.
speeds naturally, without the need for
unsympathetic traffic-calming measures. Creating a connected site:
17 The County Council discourages the use of • People walking should be provided with routes
vertical traffic calming features on new to public transport and key destinations e.g.
residential streets and promotes the use of schools.
natural design features, such as; • People cycling should be provided with links to
• Narrowing carriageway widths. local and national cycle routes and key
• Reducing visibilities in-line with design destinations such as train stations.
standards. • Public transport users should be provided with
• Using features within the carriageway, such as direct routes to public transport nodes whether
trees, crossing refuges or even cycle parking. travelling by foot, bike or car.
• Providing on-street parking. • Motor vehicles should be provided with routes
• Encouraging greater use by pedestrians and to cater for desire lines to major roads and
cyclists. attractors without creating through routes for
vehicles not accessing the site.
These design features encourage drivers to
travel at slower speeds but do not cause
unnecessary discomfort to drivers. They remove
the need for physical features and reduce the
costs associated with their installation and
continued maintenance. Further guidance on
traffic calming is available33.
Shops
Development
Motorway/Major Routes School

Railway Line
National/Local Cycle Routes
Public Transport Links
Pedestrian Links
Cycle Links
Vehicle Links
Town
Centre
33 LTN 1/07: Traffic Calming (DfT, 2007) and LTN 1/08:

Traffic Management and Streetscape (DfT, 2008)
Connected or permeable networks benefit all When developing new residential areas,
users. Neighbourhoods need to be internally developers should assess the likely motor traffic
permeable and connected to their surroundings. impact of the development on the local highway
A development with only one entrance/exit offers network. An industry standard database and/or
limited connectivity. It does not encourage existing movements should be used to estimate
walking and cycling as people will have to travel peak flows. Junction capacity should be
greater distances than would otherwise be assessed using industry standard modelling
necessary. The use of public transport can also software. Consideration should also be given to
be discouraged if routes to these transport local influences such as gradients, widths or bus
nodes are indirect. In some situations it may be routes.
possible to create some walking and cycle only
links giving those on foot and bike higher priority Developers need to identify likely destination
and shorter routes than motor vehicles. Service points for the development traffic to predict
vehicles accessing a poorly connected site would potential junction locations. If it is predicted that
be forced to reverse and turn in areas where the proposed junction will be near to capacity in
children might be at play. Poorly connected the opening year or several years after opening,
routes could also result in vehicular traffic being a secondary vehicle access option should be
concentrated on one route increasing vehicle assessed.
movements and negatively impacting local
character. The design of permeable networks should take
into account a number of options including the
By creating a permeable layout, access to the likely usage by all modes. This will ensure an
surrounding network by all modes is easier. acceptable flow of traffic through key junctions
This allows a more even spread of motor traffic and provide greater access links for people
throughout the area improving the sense of walking and cycling. However, designs should not
place. allow the potential for ‘rat-runs’ and practitioners 18
should work with architect liaison advisors and
crime prevention officers to ensure routes are
safe.
Motor vehicles are a core mode of travel for

people with disabilities. As such, ensuring streets
can accommodate community transport vehicles
should be a key consideration of inclusive
design.
Figure 5-2 Poorly connected development with a single entrance/exit

for all modes
Design Techniques
Figure 5-3 A well connected development with multiple links including

3 walk/cycle only links

5.6 Designing for walking The guidance in this document supports the
LCC will design streets for people that aims and objectives of the Walking Strategy.
encourage walking as a mode in its own right Walkable neighbourhoods are typically
and as a mechanism to access and use other characterised by having a range of facilities
modes. within 10 minutes (approximately 800m) walking
distance. Where facilities do not exist within a 10
Creating civilised streets means catering for the minute walk, providing a mixed-use
needs of people who live and work in the area. neighbourhood should be considered to allow
Providing for people who walk should be a residents to access everyday services without
central principle in street design. the need for a car. Creating walkable
Travel behaviour research in Preston, South neighbourhoods and streets for people can be
Ribble and Lancaster (Social Data, 2006) achieved following ‘The 5 C’s’ (IHT, 2000):
highlighted that:
• Over 40% of residential trips are less than Connected – consideration should be given to
3km. the locations of local attractor destinations and
• 17% of existing car trips could be replaced by routes should be designed or improved to
walking. provide links and help people get from A to B in
a direct, safe and easy manner. Public Rights of
This demonstrates the potential to increase walk Way should be incorporated within the design to
trips. The needs of people of all ages and ensure it will be safe and easy to use.
abilities should be considered when designing for Layouts conducive to walking should aim to
walking. If people cannot access services and make environments legible or self-explanatory.
facilities, such as employment or transport as a This can be achieved through a combination of
result of a poor walking neighbourhood these building design, local landmarks and pedestrian
communities can become socially excluded and signs.
19 reliant upon car travel. A connected and
permeable neighbourhood with direct links to Convenient – developing pedestrian networks
services and facilities will encourage increased should be a high priority in street design.
pedestrian activity. They should connect to one another and
crossings should be on pedestrian desire lines to
Lancashire’s Walking Strategy (2007-2011) aims minimise deviation.
to stop the decline in walking trips. It has five
objectives: Comfortable – routes should make walking an
enjoyable experience by ensuring they are high
• Promote walking. quality, safe, free from obstructions and of an
• Reduce pedestrian road casualties. acceptable gradient and width.
• Improve accessibility for pedestrians.
• Encourage life long walking and improve the Conspicuous – streets should be made safe by
perception of walking. increasing natural surveillance, reducing speeds
• Promote the benefits of walking. and mitigating the impact of anti-social behaviour
for people walking.
Convivial – the quality of the walking

environment should be improved to enhance the
way people feel about and interact with the local
area and other people. This involves tackling
issues such as litter and graffiti and by creating
engaging and interesting public space through
the use of materials, lighting and art.
The following sections set out specific guidance

to help practitioners accomplish civilised street
design for those on foot.
5.6.1 Civilised not Shared 5.6.2 Footway surfaces
Shared surfaces are streets where there is no Footways need to be wide enough to allow a
physical demarcation between users, creating comfortable walking environment and have a
areas where vehicles, pedestrians and cyclists smooth, even and non-slip surface. The surface
can travel together. This is achieved by removing should be free from deep water ponding,
the separation between the footway and branches and vegetation. Good quality initial
carriageway and most standard signing and design and use of materials can help ensure the
street furniture to create a dramatically different longevity of footway surfaces but at some point
public realm. They are a topical subject, all footways require maintenance. Maintenance
highlighted by schemes such as Exhibition Road (discussed in section 5.14) plays a key role in the
in London. continued civility of a street. Where maintenance
works are undertaken they should not detract
LCC acknowledges the potential benefits shared from the existing streetscape and where possible
space schemes can offer urban street design. should enhance the environment.
A street that reduces vehicle speeds and raises Reinstatements must be of a high quality and in
the awareness of people driving so they behave line with New Roads and Street Works Act
appropriately will help to make road users safer. (1991). Inspection covers (section 5.6.10) should
However, shared space does not resolve the fact be designed to minimise any visual impact and
that people feel uncomfortable and unsafe. LCC should not present potential hazards.
wants to address this issue and through Where possible they should be located to the
consultation with those representing people with back or front of the footway and away from
visual impairments recognises the concerns of ramps.
people with visual impairments regarding the
installation of shared space schemes. 5.6.3 Tactile paving
To encourage truly civilised streets the
Shared spaces are based on the principle of information needs of people who are blind or 20
road users making eye contact with one another. partially sighted must be given consideration.
The Guide Dogs for the Blind Association states Blister paving is commonly used to inform
that this puts blind and partially sighted people at pedestrians when they are passing from a
a disadvantage and insists that kerbs are an footway to a carriageway. Current policy
essential navigation tool for guide dogs and long guidance in Lancashire supports the use of
cane users. The Association’s campaign against tactile paving at controlled crossings only.
shared spaces is supported by 30 other This policy is currently under review.
organisations.
Other forms of tactile paving include a corduroy
The DfT have recently commissioned a study to hazard warning surface to warn pedestrians of a
collate evidence of the benefits and drawbacks specific hazard, such as the base of steps.
of shared space and issue comprehensive Ladder and tramline surfaces should be used on
guidance in Spring 2011. Until this guidance is segregated shared cycle track/footway surfaces
provided LCC aims to create civilised streets to indicate to visually impaired pedestrians on
rather than shared ones which would: which side they should walk. The ladder pattern,
where the raised bars run at a right angle to the
• Encourage low vehicle speeds. direction of travel is used on the footway side.
• Create an environment where pedestrians can However, tactile paving should be laid so that
walk, stop and talk without feeling intimidated. awkward paving patterns are avoided.
• Make places easier for people to move The colour of tactile paving should generally be
around. in contrast with the surrounding paving.
• Promote social interaction. However, this can be relaxed in conservation
• Create an attractive, clutter -free environment. areas. Inclusive Mobility (DfT, 2005) provides
• Provide good crossing facilities. further guidance.
LCC supports designs that retain a 100mm kerb

up-stand in existing streets and 65mm in new
developments where possible (see section
Design Techniques
5.6.8).
5.6.4 Footway gradient 5.6.6 Crossing facilities
Reasonable gradients for comfort should follow To create civilised streets it is essential that safe
guidance set out within Inclusive Mobility. crossings be provided where desire lines
Although the local topography may determine intersect the carriageway. The type of crossing
steeper gradients, ideally gradients should be no facility that should be provided is dependent
greater than 2.5%. Gradients in excess of this upon the likely levels of people walking and
result in most wheelchair users experiencing motor vehicle flows.
mobility difficulties.
In a civilised street, people driving will be
5.6.5 Footway width encouraged to give way to more vulnerable
There is no maximum width for footways, users. Within civilised streets vehicle speeds and
although the minimum unobstructed width should carriageway widths will be reduced.
be 2m as stated in Inclusive Mobility.
The absolute minimum is 1m for a maximum Appropriate crossings include, side road
distance of 6m. However, minimum widths crossings, refuge islands and zebra crossings.
should not be provided near bus stops or other At side road crossings people on foot should
locations that would impede visibility of all users. have priority and the carriageway should rise up
In fact it may be appropriate to provide additional to the level of the footway to allow level access
width in locations where people are likely to across the junction.
gather, for instance shopping centres or outside
schools. Raised crossing facilities should be provided
An assessment of a street’s place and rather than dropping kerb heights. This is
movement function (section 1.6) will highlight preferable as it makes travelling on foot easier.
different needs along a street and footway widths Additional information regarding the design
can be varied to respond to different pedestrian standards for crossings can be found within
21 volumes. An assessment such as Fruin’s level of Inclusive Mobility, LTN 1/9534 and LTN 2/9535.
service (LoS) shown in Figure 5-4 can define a
level of comfort based on space per person. Refuge islands should be large enough to satisfy
Generally a design which caters for LoS C or demand but should be at least 1.5m long and 2m
better will offer a comfortable walking wide to provide sufficient capacity for wheelchair
environment, however, in residential streets a users and people waiting to cross with prams.
LoS A should be designed for. Refuge islands should not be provided where
they are likely to cause pinch points for cyclists.
LoS A - 23 ppm Maintenance should also be considered to
Unrestricted ensure areas can be swept and maintained.
movement.
LoS B - 23~33 ppm On mixed priority routes or where there is

