street design guide - newcastle city council · this guide covers the design of the highway in its...
TRANSCRIPT
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Street Design Guide Developer Guidance March 2011 Harvey Emms Director of Strategic Housing, Planning and Transportation
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Contact Information
Pre Application Advice – Development Management Strategic Housing, Planning and Transportation Development Management Civic Centre Newcastle upon Tyne NE1 8PH Telephone (0191) 211 5653 Email: [email protected] Street Design Advice – Transportation Developments Strategic Housing, Planning and Transportation Transportation Development Team Civic Centre Newcastle upon Tyne NE1 8PD Telephone: (0191) 211 6056 Email: [email protected]
This information can be made available in large print, Braille, audio and other languages. Please telephone 0191 211 6056 for further information
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Contents
How to use this Guide p. 7 1 Purpose of the Document p. 8 2 Context p. 9 3 Developing Your Planning Application p. 12 Street Types 4 Street Types p. 14 5 Residential Streets p. 18 6 Shared Surface Streets p. 20 7 Home Zones p. 22 Movement 8 Pedestrian Movement p. 26 9 Cycling Provision p. 31 10 Public Transport p. 34 11 Road Safety p. 35 12 Vehicle Access p. 40 13 Car Parking p. 43 14 Public Utilities p. 48 15 Drainage p. 50 16 Landscape Provision within the Highway p. 52 17 Signage p. 56 18 Designing for Community Safety p. 58
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Foreword To achieve its vision for the long term future and well being of the City, the Council will, ‘’improve the quality of life for our people in our communities and play a leading role in the sustainable growth and prosperity of the region.’’ NCC Vision and Values, 2009
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List of Abbreviations DfT Department for Transport IPG Interim Planning Guidance LDF Local Development Framework LPA Local Planning Authority MfS Manual for Street NCC Newcastle City Council PPG Planning Policy Guidance RSS Regional Spatial Strategy TA Transport Assessment TP Travel Plan TS Transport Statement UDP Unitary Development Plan
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Reference Documents Better Streets, Better Places: Delivering Sustainable Residential Environments Department for Communities and Local Government (DCLG) 2003 By Design: Better Places to Live Department of Transport, Local Government and the Regions (DTLR) 2001 Designing Out Crime: Creating Safe and Sustainable Communities Architectural Press 2004 Inclusive Mobility: A Guide to Best Practice on Access to Pedestrian and Transport Infrastructure Department for Transport (DfT) 2002 Traffic Advisory Leaflet 6/02: An Introduction to Inclusive Mobility Department for Transport (DfT) 2002 Manual for Streets Department for Communities and Local Government (DCLG) 2007 New Residential Streets (Planning Advice Note 76) Scottish Executive Development Department 2005 Planning Policy Statement 3 – Housing (PPS3) Department for Communities and Local Government (DCLG) 2006 Safer Places: The Planning System and Crime Prevention Department for Communities and Local Government 2004 Transport in the Urban Environment (TUE) Institute of Highways and Transportation (IHT) 1997 Sight Line: Designing Streets for People with Low Vision Commission for Architecture and the Built Environment 2010
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How to use this Guide This Street Design Guide should be used alongside the following Newcastle City Council
guidance documents in preparing a planning application:
• Pre Application Guidance
• Interim Planning Guidance - Transport Assessments, Travel Plans and Parking
• Design and Construction of Roads and Accesses to Adoptable Standards
• Section 278 Developer Guidance
• Section 38 Developer Guidance
• Designing for Community Safety SPD
• Highway Tree Design Guide
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Section 1 Purpose of the Document This document aims to assist in the delivery of high quality residential and other mixed
developments in Newcastle and should be used alongside other national, regional and
local planning or design guidance.
This Street Design Guide aims to reflect the approach to design set out in the “Manual for
Streets” (DfT 2007, 2010), and to provide local guidance to supplement existing national
guidance.
This Guide is intended for use by developers, design teams and others, to produce
designs that are appropriate to the context, character and location of a development site
and will incorporate quality approved sustainable materials.
This Guide covers the design of the highway in its broadest sense – the space between
private properties which facilitates all public activity, including the circulation and storage of
motorised vehicles.
Designers are encouraged to consider all the components that make up the public realm,
such as lighting, signs, landscaping and the materials used in the creation of streets and
places rather than just roads.
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Section 2 Context This Guide expands on existing polices and contains practical advice on the design of
streets and other areas with high volumes of pedestrian and cyclist activity. Various
planning policy and guidance have a direct influence on this Guide and the development
outcomes for Newcastle. These documents seek to ensure sustainable development
provides choice, inclusive access, is safe and supports our communities.