Normal walking significant pedestrian activity, zebra crossings
speeds possible. help people on foot to have priority. They rely on
civilised behaviour where people in cars give
LoS C - 33~49 ppm priority to more vulnerable road users.
Walking speeds Zebra crossings can be used by people travelling
partially restricted.
by bike but cyclists should be encouraged to
dismount before crossing. Where there is
LoS D - 49~66 ppm
Walking speeds significant pedestrian activity and significant
restricted and vehicle speeds and flows it may be necessary to
reduced. provide signalised crossing facilities.
LoS E - 66~82 ppm Examples of signalised crossing facilities include

Walking speeds
pelican, puffin, toucan and pegasus crossings
restricted and
occasionally reduced and traffic signals with pedestrian phases. Where
to shuffling. signalised pedestrian crossings are used, a
rotating cone or beeping sound should be used
LoS F - variable to indicate the crossing phase to people with
Walking speeds sensory impairments. ‘Green man’ times should
reduced to shuffling.
be long enough to allow safe crossing for all
Flow Rate - people per minute (ppm) users.
Figure 5-4 Level of Service categories
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 footbridges 5.6.9 Footway crossovers
and subways should not form part of residential Footway crossovers should be avoided in
streets or mixed priority routes. They cause residential streets as they are inconvenient for
deviation, can be difficult for people with mobility people on foot, in particular people pushing
impairments to negotiate and give rise to prams and wheelchair users. They also result in
concerns about personal security. higher levels of maintenance. As such, LCC
supports the use of a level surface with a 65mm
5.6.7 Side road entry treatments kerb which can be negotiated by a motor vehicle.
Side road entry treatments are a traffic calming However, where vehicles will cross the footway, a
measure installed across a minor road at the deeper sub-base should be provided to ensure
junction with a major road. They can be used to the robustness of the final design.
indicate a change in character, for instance
moving from a main vehicular route in to a 5.6.10 Inspection covers
residential street. Entry treatments can have a Inspection covers located within the footway can
range of benefits. By reducing the corner radii, detract from the streetscape especially where
vehicle speeds are reduced and the tighter they are poorly installed. Where possible,
corner in conjunction with a raised carriageway inspection covers should be located to the front
(up to footway level) makes pedestrian or back of the footway. A good quality and simple
movements easier. metal cover should be used to minimise visual
impact and reduce future maintenance.
Raised entry treatments should be designed so Where inspection covers are required agreement
that the width of the raised crossing is at least will be needed regarding future maintenance
2.4m and flush with the footway. arrangements.
5.6.8 Kerbs 5.6.11 Public open space

The delineation between the footway and High quality public space is a key component of 22
carriageway is a significant aspect in street successful environments.
design. LCC supports designs that include a Practitioners should determine how the space
65mm kerb up-stand in new developments and could be best used and design the space
100mm in existing streets. This provides a visible accordingly36.
boundary for vehicles and pedestrians that is
usable by wheelchair users. This can be achieved by considering context as
well as place and movement functions to cater
Kerbs at bus stops should be higher than 65mm for a range of activities. Designers should be
in height to permit ease of access to public aware of local Public Realm Strategies and
transport vehicles. The preferred height of bus consider aspects including, a palette of
stop kerbs should be 160mm. This offers a materials, visual interest, planting, seating,
compromise between ease of access and lighting and well located street furniture to
reduced damage to the bus. Care must be taken enhance the sense of space.
to keep the transition gradients to bus boarders
at acceptable levels, preferably 1 in 20 (1 in 12 A townscape regeneration project in Burscough
maximum). Bridge, West Lancashire involved hard landscape
works and new tree planting to provide shading
Dropped kerbs should be considered in the around public spaces and seating areas.
vicinity of bus stops, taxi bays and disabled
parking spaces to allow ease of access,
particularly for people with mobility impairments.
Dropped kerbs should be flush with the
carriageway, with a maximum 6mm bullnose up-
stand if essential.
Design Techniques
Figure 5-5 Burscough Bridge (www.iwood.org.uk/planners)

36 PPS17: Planning for Open Space, Sport and Recreation
(ODPM, 2002) and The Value of Public Space (CABE, 2004)
5.7 Designing for cycling Designers should consider the needs of each
LCC will design streets that encourage more type of cyclist and aim to cater for them where
cycling, more often and in more safety by practicable to ensure the environment is
creating designs that cater for the needs of attractive for cycling. The six design principles to
cyclists. create a successful cycling environment are:
Convenience – routes should increase
Residential street designs must cater for the permeability and serve all main destinations.
needs of cyclists. Lancashire’s Cycling Strategy They should link to surrounding developments
(2007-2011) aims to increase cycling trips and and nearby services. They should increase
has four objectives; directness, be signed and be unimpeded by
street furniture and other obstructions.
• Increase cycle use.
• Reduce cycling casualties. Accessibility – creating environments that
• Encourage cycling by children and young encourage and facilitate cycling requires an
people. infrastructure that reflects the needs of people
• Use cycling to improve health, social inclusion who cycle and provides a network that links key
and economic vitality. origins and destinations in a logical manner.
Design should also consider the needs of people
Research by Social Data for Preston, South who walk and people with mobility and sensory
Ribble and Lancaster (2006) suggested that impairments to ensure that potential conflicts are
cycling has the greatest potential of any mode to minimised. Routes should be coherent and
replace car use. This modal shift would help continuous with adequate crossing facilities and
reduce congestion and local air pollution. provided through areas inaccessible to motor
Cycling also has the potential to make a cars.
significant contribution to healthier lifestyles and
23 can reduce a range of health problems including Safety – cyclists are sensitive to vehicle volumes
heart disease and cancer. The Health Economic and speeds. Designs should aim to reduce
Assessment Tool for Cycling estimates the hazard and increase safety for people who cycle
economic savings from reduced mortality due to through road space reallocation that reduces
cycling37. Cycling levels will only increase where vehicle flows and speeds. Designs should help
the physical environment for cyclists is well people who cycle feel safe by increasing their
thought out and facilities are convenient, visibility and providing well lit routes.
accessible, safe, attractive and well maintained. More people cycling will increase natural
surveillance which in turn helps streets and
Cycling generally falls into three categories; communities feel safer.
• Cycling for transport – including people
travelling to work, school or to access Fit for purpose – routes should meet design
services. standards in terms of widths, gradients and
• Cycling for recreation – including people surface quality. A smooth surface is a key
cycling for fitness and leisure. requirement for comfortable cycling. Surfaces
• Cycling for play – this is focused on children such as tarmac create acceptable surfaces for
cycling for play in the street. cycling, whilst, surfaces such as granite sets can
be unpleasant and dangerous when wet.
Each group has different needs. A confident
commuter cyclist may be interested in the Attractiveness – cycle infrastructure should be
quickest and most direct route to work. On the designed in such a way that it complements its
other hand, for children cycling to school or surroundings where possible. Aesthetics and
people cycling for leisure a safe and pleasant noise reduction should be considered to help
journey may be a greater priority. make cycle routes attractive and interesting.
Children cycling in the street will require a safe An excessive use of surfacing contrasts should
area with low vehicle speeds. be avoided, especially in Conservation Areas.
Well maintained – street designs should ensure

cycle routes can be easily maintained and be
kept free from litter, broken glass and vegetation.
37 HEAT - http://www.euro.who.int
5.7.1 Design parameters The minimum width of a shared cycle path is 3m
Practitioners need to consider the dimensions of where volumes of pedestrians and cyclists are
a cyclist and the space they require. The space low. Ideally shared paths should be wider.
needed for a cyclist in motion is typically Where widths are between 2-3m consideration
1000mm. Clearance to fixed objects and moving should be given to segregation between the
objects can vary based on the object (see Figure footway and cycleway by a delineation strip or
5-6). Commonly, for a cyclist to pass another surface texture. Where widths are less than 2m
cyclist or a pedestrian, a gap of 500mm should people will have to give way to one another and
be designed for with a greater clearance for are generally not suitable. Narrow shared use
motor vehicles. routes that experience high flows and do not
have demarcation should be avoided as they
increase the likelihood of conflict between user
groups and can cause particular problems for
1000mm people with visual impairments.
500~1500mm
Cyclist width
Moving object clearance
24
250~1000mm
Static object clearance
Figure 5-6 Cycle dimensions
3m
5.7.2 Low vehicle speeds and flows
Creating civilised streets that promote Figure 5-7 Shared use path
comfortable environments for cycling is more
achievable if speeds and traffic flows are The average speed of cyclists on a level surface
lowered. A design speed of 20mph on residential is 12mph. However a design speed of 20mph
streets should be accomplished using natural should be catered for along cycle paths to
design features. provide for commuter cycling as well as
recreational cycling. The comfort and
5.7.3 Permeability convenience of a journey can be interrupted by
Designs should aim to enhance permeability frequent crossings, tight corners and steep
wherever possible. Access controls for cyclists gradients. Routes should be open, overlooked
should be removed by using ‘cycle and walk only and pleasant to use. Gradients should be a
links’ or cyclist contra flows. Routes should link maximum of 3%, although where topography
together and link to surrounding cycle networks, dictates, the limiting gradient is 7% over 30m.
both on and off road. This approach can help
create a connected development and provide a Forward visibility on a cycle path affects the
safer route than cycling on major roads. ability of a cyclist to interact safely with other
cyclists and pedestrians. Sightlines affect the
5.7.4 Cycle paths ability to maintain momentum, anticipate actions
In residential streets on road cycle lanes will not and stop when necessary. The sight stopping
be necessary. However, cycle paths provide an distance (SSD) depends on the reaction time
important link to wider services. Two-way cycle and speed of the cyclist and the braking ability of
paths can either be located within the highway, the bike.
separated from the carriageway by a kerb or
Design Techniques
away from the highway. LCC encourages

practitioners to include cycle paths in new
developments. Cycle paths should not run
through alley ways where they will not be used.
Suggested values are shown in Table 5-1 below. 5.7.6 Bus routes and cycling
Cyclists should be allowed to use all bus lanes
Type of Design Minimum Minimum as part of a new development. Bus lanes should
off-road speed stopping radius ideally be 4.5m wide as this enables a bus to
cycle sight of pass a cyclist safely without having to leave the
route distance curve
lane.
Commuter 20mph 25m 25m
route 5.7.7 Junctions and crossings
Achieving convenient and direct routes will
Local access 12mph 15m 15m invariably result in cyclists having to negotiate
route junctions and crossings. At junctions that
intersect with minor roads consideration should
Table 5-1 Geometries for cycle design be given to raised cycle crossovers. This should
only be considered where vehicle volumes are
Physical constraints may make it impossible to low on side roads. Alternatively, a direct informal
meet these desired criteria and mitigating crossing could be considered. Where cycle paths
measures may be necessary in these situations. cross major or busy roads with high speeds a
It is important that designs do not cause signalised toucan crossing should be used.
inconvenience or danger to those travelling on A design width of 4m is encouraged.
foot.
Unimpeded progression for on-road cycle traffic
Cycle paths should be separated from planting is achievable by allowing progression with
by a grass verge where possible. A verge allows general traffic in the carriageway. Integrating
planting to grow without impacting on the cycle cycle traffic with motor traffic can also help
path. A verge can also be considered between minimise the number of cycling conflicts. Where
25 the path and the carriageway to act as an possible Advanced Stop Lines (ASLs) should be
informal barrier to help create a pleasant cycling provided at junctions as they allow on-road
experience. cyclists to be at the front of queuing traffic, sit
away from exhaust fumes, be more visible and
LCC encourages practitioners to provide a make right turn movements easier.
smooth and safe surface. Generally a tarmac At roundabouts, cycle lanes should be
service will be suitable for cycle paths. considered.
Future maintenance should be considered and
agreement sought with the LCC where paths are To help off-road cycle traffic negotiate
likely to be adopted. roundabouts, splitter islands should be provided
where traffic volumes are low. Alternatively, zebra
5.7.5 Cycle lanes or toucan crossings can be provided.
On mixed priority routes where vehicle speeds
and flows are higher than residential streets 5.7.8 Signing and lining
consideration should be given to cycle lanes. Signs should clearly identify cycle routes and be
Designs should ensure suitable road widths are designed to give cyclists adequate information
provided to create a safe and comfortable and help warn of potential hazards. Signs should
environment for cycling. Roads which are narrow be designed in line with Traffic Sign Regulations
can result in dangerous overtaking manoeuvres. and General Directions 2002 (TSRGD).
On two-way streets where speeds are Coloured surfacing has no legal meaning but can
maintained at 20mph cycle lanes will not be used to emphasise cycle lanes and help
generally be required. They are appropriate on remind drivers that the road space is for those on
roads where speeds are at least 30mph. bikes. In residential developments coloured
surfacing will not be required. However, it may be
Cycle lanes can take three forms: appropriate in certain situations, such as lead-in
• Lanes shared with motor vehicles. lanes, contra-flow lanes and where cyclists could
• Advisory cycle lanes. be at risk, for instance besides parking bays.
• Mandatory cycle lanes. LCC encourages designers to use this guidance
and work in consultation with cycling officers to
Providing cycle lanes of a correct width helps ensure a consistent and coherent approach to
ensure drivers give cyclists adequate space signing.
when overtaking. LCC supports the provision of
a 1.5m wide cycle lane on 30mph roads.
Where contra-flow lanes are planned, careful
design will be required.
5.7.9 Integration with public transport
Public transport users can be encouraged to Walking 6 mins 7~13 mins 14 mins
distance or or
cycle to stations or bus stops if a convenient to less more
route and adequate cycle parking is provided. bus stop
Increasing the number of cycle trips accessing
% of people in
public transport has enormous potential to large urban
contribute to wider objectives for health, areas who can 86% 11% 2%
congestion and climate change. LCC suggests access a bus
stop
that the distance a person cycling will travel to a
station or stop can be in excess of 3km which
means a large proportion of people living in Table 5-2 Walking distance to bus stops (White, 2002)
Lancashire’s built up area can access the rail
network. In urban areas therefore, there is The table shows the capacity to access public
potential to increase the number of cycling trips transport and infrastructure needs to encourage
combined with public transport. this. For larger developments, bus through routes
should be considered, however, for smaller
This is an important concept and as such, new developments a bus stop should be within
developments should provide cycle routes to walking distance. The walking distance to a bus
public transport nodes. Consideration should stop should be based on likely demand and
also be given to providing additional cycle should be no greater than 400m (a 5 minute
parking facilities at these destinations to cater for walk). Where possible this distance should be
the increased demand. significantly less.
5.7.10 Further guidance For new developments it will be necessary to

Further guidance is provided within: necessary to work in partnership with public
• Connect2 Design Guide. (Sustrans, 2009). transport operators to plan potential new routes 26
• LTN 2/08: Cycle Infrastructure Design. (DfT, and set frequencies based on likely demand.
2008).
• Lancashire Cycle Design Standards. (LCC, Buckshaw Village - Bus Travel:
2005). Buckshaw Village, a new housing and business
development in Chorley has been provided with
5.8 Designing for public transport a new bus route. The 109 (operated by
LCC will support design that integrates and Stagecoach and John Fishwick) runs down
encourages public transport use. Central Avenue (the spine of the development),
meaning a large proportion of residences are
Planning for a high quality public transport within walking distance. The bus provides links
infrastructure plays a central role in creating an to Chorley and Preston.
accessible environment. Catering for the needs
of all users including public transport users’ For redevelopment sites, a route may already
helps create civilised streets. exist but it may require an additional bus service,
increased frequencies or headways, new bus
5.8.1 Bus travel stop locations or a re-direction of services.
In residential developments the focus is on bus- Enhanced walking and cycling routes to access
based transport as this is the most likely mode to the network may also be required.
be used. The key concept in residential streets is
to avoid bringing bus routes deep into residential The following guidance is applicable to large
areas but keep them within walking distance. residential developments and mixed priority
Walking is the main access mode for bus-based routes rather than residential streets.
travel. The table below highlights the percentage
of people in large urban areas with a population
over 250,000 who can access a bus stop.
Design Techniques
Bus routes and bus stops are central to creating Any potential visual impact should be considered
a walkable neighbourhood which provides a and a shelter must be designed to accommodate
viable alternative to car travel. It is suggested the the likely number of waiting pedestrians.
minimum average load for a conventional bus Interviews undertaken by LCC38 identified that
service to be viable – averaged over the whole bus stops and shelters are inconvenient and
day in both directions is about 10 – 12 inadequate, can be difficult to board and often
passengers (White, 2002). The type of buses result in a fear of crime at night. As such, LCC
used will depend upon the average load encourages designers to think carefully about the
anticipated over a day and whilst they vary in location of bus stops to ensure they will cater for
height and length, width is relatively fixed at the needs of the local community.
around 2.5m. As part of the design process the
streets to be used by public transport should be As stated in section 5.6.8 kerb heights of 160mm
identified and appropriate road widths designed. will facilitate ease of access for people with
The use of swept-path analysis can be used to mobility impairments. In addition, better
determine necessary widths and ensure efficient information should be provided via timetables
operation (section 5.10.2). and Real Time Information and security should
be improved by working with the Safer Travel
Where bus routes are planned, bus priority Unit and ensuring waiting areas are well lit.
measures may be appropriate in certain
circumstances to ensure a reliable service: To encourage civilised behaviour, bus stops
• With- or contra- flow bus lanes. should not be located opposite one another to
• Pre-signals and bus gates. allow other vehicles to continue to pass a bus at
• Rising bollards. a stop. Footways at bus stops should be wide
• Guided bus ways and park and ride. enough for anticipated use. Inclusive Mobility
suggests a footway width of at least 3m to allow
27 This list is not exhaustive and detailed guidance for waiting travellers and passing pedestrian
is available in Bus Priority – The Way Ahead movement.
(DfT, 2006) but such measures can help provide
a service that offers a realistic alternative to car Bus bays should not be used unless there is a
journeys. Streets with bus routes should not compelling safety issue as they result in
generally be less than 6m wide (unless for short operational problems for buses. Bus stops and
sections). This allows two way bus movement shelters should either be located along the
and use by other modes. The arrangement of footway within the furniture zone or bus boarders
on-street parking will require consideration and can be used to permit full use of the footway.
careful design. If designated bus lanes are to be Bus boarders are generally built out from the
provided they should be a consistent minimum existing kerb line and provide a convenient
width of 4.5m to allow for shared use with platform for boarding and alighting.
cyclists. All bus routes should be free from They commonly take one of two forms; full width
vertical traffic calming features. or half width.
Well designed bus stops and shelters are an

important aspect in improving the overall journey
quality for people using the bus. The location of
bus stops is a central element in creating an
environment that encourages public transport
use. The location should be decided through
consultation and consideration of local network SHELTER
and operational requirements including existing Bus Stop Flag

users. They should also ensure ease of access Figure 5-8 Full width bus boarder
by foot and be near to junctions and key
destinations. Well designed bus stops can provide qualitative
benefits for passengers by improving the quality
of their journey and perceptions of safety.
They can also provide quantitative benefits by
improving journey times and reliability.
38 http://www.lancashire.gov.uk/environment/ltp/ltp_web/
section_10661157946.asp
5.8.2 Rail travel 5.9.1 Emergency vehicles
In most cases, new residential developments will The requirements for emergency vehicles are
not be provided with new rail stations unless the determined by the needs of the fire service.
development will result in much higher densities Providing access for fire service vehicles will
than for bus travel. A new route would require cater for other emergency service vehicles. MfS
several thousand passengers per hour (White, section 6.7 (p.75) provides more detail but in
2002). However, lower densities can be justified general designs should:
when investment in infrastructure has already • Provide a minimum width of 3.7m.
taken place, for instance the provision of a new • Provide access for a pump appliance within
station along an existing line. 45m of a house or dwelling.
Buckshaw Village - Rail Travel: Widths may be reduced to 2.75m over a short
Buckshaw Village (Chorley), mentioned distance but if carriageway width designs are to
previously, is to be provided with a new railway be below 3.7m the local fire safety officer should
station along the existing Manchester to be consulted. Parked cars and some forms of
Preston line. It will be located to the south of traffic calming can impact on emergency service
the Village, but would be well within 2km of response times. Both are discussed below with
residential properties allowing access by foot further advice available39.
and bike. the station will also benefit from
connecting bus services and a park & ride car 5.9.2 Service vehicles
park. The design of streets should accommodate
service vehicles such as refuse lorries. The likely
In the majority of situations, an assessment of usage should be considered although vehicles
the surrounding transport infrastructure as part that will serve a neighbourhood infrequently
of the context appraisal will identify the location need not be fully designed for.
of any nearby rail stations. Although 800m is the 28
distance generally recognised for walking trips, Creating well connected streets has advantages
the Public Transport Accessibility Level (PTAL) for service vehicles as routes can be shorter and
approach to public transport accessibility the need for turning movements removed.
suggests a 960m walking distance to rail
stations, equal to 12 minutes walk whilst PPG13 Waste collection is a vital component of a
suggests walking is a viable option up to 2km, working community and the storage and
equal to 25 minutes. Where stations exist within collection of waste should be a major
these distances, the walking routes should be consideration in street design. There is a
safe, direct and convenient for users of all growing realisation of the impact we have on the
abilities. The same is true of walking routes to environment. As such, waste collections have
bus stops. varied. In addition to everyday household waste
and common recyclable materials some councils
5.9 Designing for motor vehicles now collect food and green garden waste
LCC wants to create developments that serve separately.
the needs of all modes.
Motor vehicles should be able to access streets Designers, working in consultation with waste,
but designs should ensure speeds and flows are planning, highways and building authorities
appropriate to create a civilised place where should agree on the types of waste to be
children can play and people can interact. collected and how this will be catered for.
Best practice has identified that technical For kerbside collections, space should be
standards for road widths and junction visibility provided to accommodate waste bins and
can move away from guidelines in documents service vehicles rather than a design that means
such as DMRB for residential and mixed-use the footway will be blocked. Alternatively, a waste
streets. LCC encourages practitioners to use recycling centre or underground collection facility
their technical expertise to apply the guidance in could be considered. Further guidance is
this document in an appropriate and safe way. available in MfS section 6.8 and from the
ODPM40.
Design Techniques
39 Car Parking: What Works Where (English Partnerships, 2006 and LTN
1/07 Traffic Calming (DfT, 2007)
40 PPS10: Planning for Sustainable Waste Management (ODPM, 2005)
5.9.3 Other motor vehicles
Streets need to be designed for a range of motor
vehicles, from private motorcycles and cars to
delivery vans. However, a street layout designed
to accommodate the needs of emergency
service vehicles will cater for all other types of
motor traffic. The main aim should be to provide
an environment which caters for its users rather
than each mode. Design based around the
principles of place, civility and movement can
help create harmonious environments for all.
A B C
5.10 Street geometry
Several issues need to be considered to provide Figure 5-9 Using swept path analysis in design
for road users, in particular, carriageway widths,

junctions and visibility. Where corners are designed to be so tight that
large vehicles will be forced to use the footway,
5.10.1 Carriageway widths the sub-base and finish should be designed to
Designing new or improved streets needs to take be robust enough to withstand this use.
account of the street’s function, the type of
development and other key factors such as 5.10.3 Junction design
movement volumes, traffic composition and Commonly used junctions in residential areas
parking. Carriageway widths can be narrowed to include crossroads and staggered junctions,
2.75m over short distances but this can result in T and Y junctions and roundabouts.
vehicles trying to squeeze past cyclists. The development of junctions can be used to
29 This should also be avoided at bends where create distinctive places. Junctions are generally
larger vehicles may be forced to use the footway places where interaction takes place between
or full road width. The common approach should people and services such as shops, accessing
be to provide a carriageway width between 4.5m public transport and between different street
to 5.5m, with parking and footways catered for users. As such, design which achieves an
through additional width. effective balance between movement and place
is crucial.
5.10.2 Junction radii and swept path
analysis As discussed previously the location of buildings
The DMRB recommends that the minimum at junctions has the potential to benefit street
circular corner radius at simple junctions should design. Building placement should be agreed
be 6m in urban areas. Whilst this standard can first, with the junction designed to compliment
still be used, LCC encourages designers to the space and provide direct pedestrian access.
minimise corner radii. Small corner radii reduces
pedestrian deviation and can help slow vehicle There are a range of other factors that require
speeds. Swept path analysis can be used to consideration through design;
determine the space needed for expected • Whether the junctions will be marked.
vehicles. It is recommended that the potential • The benefits of each type, e.g. crossroads are
layout of buildings, pavements and public space convenient for pedestrians whilst staggered
be considered first with the carriageway junctions are less direct for pedestrians but
alignment then designed to fit in the remaining reduce vehicle conflict.
space. • Whether raised tables will be used at side
roads.
Figure 5-9 above, illustrates the potential to use • Whether roundabouts will be used and their
swept path analysis. Design should be developed type; conventional, mini- or continental-style.
in the following order:
a) Planning the street and building layout. Further detail is provided within MfS section 7.3.
b) Introducing kerb lines. The impact of each design on all users including
c) Tracking the remaining space. people with sensory and mobility impairments
should be considered.
5.10.4 Junction spacing Visibility can be obscured by obstacles such as
The spacing of junctions will be determined by street trees, other street furniture and parked
the type and size of blocks. Block size should be cars. The potential impact on visibility of these
based on the needs for permeability. should be assessed. MfS states that in practice,
Small blocks tend to result in more frequent parking within visibility splays occurs and yet it
junctions. This can help improve permeability for does not appear to create significant problems.
pedestrians and cyclists and disperse motor Parking should be located outside of the visibility
vehicles. However, as a guide, designers should splay and designed to discourage parking within it.
use a minimum spacing equal to the stopping Possible features
sight distance for the 85th percentile speed of the preventing vehicles from
road for junctions on the same side of the road. crossing centre line
Y Distance Y Distance
5.10.5 Sight stopping distances
One significant change from previous guidance
within DMRB and DB32 is new guidance on sight
stopping distances (SSD). The SSD is the
distance within which a driver needs to see X Distance
ahead to stop from a given speed. In new street Left hand Right hand
visibility splay visibility splay
developments the speed is set by designers,
Alternative left hand visibility
whereas in existing streets the 85% percentile splay if vehicles approaching
wet weather speed is used. MfS adopts a driver from the left are unable to
cross the centre line
perception-reaction time of 1.5 seconds
(compared to 2 seconds in DMRB and DB32) Figure 5-11 Visibility splays
and a deceleration rate of 4.41m/s2 (compared
to 2.45m/s2 in DMRB and DB32). MfS (section 5.10.7 Junctions with major roads
7.5) provides further details on the formula and The above standards are supported for streets 30
other contributing factors. The revised figures within new residential developments.
stated above have resulted in SSD’s for streets However, where a residential street forms a
as shown in Figure 5-10. The aim is to design for junction with a major road an ‘X’ distance of
these distances within new developments and if 4.5m should be applied. A major road can be
possible when adapting existing highway. classified as a highway where vehicle movement
is the core function. Roads classified as Local
Speed Distributors will have a higher movement
Kph~ 16 20 24 25 30 32 40 45 48 function. These can be viewed on Lancashire’s
Mph ~ 10 12 15 16 19 20 25 28 30
Mapzone digital mapping system.
SSD 9 12 15 16 20 22 31 36 40 An assessment of the levels of use and types of
(metres) vehicles should be considered and where flows
SSD are high or a high number of large vehicles such
adjusted as HGV’s are expected, greater visibility splays
for 11 14 17 18 23 25 33 39 43 should be provided.
bonnet
length
Additional features will be needed to achieve low speeds
Where the residential street junction is located
off a secondary road but is in close proximity to
Figure 5-10 Sight Stopping Distances a major road both junctions must provide
suitable visibility for vehicles accessing and
5.10.6 Visibility egressing to ensure safety.
The derived SSD will determine the design of
junctions and street layouts. MfS provides In all situations the local environment and terrain
detailed guidance but an ‘X’ distance of 2.4m must be considered to ensure safety is not
should be used as this represents a reasonable compromised.
distance between the front of the car and a
driver’s eye. The ‘Y’ distance should then be 5.10.8 Gateway treatments
based on the above values for SSD. Gateway treatments can be an effective tool to
highlight to drivers that there is a ‘step change’ in
Design Techniques
the environment. This gateway can be achieved

using a mixture of visual techniques for example
a raised crossing, a change in surface colour,
new street furniture, or trees and planting.
Gateway treatments can be provided at the
access point to a ‘new’ street environment or at
either end of scheme if it is on a corridor.
5.10.9 Frontage access 5.11 Parking
In general, streets provide frontage access, Accommodating parked vehicles is a core
whereas roads do not. Streets provide access to function of most streets in residential areas.
buildings and public space. This generates In most situations there is a need to provide for
activity and enhances the relationship between cycles, cars and motorcycles. When making
the street and its surroundings. The design of decisions regarding the design and location of all
frontage access points should be considered parking the following principles should be
from the point of view of people passing along followed.
the street as well as those needing access. It will
also be important to consider the speed and • It should not negatively impact on the design
volume of vehicles, gathered access points and quality of the street.
the distance between the residential boundary • One solution will not fit all; a combination of
and the carriageway. The DfT recommends that parking forms may be appropriate.
the limit for providing access on a 30mph street • On-street parking should play a role in most
is 10,000 vehicles/day. LCC wish to see a design developments.
speed of 20mph. As such, a value higher than • Security needs to be considered.
10,000 may be appropriate dependant upon the • The needs of all users including visitors and
site conditions. mobility impaired people should be
considered.
5.10.10 Turning heads
Where possible developments should be More details on types of parking provision are
designed to maximise permeability and provided below and additional design guidance is
connectivity and design out cul-de-sacs. also available41.
However, where design layouts are constrained
the roads should provide turning facilities. 5.11.1 Cycle parking
31 These should be designed to allow service Providing enough convenient and secure cycle
vehicles to turn within the highway without parking is critical to increasing cycle use.
affecting pedestrian movement. MfS suggest the In residential developments, access to cycle
following layouts: parking should be designed to be at least as
convenient as access to car parking. In a
residential development cycle parking can be
accommodated within garages if they are to be
provided. However, within flats shared parking is
likely to be more efficient. LCC encourages
practitioners to cater for cycle parking within a
communal parking area that is easily accessible,
covered, safe and secure. The maintenance cost
of the communal parking area could be included
within the service charge of the property.
Figure 5-12 Turning head layouts The amount of parking depends on a range of
factors including likely ownership levels, the type
Swept path analysis, as discussed in section of housing/development and its location.
5.10.2 can be used to check expected vehicles Census data can reveal useful information for
ability to turn. approximating likely levels. As set out within the
Draft North West Plan Partial Review (July, 2009)
5.10.11 Overrun areas new developments should provide the following
Overrun areas should be avoided in residential levels of cycle parking:
developments as they cross pedestrian desire
lines and can pose a hazard to cyclists. Dwelling size Level of Parking
1 Bedroom 1 allocated, 1 communal
2~3 Bedroom 2 allocated, 1 communal
4+ Bedroom 4 allocated, 2 communal
Table 5-3 Cycle parking standards
41 Car Parking: What Works Where (English Partnerships, 2006) and

Residential Car Parking Research (DCLG, 2007)
A discussion with local cycling officers will help The Area types relate to Policy RDF1 – Spatial
agree total numbers. Cycle parking facilities Priorities and group areas based on their general
should also be provided where there is an levels of accessibility as follows:
existing need and where practitioners aim to • Type A – City and town centres in
encourage modal shift. Designers should take metropolitan areas and regional town and city
care when including cycle parking to minimise centres.
any visual and physical impact. • Type B – Non-metropolitan key town centres
and district/local towns and city centres.
At retail and commercial locations, different • Type C – All other areas.
standards exist. For short-term parking LCC
encourages the use of covered Sheffield stands The document states that developments should
located near entrances. These should be either be in-line with these standards or should
designed assuming two bikes are attached and use them as maximum standards. The impact of
located so as to not impact on the footway zone parking on the sustainability of the overall design
and impede pedestrian movement. For staff should be considered. Research undertaken for
parking, a secure location within the building DfT (MfS, 2007) indicates that car ownership is
should be provided where possible. linked to a number of factors including
household size, income, job requirements and
5.11.2 Car parking socio-economic group. The spatial
Parking needs to be integrated within characteristics of an area will be reflected in car
developments. However, applying rigid parking ownership levels.
standards does not always work successfully.
Poorly designed parking provision and an Research by CABE has suggested an under
environment that does not encourage more provision of car parking is unattractive to home
active travel can result in inconsiderate parking, buyers42. However, it can be successful where
congestion and parking on footways causing viable alternatives are designed for. An effective 32
safety concerns. Alternatively, design that Residential Travel Plan can help achieve this.
provides too much parking can encourage Once the level of parking has been agreed, the
further car use or excessive parking by non- form parking should take requires careful
residents. Both situations can result in consideration including type, arrangements and
environments with no sense of place. variety. Parking can be provided in the form of a
residents’ parking scheme through discussions
This advice complements parking guidance in with Lancashire Parking Services. This approach
the Draft North West Plan Partial Review (July, aims to provide prioritised parking spaces that
2009) which states that new developments remove any external influences, for instance a
should include maximum parking standards for football match, but it does not guarantee all
cars and minimum standards for cycles, residents space. Unallocated parking offers a
motorcycles and disabled parking to encourage common resource for a neighbourhood.
sustainability. LCC support designs which include a degree of
unallocated parking as it allows for changes in
The Proposed Revised Table 8.1 within the car ownership and provides for both residents
document sets out the North West Regional and visitors. Within residential developments
Parking Standards. The standards relating to parking will generally fall into two categories;
residential dwellings are shown in Table 5-4. either on- or off-street. MfS (section 8.3 p. 102 –
112) provides further guidance on parking while
Dwelling Area Area Area some of the main factors are discussed below.
Size Type Type Type
A B C
1 Bedroom 0.5~1 1 25m
2~3 Bedroom 1.5 2
4+ Bedroom 2 3 15m
Design Techniques
Table 5-4 Maximum car parking standards
42 What Home Buyers Want (CABE, 2005)

5.11.3 On-street parking However, parking in a civilised street should be
On-street parking, if well designed, can offer a designed to be a good space in which people
common resource, add activity to the street, and can park. When empty, the use of designated
help reduce vehicle speeds. In some situations it bays marked out with white lines will make the
may be possible to cater for all parking demand space look like an empty car park. It is better to
on-street. However, poorly designed on-street provide areas designed to allow parking.
parking can create road safety issues if speeds
are high. It can also be visually dominant and 5.11.4 Off-street parking
result in footway parking. Off-street parking is typically less flexible than
on-street facilities. It can take different forms,
Appropriate parking provision and active including communal parking, allocated spaces,
marketing should prevent pavement parking. allocated garages or parking within a dwellings
However, where it is considered to be a likely curtilage. Although footway crossovers should be
problem, appropriate street furniture such as avoided where possible, the use of a 65mm kerb
seating, planters and cycle parking within the will still allow vehicles access.
furniture zone could be considered.
5.11.5 Blue badge parking
Assessing whether on-street parking is In any situation, appropriate levels of provision
appropriate should involve the review of likely car should be made for disabled people.
ownership levels, the amount of off-street and/or Parking layouts should include appropriate
allocated parking to be provided and street parking provision for blue badge holders. The
geometry. Where on-street parking is to be Draft North West Plan Partial Review (July, 2009)
provided on busier streets it is suggested that a encourages practitioners to negotiate the level of
parallel parking arrangement is used. This can disabled parking in residential developments on
be achieved through a gradual widening of the a case-by-case basis. Standards for other types
33 carriageway. On-street parallel parking spaces of development are provided within the draft
should be 2m wide by 6m long. review.
Inclusive Mobility provides detailed information

on disabled parking bay design but in general:
• On-street parallel parking bays should be
6.6m.
2m • 2.7m, on-street angled parking should be
6m
4.2m.
Figure 5-13 Parallel parking arrangement • 3.6m and off-street parking should be 4.8m.
• 2.4m bays should be designed so that drivers
On quieter streets, on-street parking can take a and passengers, either of whom may be
more varied form including perpendicular, central disabled, can easily get in or out of the car.
reservation and angled parking. Access to The bays should allow wheelchair users to gain
perpendicular or echelon parking is determined access from the side and rear and should be
by the carriageway width on the road. adjacent to dropped kerbs. The bays should be
MfS provides details on typical widths based on located within 50m of services served by the car
the approach angle, for instance at 90° the width park wherever possible.
of W in Figure 5-14 should be 6m. However, the
width can be reduced if parking bays are made 5.11.6 Motorcycle parking
wider. Swept-path analysis can be used to Motorcycle parking should also be considered
assess the space needed for manoeuvring. within new residential streets. With motorcycles
representing around 5% of motor vehicle use but
experiencing approximately 37,000 thefts a year,
secure parking provision is paramount.
IHIE Guidelines for Motorcycling (updated in
w 2007) summarised good practice in motorcycling
parking as “Near and Clear, Safe and Easy to
use”. Well located and overlooked motorcycle
4.8m
parking in addition to physical features such as
rails or hoops (providing inexpensive locking
2.4m
points) can create suitable parking points.
Figure 5-14 Perpendicular parking arrangement IHIE quote the 95th percentile dimensions of a
motorcycle as 2m by 0.8m. This means
approximately four or five motorcycle spaces can
be accommodated within one car space.
5.12 Designing for street furniture The kerb zone should be free from street
Street furniture is a collective name given to the furniture and should typically be 450mm wide to
majority of vertical elements within the public allow for a kerb and vehicle overhang (LTN 1/98
realm. Most is located in the footway. and TD 50/04 in DMRB).
The continued growth in vehicular traffic in
Lancashire has resulted in additional elements of The furniture zone is where street furniture can
street furniture such as safety and enforcement be positioned. This zone can be a paved or
equipment. The amount of street furniture has grassed area and provides a buffer between
also increased to serve the needs of pedestrians pedestrians and the carriageway to help increase
and includes bus stops and seating. perceptions of safety and comfort. Practitioners
should consider the minimum and maximum
A combination of space constraints coupled with widths based on place, movement and any
the uncoordinated and often inappropriate commercial requirements and ensure items are
location of street furniture causes problems for positioned correctly to not cause unnecessary
pedestrians and people with mobility and visual deviation.
impairments. It also detracts from the
appearance of the streetscape. The footway zone should provide for the
unhindered movement of pedestrians along the
Designers need to consider a range of factors street and should be free from both permanent
when considering the location of street furniture and temporary objects. As stated in section 5.6.5
including footway widths, flows, parking needs the desirable minimum width of a footway is 2m.
and activity with an aim to minimise street clutter This should be increased around bus stops and
and promote an efficient use of space. outside shops and areas of high activity.
Generally, the area between the kerb line and The frontage zone is the area between the
highway boundary can be divided into four footway zone and either the property line or 34
zones; highway boundary. This zone should also be kept
• Kerb zone. free of street furniture as it provides the best
• Furniture zone. route for cane users to use the buildings as a
• Footway zone. guide. Other issues such as awnings, garage
• Frontage zone. doors and balconies should not over-sail the
footway at a height of less than 2.6m.
The main principles should be to locate street

furniture in a consistent manner so that people
with visual impairments can anticipate their
position. Where items are no longer required
they should be removed to minimise deviation for
all pedestrians. When street furniture is being
agreed designers need to give consideration to
ensure future maintenance is practical without
unnecessary disruption to street users.
Consideration should also be given to the use of
tonal contrast between the street furniture and its
surroundings. An agreement regarding future
maintenance responsibility should also be
Figure 5-15 Highway boundary zones achieved at an early stage.
This arrangement is not meant to be prescriptive The following sections provide information and
and is more appropriate to mixed priority routes guidance on specific items of street furniture.
rather than residential streets.
However, designers should consider the various

spatial needs of the street in terms of kerbs,
Design Techniques
furniture and movement. In addition, where art,

trees and signs etc are planned, the potential
risks should be assessed.
5.12.1 Street lighting However, when they are poorly located they can
A well designed and thought out approach to have a significant negative impact on pedestrian
street lighting can help reduce risks of accidents movement and detract from the surrounding
during the hours of darkness, discourage crime, streetscape. The boxes should be located in
enhance perceptions of safety and improve an such a way that they do not hide pedestrians
area’s appearance. The location and type of from approaching vehicles and be side-on to
street lighting should be identified through the pedestrian movement to maximise footway
design process. Advice should be sought from space. Practitioners should consider more
LCC’s street lighting engineers. Within innovative design approaches, for instance,
Lancashire there are already effective processes locating traffic signal control boxes under
to identify areas of poor or ineffective lighting, for benches as recently done in the Borough of
instance, LCC’s Community Street Lighting Hammersmith and Fulham (Figure 5-16), to
programme. The expertise of officers should be minimise street clutter. However, such an
sought as part of the scheme’s development. approach would need to be assessed in terms of
costs and benefits.
Lighting columns should be positioned to
effectively illuminate both the carriageway and
footway and remove dark spots to help reduce
fear of crime. MfS section 10.3 provides further
detail but the following should be considered:
• The use of different lighting types to
distinguish different areas, e.g. moving to an
area with a high place function.
• Lighting that is in context with the
development to add to the sense of place.
35 • Lighting should be continuous as sudden
changes can cause problems for partially-
sighted people.
The intensity of lighting should depend on a Figure 5-16 Signal control benches
range of factors including the type of road, levels
of use and whether there is a need for CCTV. 5.12.3 Traffic signs
However, use should be made of carbon Within residential streets designers should start
reducing bulbs where possible. The number of from a position of no signs and only introduce
lighting columns should be kept to a minimum them where they serve a clear purpose.
and the height should be as tall as possible but A fundamental step is to remove any highways
in context without exceeding building heights. type signs from schemes within residential
streets which might be the source of ambiguity
Consideration should also be given to reducing suggesting it is a highway for vehicles. It is
street clutter when designing street lighting. acceptable to make road users think their way
One option is to provide wall-mounted lighting through an environment through a lack of signs
where frontages allow and owners give their because people will slow down. However, it is not
consent. Another option is to coordinate street acceptable to encourage ambiguity because this
furniture with lighting columns. This could include means people will interpret the space in different
placing traffic signal heads, traffic signs, bus ways resulting in raised hazard.
flags and timetables, litter bins, banners and
flower baskets on lighting columns. Where such Within a mixed priority route, signs will be
an approach is proposed, LCC’s Street Lighting necessary and should be considered as an
Manager should be consulted and consideration important component of street design.
must also be given to ensure features to do not Practitioners should aim to minimise the level of
overhang the carriageway resulting in potential street clutter where possible. Signs should be
hazards. Ongoing maintenance responsibility will located to reduce visual and physical intrusion
also require consideration to gain support from and if lighting is required designs should ensure
both LCC and the district authority. no glare to cars or buildings. Traffic signs should
be located to ensure a minimum clearance of
5.12.2 Traffic signal controllers 450mm. LCC design standards state a 600mm
Traffic signal control boxes are a necessary clearance between the sign and kerb line is
piece of street furniture, without which appropriate. There should be a clearance height
Lancashire’s road network would quickly cease of 2200mm for signs on footpaths and 2400mm
to work. on cycle tracks.
Detailed guidance is provided within the Traffic LCC advocates an
Signs Manual (DfT) (2008) and Traffic Signs approach that
Regulations and General Directions (TSRGD) would see
(2002) which is currently being reviewed by the consistent, clear
DfT. In addition to this guidance LCC encourages and intuitive
designers to consider the following elements; mapping across
• A limited number of signs that convey a Lancashire.
coherent message. Nevertheless, LCC
• A consistent approach to sign design and understands and
siting. appreciates that the
• Reduce signs to the minimum size possible needs of
based on design standards. pedestrians in each
• Use the minimum number of posts. district are different
• Only illuminate signs where there is a legal and therefore would
requirement. encourage each
• Consider potential for low hoop signs district to develop
(Figure 5-17) instead of illuminated bollards their own signing
as used at Friargate in Preston. style based on the
following set of
principles:
• Heads-up Figure 5-18 Minilith, London
mapping
– where on-street signs are orientated to face
the same way the user is facing.
• Ensure information is provided within 900mm
to 1800mm above ground so it can be read by 36
most people.
• Use a consistent language, set of icons and
graphical palette.
Figure 5-17 Hoop signs • Ensure the sign is visible and that information
is in contrast to the sign background.
5.12.4 Pedestrian information • Show the time rather than distance to reach
To encourage walking and make it a viable destinations.
alternative for shorter trips people need to be • Consider the use of audio wayfinding43.
able to find their way around with ease. This is
especially important in town centres but can also The signs can include a range of information
play a significant role in more residential areas. based on local needs and should use iconic
A truly legible public realm would minimise the buildings as wayfinding markers. For instance the
need for signs. However, even new developments signs could identify key attractor destinations
have to integrate with existing urban structures, such as public transport nodes, tourist attractions
the majority of which are not easy to navigate and key shopping centres. LCC believes that
when travelling on foot. developing a sign style will build on each
district’s local identity whilst providing a coherent
Pedestrian signs and/or information boards move towards enhanced wayfinding across the
should be located within the furniture zone so county.
that as with other street furniture visual and
physical intrusion is minimised. In general, signs Initial funding for new and improved signs should
and/or information boards should be located at be agreed and secured through developer
key decision points and be appropriate to as contributions. Enhanced wayfinding results in
wide a range of pedestrians as possible. both qualitative and quantitative benefits
LCC promotes a move towards signing that including improved confidence, health benefits
builds on the principles of schemes in Bristol and and time savings. However, signage should not
London. These schemes, known as Bristol be provided for signings sake, where a legible
Legible City and Legible London are wayfinding street design is achievable the use of signage
Design Techniques
projects designed to provide better information should be minimal and carefully considered to
throughout the cities for those who want to walk. ensure future sustainability.
These projects are based on providing a
consistent set of wayfinding tools including paper
maps and finger-posts in addition to the heads-
up ‘monolith’ and minilith’ sign types.
43 http://www.rnib.org.uk/gooddeaign
5.12.5 Street nameplates 5.12.8 Pedestrian guard railing
Street nameplates are an important and useful Pedestrian guard railing is frequently used to
navigation tool for all road users. In Lancashire discourage pedestrians from entering the
each the district authorities are responsible for carriageway by channelling them to a safer
the naming and numbering of streets within their section or one that does not impede vehicles.
local area. The local authorities are required to Nevertheless, pedestrian guard railing can result
provide nameplates by law under the Town in severance, the feeling that vehicles have
Improvement Clauses Act 1847. The Act allows priority over pedestrians and can also create
nameplates to be attached to walls, buildings hazards for cyclists being trapped between
and other structures. vehicles and the railings. It also reduces the
available footway space and in many situations
Within new developments, the developer will be pedestrian guard railing has been installed for
responsible for erecting nameplates to the council’s incorrect reasons having a significant negative
specification. As such, developers will need to liaise impact on streetscapes.
with the local council at an early stage.
Recent research undertaken by the DfT in
Generally, signs should be positioned in a clear, producing LTN 2/09 Pedestrian Guardrailing
uncluttered location, free from obstructions and identified that sites with pedestrian guard railing
foliage so they are visible to both pedestrians have a higher number of total and pedestrian
and other traffic. LCC encourages practitioners to collisions, higher traffic flows and higher speeds.
ensure signs can be seen and read clearly but The research states that while there is no
understands the need for local variation to fit in statistically significant effect on safety, a clear
with surrounding street furniture and building effect on pedestrian behaviour does exist.
frontages.
The provision of pedestrian guard railing will not
37 5.12.6 Seating be necessary in a residential development and
Seating is required to provide resting places for alternative solutions should be found along
pedestrians and to provide places where people mixed priority routes. In general guard railing
can interact socially. Seats should be provided should not be provided unless a clear need for it
on key routes and in areas of pedestrian activity. is identified and its use should solely be based
Inclusive Mobility states that in commonly used on improving safety. LCC encourages
areas the interval between seats should be no practitioners to consider alternative approaches
more than 50m and where possible located at such as measures to reduce vehicle flows,
bus stops and taxi ranks. However, seating vehicle speeds as well as enhancements to the
should be located so as to not cause pedestrian environment.
obstructions to pedestrian movement.
Inclusive Mobility includes standards on seating. Where pedestrian guard railing currently exists or
District authorities are responsible for seating in is identified as a potential measure to be
Lancashire and should be consulted. included within a scheme, the design team
should follow the Assessment framework set out
5.12.7 Bollards within LTN 2/09. This includes a site assessment
Bollards are commonly used to physically stop and an effectiveness assessment to support
vehicles entering pedestrian space. removal or installation.
However, bollards are commonly over used as an
‘easy’ design solution resulting in a cluttered 5.12.9 Public art
streetscape that can create hazards for people The use of public art in new developments,
with mobility and visual impairments. especially in residential areas and town centres
can help reinforce local identity and character.
LCC encourages designers to use bollards only It can provide both a decorative feature and a
when no alternative is acceptable. landmark to help pedestrians find their way.
Public art can strengthen the role of a place as
Design teams should consider relocating other somewhere people want to and can gather.
items of street furniture or using planting to It can also add visual interest to enhance
replace the need for bollards where safe to do people’s daily experience. It should be designed
so. Where bollards are used they should be a to complement its surroundings.
minimum height of 1000mm (Inclusive Mobility). District authorities are responsible for the
The use of colour contrast on top of bollards can maintenance of public art and should be
help partially sighted people and should be consulted. However, it may also be appropriate to
considered. involve the local community in the design,
development and judging of the art work.
However, pedestrian movement must be taken
into consideration and a footway zone at least
2m wide and based on movement, safety and
congestion should be retained. Furthermore,
clearance must be allowed for access and
emergencies. As a result, pavement cafes will
not be appropriate in all locations. To regulate
cafes, district authorities are encouraged to issue
licences to approved premises under Section
115 of the Highways Act 1980. Once licensed,
pavement café areas can be demarcated by a
variety of means.
5.12.12 Canopies
Where canopies are planned from building
frontages and will overhang the footway, they
should not cause discomfort to users or obstruct
the highway in any way.
5.12.13 Signs and Lines

Figure 5-19 Public art in Morecambe As part of the design process practitioners
should aim to minimise the level of street clutter
5.12.10 Bins where possible. To reduce vehicle speeds and
The provision of litter bins and recycling bins is ensure behaviour is consistent with a civilised
important in places with a high footfall, including environment where road users respect each
town centres, local shopping centres and other, LCC has to change the environment from 38
residential developments. Other locations that one which is a series of highway engineering
may require additional litterbins include fast food instructions and warnings to one where people
outlets, schools, seating and bus stops. must negotiate their way through the space.
Dog fouling bins should also be provided near
public open spaces. The provision of bins is the Where signs are necessary along mixed priority
responsibility of the district authorities. routes consideration should be given to
Commonly, bins should be robust, functional, of combining signs onto one board and fixing signs
a simple cost-effective design and facilitate ease to structures (with the owner’s permission) to
of access. help reduce clutter. Sign illumination should be
kept to a minimum although some signs still
As with other street furniture bins should be set require illumination. In general, a greater use of
back 450mm from the kerb and located within reflective materials is encouraged.
the furniture zone where possible. This will help Further guidance is provided within the Traffic
remove potential obstructions to pedestrian Signs Manual and available from LCC’s
movement and maintain a footway zone above Environment Directorate. Designers are also
minimum standards. encouraged to remove road markings where
appropriate and design the layouts as naturally
When providing bins, practitioners also need to enforcing to remove the need for TROs.
consider street cleaning regimes. The collection
of waste is a vital component of a working and
civilised community.
5.12.11 Pavement cafes

Mixed priority routes include areas with high
pedestrian as well as vehicle activity, often in
town centres and local shopping areas.
The vitality of these places can be enhanced by
maximising the potential of public spaces.
Design Techniques
A recent growth in a café culture with outdoor

facilities for eating and drinking has resulted in
an outbreak of pavement cafes.
5.13 Services and adoption 5.13.2 Utilities
The provision of utilities services are another key
5.13.1 Drainage street function. Where possible all utility
One of the five main functions of a street is to apparatus should be laid in ‘corridors’ within the
provide drainage. This includes the disposal of footway. However, designs should consider how
foul water from buildings and a route for surface to place utilities in positions that will minimise
water. Foul water is commonly removed through significant disruption to the public.
drains and sewers. The adoption process for Designs should also ensure they do not detract
sewers is set out in Section 104 of the Water from the streetscape.
Industry Act 1991. Surface water run-off needs
careful consideration, as run-off can increase the 5.13.3 Adoption of new roads
risk of flooding downstream. It can also contain LCC has the power to adopt streets through
contaminants such as oil and organic matter. Section 38 of the Highways Act 1980.
The agreement is made between the landowner
Climate change is expected to bring greater (typically the developer) and the County Council.
rainfall in winter and more intense storms, as The agreements relate to newly constructed
such, flooding may occur more frequently. streets within residential or industrial
Shorter run-off times (as a result of more paved developments.
areas) in addition to sudden rainfall can result in
urban flooding. Recent advice recommends that New roads that have been constructed in
Local Authorities take a stronger lead on flooding accordance with LCC’s design guidance are
in their area. normally adopted. This includes ensuring
footpaths form a link on a pedestrian route, that
LCC supports the Government and the public open spaces are agreed with the district
Environment Agency in promoting the use of authorities and parking is in-line with guidance
39 Sustainable Drainage Systems (SUDS). given in this document. Existing private streets
The term covers a range of sustainable will not normally be adopted unless they meet
approaches which aim to mimic natural drainage the County Council’s adoption standard.
processes and remove pollutants from surface
urban run-off. Techniques include green roofs, Further information is available in section 11.7 of
permeable paving, ponds, detention basins and MfS and from the County Council’s Environment
wetlands. Directorate.
Buckshaw Village - SUDS: 5.14 Maintenance

Buckshaw Village (Chorley) was provided with High quality streets will need continued care to
swales along both sides of Central Avenue and ensure safe, serviceable and sustainable
retention ponds which ensure no water streetscapes.
discharge enters neighbouring water courses.
Both elements were integrated into the overall Successful designs that result in civilised streets
design. do not necessarily have to be costly.
Designs should involve an investment of time
SUDS can help manage run-off flow rates and and planning so that the right environment is
protect water quality. They are sympathetic to the created with the right materials. Whilst financial
environment and can provide a habitat for investment will be necessary to ensure the use
wildlife. of proven and durable materials and high quality
workmanship, the emphasis is on good rather
As set out in the Highway Maintenance Plan than expensive design. By providing a quality yet
LCC will accept the use of SUDS where the simple and ageless design future maintenance
existing watercourses do not have adequate can be reduced.
capacity and where commuted sum payments
are provided for future maintenance. Quality design can also result in higher market
Detailed guidance for developers is available prices. Research in London by CABE (2007)
from the Environment Agency. Consideration suggests that better street design can add an
should also be given to local watercourse average of 5.2% to residential prices.
management, introducing permeable surfaces Correct and timely maintenance is essential to
and changing materials to cope with flooding. ensure the longevity of a well planned
However, an agreement between LCC and streetscape.
district authorities will be needed with regard to
future maintenance.
5.14.1 Materials 5.14.3 Prioritising maintenance
LCC is developing a recommended palette of The maintenance strategy allocates funds for
materials. maintenance on a priority needs basis in
accordance with the principles of asset
Until publication, materials used should be management. The Local Transport Plan sets out
durable and meet users’ needs. Nevertheless, it a hierarchy of priorities where pedestrians and
must be acknowledged that a ‘one size fits all’ persons with restricted mobility have the highest
approach is not always the right one. The use of priority and car borne commuters and shoppers
innovative materials and approaches can be have the lowest priority. Future maintenance
considered but should be easy to maintain, safe, programmes and associated schemes should
durable, unobtrusive and sustainable whilst still have regard for these priorities.
offering a shade contrast to help the orientation
of visually impaired people. 5.14.4 Current situation
The maintenance programme is primarily
5.14.2 Approach to maintenance focused on existing streets and spaces.
The County Council has a statutory duty to However, maintenance is also a core
maintain and manage the highway network as consideration within new developments.
set out in the annual LCC Highway Maintenance
Plan (HMP). A well maintained network is a The maintenance of both existing and new
valuable asset and can help achieve a range of streets and spaces experience challenges, in
objectives, including; helping people to travel particular the allocation of commuted sums.
safely, adding value to promote social inclusion The CSS (formerly the County Surveyors’
and improving facilities for vulnerable road users Society) have released new guidance
to help all users enjoy a high quality of life. ‘Commuted Sums for Maintaining Infrastructure
Assets’ (2009) in an attempt to resolve the long-
The UK Code of Practice for Highways standing issue. This guidance should be 40
Maintenance Management (2005) suggests the reviewed as part of the scheme development
main purpose of highway maintenance is to stage.
maintain the highway network for the safe and
convenient movement of people and goods. 5.14.5 Proposed approach to
However, there are also objectives for network maintenance
sustainability and delivering customer The UK CPHMM sets out a recommended code
satisfaction. Further details can be found within of practice. This includes a range of measures
LCC’s HMP. that align with the principles of this document,
including;
The HMP acknowledges the role of transport in • Undertake community consultation and
people’s quality of life. It highlights the reflecting the needs of all users.
opportunities to improve the network when • Focus on the integrity of facilities for walking
undertaking maintenance works, especially in and cycling to ensure continuity and
respect of footways and crossings. Many of consistency.
these opportunities align with the principles • Encourage sustainable maintenance and the
behind creating civilised streets, including; relaxation of technical standards to stimulate
Making footways fit for purpose; innovation and creativity.
• Improving integration between pedestrian • Ensure materials and treatments are
routes and public transport; consistent with the character of the area.
• helping people cross roads; and • Take opportunities to remove or simplify clutter
• creating a holistic pedestrian network. wherever possible.
LCC encourages practitioners to consider the

following philosophy when streets and spaces
are in need of maintenance or are being
upgraded.
1) Work closely and consult with other
practitioners and key stakeholders
Design Techniques
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.
By encouraging practitioners to work more Maintenance schemes should consider
closely it may be possible to identify innovative design approaches. This could include
opportunities for maintenance programmes or the use of an innovative material or design
associated schemes to align with other projects technique, such as;
to generate wider benefits. • Permeable paving.
• LED lighting.
The value of future maintenance programmes • Locating traffic signal control boxes under
can be enhanced by a greater understanding of benches (5.12.2).
issues on the network, in particular the needs of • Removing all road markings.
pedestrians, cyclists and public transport users. • Using streetscape features such as trees or
This can be achieved by auditing streets to planting to reduce speeds.
highlight opportunities for adjustments.
Where possible, Highway Inspectors working However, developers and designers may be
with other practitioners should undertake an required to explain their choice where an
audit of the environment to allow the quality of innovative and untested approach is advocated.
environments for people walking, cycling and
using public transport to be assessed.
The outputs could then be used within
maintenance programmes to align works with
wider schemes such as bus stop improvements,
cycle parking provision, and enhanced footways
and crossings (BVPI 187 and 165).
Maintenance programmes should not just

replace like for like but endeavour to ensure that
41 the right design and right material are provided.
Work programmes should where possible ensure
the materials used are consistent with the
character of the area. Carriageway and footway
reinstatements must be of a high quality in
accordance with the New Roads and Streets
Work Act (1991) so as to not detract from the
streetscape.
Where possible street clutter should be removed

and street furniture such as seating should be
located to reduce any impact on footway widths.
Where street lighting renewal is planned, the
location and type should be reviewed to ensure
areas are well lit, inviting and ultimately help
people feel safe. Consideration should be given
to removing aspects which can create
threatening environments such as graffiti.
The use of an audit tool would help identify
locations requiring attention.
6. Case study
6.1 New Development Central to achieving the vision for a sustainable
A major new development in Chorley was built community was an integrated transport system
on the former Royal Ordnance Factory site. to provide for the needs of all users.
The development has included Buckshaw Central Avenue, the north-south axis, has been
Village, a mixed-use development of up to 2,000 provided with re-routed bus services linking
dwellings, Matrix Business Park and a large area Chorley and Preston. The village is provided with
of landscaped space. high quality footways and cycleways and is linked
to National Cycle Network Route 55. A new train
From the outset, the development was station is planned south of the development
underpinned by sustainability with a vision to along the existing Manchester to Preston line.
create a community and ‘place to work, rest and Services between these destinations will
play’. The desire to create a sustainable increase to four an hour with three stopping at
community is reflected in the final design which Buckshaw Village. The village is also provided
includes sustainable drainage, integrated with easy access to the highway network with
transport systems, habitat conservation and junctions to the M6, M61, A6 and A49 nearby.
innovative building design. The County Council are reviewing the potential
to improve driver information to and from the
The development aimed to limit its environmental village.
impact. All materials were retained within the site
and surface water runs in to a sustainable
drainage system (SUDS) that is fully integrated
into the overall landscaping programme.
From the outset, the layout was based on a 42

traditional village and this was followed through
in design with all houses designed to a strict
design code.
The village centre was designed with courtyards

and mews and linked to a community precinct to
provide local services. Residents are now
provided with a primary school, community
centre, sports facilities, hairdressers, a beauty
salon, chemist and a recently opened GP
Surgery.
Case Study
References
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)
8 Delivering a Sustainable Transport System (DfT, 2009)
9 Lower Carbon Transport (DfT, 2009)
10 Lancashire Climate Change Strategy (LCC, 2008)
43 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)
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)
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)

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) 44
35 LTN 2/96 Design of Pedestrian Crossings (DfT, 1995)
36 PPS17: Planning for Open Space, Sport and Recreation (ODPM, 2002) and The Value of
Public 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 Traffic
Calming (DfT, 2007).
40 PPS10: Planning for Sustainable Waste Management (ODPM, 2005)
41 Car Parking: What Works Where (English Partnerships, 2006) and Residential Car
Parking 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
Design Techniques
Acronyms & Abbreviations

ASL Advanced Stop Line
CCS Creating Civilised Streets
CABE Commission for Architecture & the Built Environment
CCTV Closed Circuit Television
CPHMM Code of Practice for Highways Maintenance Management
CPZ Controlled Parking Zone
DaSTS Delivering a Sustainable Transport System
DDA Disability Discrimination Act
DfT Department for Transport
DH Department for Health
DMRB Design Manual for Roads and Bridges
GHG Green House Gases
HMP Highways Management Plan
IHT Institution of Highways & Transportation
LCC Lancashire County Council
45 LCDS Lancashire Cycle Design Standards
LTP Local Transport Plan
LTN Local Transport Note
MfS Manual for Streets
ODPM Office of the Deputy Prime Minister
PERS Pedestrian Environment Review System
PPG Planning Policy Guidance
PPS Planning Policy Statement
PTAL Public Transport Accessibility Level
QA Quality Audit
RSA Road Safety Audit
RSS Regional Spatial Strategy
SSD Sight Stopping Distance
SUDS Sustainable Drainage Systems
TaSTS Towards a Sustainable Transport System
TRO Traffic Regulation Order
TSRGD Traffic Signs Regulations and General Directions
Index
Accessibility 5.4.1 Geometric choices 5.10
Adoption of streets 5.13.3 Gradients (see footway, bus stop and cycling)
Alignment of streets 5.10.2 Guard railing 5.12.8
Alleyways 5.4.2 Hazard 1.7
Audits 4.2.4 Headroom 5.12.3
Backs of houses 5.3.3 Home Zones 1.2
Barriers 5.12.8 Implementation 4.2.8
Bins 5.12.10 Inclusive design 5.2/5.4.1
Blue badge parking 5.11.5 Informal crossings 5.6.6
Bollards 5.12.7 Information signs 5.12.4
Building frontages 5.3.3 Inspection covers 5.6.10
Building height 5.3.2 Joint working 4.1
Bus lay-by 5.8.1 Junction design 5.10.3
Bus stop 5.8.1 Junction radii 5.10.2
Bus stop gradients 5.6.8 Junction spacing 5.10.4
Car club 5.2.1 Junction with major roads 5.10.7
Car parking 5.11.2 Kerbs 5.6.1/5.6.8
Carriageway widths 5.10.1 Landscaping 5.3.5
Civilised streets 1.5 Legible design 5.5
Clutter 5.12 Length of streets 5.3.2
Collaborative design 4.1 Level of service 5.6.5
Connectivity 5.5 Liability and risk 1.7 46
Conservation areas 5.3.6 Lighting columns 5.12.1
Consultation 4.2.3 Local character 5.3
Context appraisal 4.2.5 Maintenance 5.14
Corner radii 5.6.7/5.10.2 Materials 5.14.1
Crime prevention 5.4 Mobility impairment 5.4.1
Crossings 5.6.6 Monitoring 4.2.9
Crossovers 5.6.9 Motor vehicles 5.9/5.9.3
Cul-de-sac 5.10.9 Motorcycle parking 5.11.6
Cycle lanes 5.7.5 Movement 1.6
Cycle paths 5.7.4 Name plates 5.12.5
Cycling parameters 5.7.1 Networks 5.5
Cycle parking 5.11.1 Objective setting 4.2.1 – 4.2.2
Cycling 5.7 Off-street parking 5.11.4
Cycling gradients 5.7.4 On-street parking 5.11.3
Cycling and public transport 5.7.6/5.7.9 Open space 5.6.11
Cycling and signs 5.7.8 Overrun areas 5.10.10
Design audits 4.2.4 Parking 5.11
Design principles 2.1 – 2.3 Pavement cafes 5.12.11
Design process 4.2 Pavement parking 5.11.3
Acronyms, Abbreviations and Index
Design team 4.2.1 – 4.2.2 Pedestrian barriers 5.12.8

Dimensions of a street 5.3.2 Pedestrian crossing points 5.6.6
Disability Discrimination Act 4.2.9 Pedestrian information 5.12.4
Drainage 5.13.1 Pedestrian refuges 5.6.6
Dropped kerbs 5.6.8/5.11.5 Pelican crossings 5.6.6
Emergency vehicles 5.9.1 Permeable street layout 5.5
Footbridge 5.6.6 Permeability 5.5/5.6/5.7.3
Footway gradients 5.6.4 Personal security 5.4.2
Footway surfaces 5.6.2 Place 1.6
Frontage access 5.10.8 Place/movement matrix 1.6
Front gardens 5.3.3 Planning approval 4.2.7
Fronts of buildings 5.3.3 Policy review 3.4.1 – 3.4.5
Index (cont)
Project management 4.1
Public art 5.12.9
Public consultation 4.2.3
Public transport 5.8
Puffin crossing 5.6.6
Quality audits 4.2.4
Rail 5.8.2
Recycling 5.9.2
Residential travel plans 5.2.1
Risk 1.7
Road markings 5.12.12
Road Safety Audits (RSAs) 4.2.6
Roads 1.4
Safety 5.4.2
Seating 5.12.6
Sense of place 5.3.1
Service strips 5.13.2
Service vehicles 5.9.2
Shared surfaces 5.6.1/5.7.4
Side road crossings 5.6.6 – 5.6.7/5.7.7
Signing 5.7.8/5.12.3 – 5.12.4/5.12.12
47 Signal boxes 5.12.2
Signal crossings 5.6.6
Speed limits 5.4.2
Speed reduction 5.4.2
Sight Stopping Distances (SSD) 5.10.5
Street character 5.3
Street definition 1.3
Street dimensions 5.3.2
Street functions 1.6
Street furniture 5.12
Street lighting 5.12.1
Street nameplates 5.12.5
SUDS 5.13.1
Sustainable communities 5.2
Swept path analysis 5.10.2
Tactile paving 5.6.3
Technical approval 4.2.8
Toucan crossing 5.6.6
Traffic calming 5.4.2
Traffic signs 5.12.3
Trees and planting 5.3.5
Turning heads 5.10.9
Unallocated parking 5.11.2
Uncontrolled crossings 5.6.6
User hierarchy 1.5
Utilities 5.13.2
Visibility 5.10.6
Visual impairment 5.3.4/5.6.1
Walkable neighbourhoods 5.6
Waste 5.9.2/5.12.10
Zebra crossing 5.6.6
Appendix A – LCC Project Development Plan
Site location/Scheme name –
Project Manager –
Scheme Comments Complete

development Y/N-N/A
stage
Scheme initiation
Design Team Identify potential design team members and who will
be invited to participate:
• Who, where, role, specialism
Collaboration Assess potential for joined-up approach through discussion

with other practitioners
• Who/what potential? 48
Policy Undertake policy review and wider context appraisal:
• Which national, regional and local documents have been

reviewed? E.g. DaSTS, Regional Spatial Strategy,
• When was appraisal undertaken? Outcomes?
Local objectives Identify local objectives and needs of those who live and work
in 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

Appendix A
Design Appoint a design champion who will oversee the process

Champion and ‘champion’ design principles
• Name
Technical Review design techniques within CCS and collate national

Guidance technical guidance documents
• Names of guidance documents reviewed
Cost/Benefit Where required, demonstrate qualitative and quantitative

benefits 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 objectives

49 objectives
Maintenance Consider whole-life costs including on-going maintenance

Plan and consider future maintenance requirements.
Consider contribution of good design to prolong life of a
scheme, e.g. lower speeds and less motor traffic will prolong
life of tarmac
Monitoring Consider future monitoring

programme
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
Initial Initial consultation with the local community should take place
Consultation 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 discuss

meeting 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 the

appraisal area works. Can include; 50
• 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 principles

Design code
Preliminary Use QA output to feed design. Consider needs of users

Design
Consultation Consult on the Preliminary Design
• When undertaken, who consulted?

• Key points raise
Detailed Design Use consultation feedback to enhance scheme and prepare

detailed designs
Detailed QA Carry out Detailed Design QA
• When undertaken
• Key points raised through audit
Consultation Undertake final consultation

Appendix A
• When undertaken, who consulted?

• Key points raised
Final Design Use QA and consultation to finalise/agree design

Planning Approval
Prepare & Prepare plans and associated documents such as

submit Transport Assessment, Travel Plan, Design and Access
necessary Statement. Submit to appropriate authority for approval
documents
• When submitted, to who
Implementation
Gain design & Collaboration with engineers throughout design process

technical will help ensure technical approval is achieved.
approval
• Who approved and when
51 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 outcomes
plan to demonstrate benefits and ensure future funding allocations
offer maximum benefit
Appendix B – Quality Audits
Concept Design QA
Project Manager –
Date –
Y/N How Addressed?

N/A
Collaborative street design
Has the potential to align the scheme with other works been
considered to encourage a more holistic and cost effective
scheme 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
52
• Create sustainable communities
• Contribute to local economic growth
Sustainable Communities
Have the needs of the community and all users of all ages
and 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 street
lighting?
Will the street be well connected and linked to services and

facilities?
Local Character
Will the scheme encourage civilised behaviour where

people give way to those more vulnerable?
Will the design be specific to the scheme? Will it feel like a

place?
Have public spaces been designed to be attractive and

overlooked?
Will the building layout take priority over the highway and
will it enhance legibility?
Have the local climatic conditions been considered?

Appendix B
Is the scheme within a conservation area? If so, how has

this been catered for?
Users
Will the scheme be accessible for all users and enable

people of all ages to enjoy the space?
Will the scheme encourage greater sustainable travel by

designing for walking and cycling?
Geometry, parking & street furniture
Have different types of parking been considered? Will

parking be well integrated to support the street scene?
Have crime statistics been reviewed? Will the scheme help

reduce crime, hazards or fear of crime
53
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 to

ensure access for all?
Is the scheme designed to allow children to play and all

people to engage with the street?
54
Will the scheme be well integrated and connected to its
surroundings 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 to

reduce corner radii and will they be designed to encourage
active frontages and avoid dead space?
Have street dimensions and materials been developed in

line with guidance in Creating Civilised Streets?
Are trees being provided to add to local character and if so

have future maintenance agreements been arranged?
Users
Does the scheme comply with DDA standards and provide

access to services for all people
Will the street be safe? Are routes overlooked, will the

design allow ‘play’ and encourage people driving to travel at
20mph?
Are the design speeds within the development and on

approach to the development appropriate?
Is the development connected to its surroundings for those

walking, cycling, using public transport and those travelling
Appendix B
by private vehicles?
Does the development help reduce vehicular traffic volumes

and promote sustainable modes.
Users (cont)
If through routes are included is the potential for rat runs

removed?
Is it permeable? Is the network conducive to walking and

cycling?
Will the street layout be legible? Are pedestrian signs

provided?
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 travel

by bike? Is the street convenient, accessible, safe, fit for
purpose, attractive and well maintained to encourage
55 cycling?
• 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?
Geometry, parking & street furniture
Have adequate street widths been provided and tested

based 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 to
major 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 of

cycles, cars, motorcycles and blue badge holders?
Has street furniture been limited/removed where possible?

Will the remaining street furniture be aligned within zones to
help movement along the street?
Have innovative solutions been used to reduce street clutter

and enhance the local character?
Services, adoption & maintenance

56
Has the scheme been designed with maintenance in mind?
Will it be maintainable?
Have innovative drainage measures such as SUDS been

considered?
Have utilities been laid in corridors and locations to

minimise disruption to users?
Is the street to be adopted? If so, does it meet LCC

standards?
Has agreement been made the Districts regarding the

ownership and future maintenance of scheme aspects?
Appendix B
Post Completion QA
Project Manager –
Date –
Post Completion Yes How Addressed?

/No
Does the development encourage people to walk, cycle and

use public transport? Any evidence?
Is the development well connected to surrounding services

and facilities? Are shops and local facilities easily
accessible?
57 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 children

being able to play on street?
Is the area easy to walk around, are surfaces even, is

crossing the road easy, are routes direct, are tactile paving
and kerbs correctly laid?
Any evidence of increased walking activity?

Is the area conducive to cycling? Any evidence of cycling
activity?
Is access to public transport convenient? Are public

transport facilities free from the effects of crime?
Is the area easy to access by vehicle?

Geometry, parking and street furniture
Are junctions easy to negotiate?
Are facilities for cycle parking provided? Any evidence of

inadequate provision, i.e. cycles chained to railings?
Are facilities for motorbikes provided?
Is car parking well integrated? Any evidence of excess

demand, 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? 58
Appendix B
Evaluation Sheet for local residents and businesses
Site location –
Assessor –
Date –
Introduction ...to be written for interviewer based on local circumstance
Y/N Comments
Don’t
Know
Purpose
Do you live or work in the area? N/A

If no, reason for being there?
Local character
Do you think the street encourages social interaction?
59 Does it feel like a place with its own character rather than a
highway 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 and

enjoyable?
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 comfort

and 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 around

during the hours of darkness?
Do you think vehicle speeds are slow enough? Do you feel

safe crossing the road?
Are traffic levels or rat-running ever a problem?

Connectivity
Is it easy to access the street by walking, cycling, using

public transport or driving?
Is the street well linked to surrounding services and

facilities? Are they easy to access on foot or by bike?
Are the routes to these services and facilities easy to find

and legible?
Do you use the local businesses and shops?
Users’ needs
Do you think the street is accessible for users of all ages

and abilities?
Do you think the street design encourages people to walk

and cycle?
60
Is the street comfortable when walking and free from
obstructions?
Is crossing the road easy and are crossing points located

where you would expect to find them?
If you cycle in area – do you find it convenient and safe to

do so? Is cycle parking adequate
If you do not cycle – would you consider cycling in the

street and local area?
Is it easy to access public transport
Is adequate public transport information provided and are

the 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, what

measures are you aware of/have you used?
What do you think of the street in general?
Could anything be improved?

Appendix B
Appendix C – Policy Matrix
Creating Civilised Streets Objectives

Enhancing Improving Addressing Creating Contributing
people’s safety, climate sustainable towards
quality of security and change and communities local
life health protecting economic
the growth
environment
Quality of life and a

healthy natural
environment
DaSTS Goals
Equality of opportunity
Safety, security and

health
Climate change
Economic growth
Marry opportunity and

61 need
Promote sustainable
communities
Reduce emissions and

adapt to climate change
Promote environmental
quality
RSS Principles
Manage travel demand,

reduce the need to
travel and increase
accessibility
Make the best use of

existing resources and
infrastructure
Promote sustainable
economic development
Maintstreaming rural
issues
Ambition Lancashire
Health and well-being
Community safety
Priorities
Education, training and

skills
Environment
Economy
Environment Directorate
WInckley House, Cross Street, Preston, PR1 8RD.
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Policy & Design Guidance

9 The Design Process

45 Acronyms & Abbreviations

48 Appendix A ~ Project Development Plan

52 Appendix B ~ Quality Audits

61 Appendix C ~ Policy Matrix

Additional support has been provided by:

Lancashire County Council

Lancashire Constabulary Stephen Brown.

Nevertheless, there are environments especially

1.5 Features of a Civilised People on bikes

For instance, a well-connected network

MfS highlights that the majority of claims made

The issue of highway risk and liability is

Creating civilised streets where users collaborate

Practitioners need to understand potential

1 Highway Risk and Liability Claims

Further information on national, regional and

The Government has identified the need to 55% of residential

2 Ambition Lancashire (Lancashire Partnership, 2008) 5 Choosing Activity (DH, 2005)

at all levels of government. The Government

lower carbon transport9.

© Crown Copyright. LCC Licence No. 100023320 2010.

to reduce emissions by 30% by 2020, against West

Promoting sustainable communities is a key

Well designed streets have the potential to

Economic growth is a core priority for the

The Government has highlighted that whilst the

Street design can also benefit the economy.

Lancashire’s streets help people connect to and

Lancashire intends to improve economic

14 17 Trees, Woodlands and Forests - a guide for developers and

4. The Design Process

Consultation forms an important role in a External:

• Using posters and leaflets.

19 PPG13 (DCLG, 2001) and Guidance on Transport

4.2.8 Stage 5 - Implementation

25 Guidance on Transport Assessment (DfT, 2007)

27 Planning Policy Statement 1 (ODPM, 2005)

Further information is available from the DfT29. • 27 – 36m for Boulevards.

5.2 Local character

When determining planning applications that

31 Supplementary Planning Guidance ‘Landscape and Heritage’

© Crown Copyright. LCC Licence No. 100023320 2010.

32 The Principles of Inclusive Design (CABE, 2006)

Motorway/Major Routes School

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

Motor vehicles are a core mode of travel for

Figure 5-2 Poorly connected development with a single entrance/exit

Figure 5-3 A well connected development with multiple links including

© Crown Copyright. LCC Licence No. 100023320 2010.

Convivial – the quality of the walking

The following sections set out specific guidance

LCC supports designs that retain a 100mm kerb

LoS B - 23~33 ppm On mixed priority routes or where there is

LoS E - 66~82 ppm Examples of signalised crossing facilities include

Figure 5-4 Level of Service categories

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