Streets make up the greater part of the public realm – better designed streets can
contribute significantly to the quality of the built environment. They can also play a key role
in the creation of sustainable, inclusive and mixed communities. Newcastle City Council
(NCC) is committed to creating excellent new places for people to live and work; the
purpose of this Street Design Guide is to achieve this aim in practice.
This Street Design Guide is a key element in delivering high quality residential and mixed
use developments in the city and should be used in the context of other national and local
planning and design guidance. The principles of Manual for Streets (MfS) are reflected in
this Guide, which provides specific guidance.
Designers should consider “streets” not just roads, as well as all the other elements that
make up the public realm – lighting, signs and landscape for example. Designs are
encouraged to incorporate quality sustainable materials that are attractive, require minimal
maintenance, are in-keeping with the local character of the area and meet NCC’s
adoptable standards where appropriate.
Achieving sustainable developments is crucial if the council is to meet its social, economic
and environmental objectives. These relate to sustainability in its widest sense, not just
transport sustainability.
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In making good places, it is essential that highway and transportation matters are
considered at the same time as other aspects of development design. A co-ordinated
approach should:
• Deliver high quality developments that are sustainable and are in-keeping with
the surrounding area;
• Design streets as spaces for people, making sure that all street users are
provided for;
• Provide safe, convenient, direct and easy access to everyday facilities on foot
and by cycle;
• Provide convenient and secure cycle parking;
• Provide safe, convenient, direct and easy access to public transport; whilst
maximising choice for people to be able to make journeys by non-motorised
forms of transport;
• Use appropriate, high quality materials that form an integrated landscape
requiring minimal maintenance;
• Design for community safety;
• Aim to retain or enhance existing landscape and historical features;
• Regulate vehicle speeds to an appropriate level for the development;
• Provide car parking areas that are usable, safe and secure, and can be
managed efficiently without dominating the street scene; and
• Avoid the potential for problems by considering how developments will be used
by residents and their visitors.
To achieve these key objectives, it is necessary to allow flexibility in highway design whilst
maintaining current statutory regulations and levels of road safety. A more flexible
approach also places greater responsibility on the developer to demonstrate that the
proposals will operate safely and sustainably.
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It is essential that sufficient land is reserved in development proposals to create streets
that work.
Any road that is intended to serve more than 700 properties may need to be designed in
accordance with the “Design Manual for Road and Bridges (DMRB)” (DfT) as it is not in
effect, a residential street. However, the principles set out in this Street Design Guide will
still be applicable as the function of the street should be a key consideration in the design
process.
To ensure that there is a clear understanding of the principles set out in this Guide,
designers and developers are advised to have pre-application discussions with Newcastle
City Council at an early stage in the design process. Initial contact should be through
Development Management Officers, who will then bring in other Officers as required.
Reference should be made to the following documents produced by the council when
using this guide:
• Pre Application Guidance
• Interim Planning Guidance – Transport Assessments, Travel Plans and Parking
• Design and Construction of Roads and Accesses to Adoptable Standards
• Section 278 Agreements – Developer Guidance
• Section 38 Agreements – Developer Guidance
• Designing for Community Safety SPD
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Section 3 Developing Your Planning Application It is essential that pre application advice is sought at the earliest opportunity by contacting
Development Management to ensure that the best advice is provided when developing
your proposals. Pre application advice will avoid abortive work being undertaken, save
time and money, whilst enabling discussion of the issues in this document and other
guidance produced by NCC.
The Tyne and Wear validation checklist provides details of the supporting information
required when submitting your planning application. The supporting information enables
the application to be registered and determined. The validation checklist can be found at:
http://www.newcastle.gov.uk/core.nsf/a/npsapplicationsandguidance?opendocument.
This Guide is intended to assist in the design of residential areas that provide safe
movement for all street users. It should be used in the design of streets in the context of
the overall development, ensuring that a holistic approach is taken to create quality places
for all road users; built to adoptable standards where appropriate.
Designers should select and assemble appropriate design elements to:
• Provide street layouts which meet the needs of all users and do not allow motor
vehicles to dominate;
• Create an environment for all street users in which people are encouraged to walk,
cycle and use public transport – and feel safe doing so; and
• Help create quality environments in which to live, work and play.
Where a design or feature proposed does not strictly comply with design guidance or
advice in this Guide, the developer is required to give accurate justification for
consideration by the council.
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The design of a street should:
• Have no negative impact on selected groups, primarily disabled people, children
and elderly people;
• Not make walking, cycling or public transport use less convenient;
• Ensure the development can be serviced;
• Meet sustainability criteria;
• Not reduce the quality of the public realm;
• Not reduce the durability of infrastructure;
• Not make the street less safe; and
• Balance public and private areas to create a sense of place and ownership.
Amendments which increase sustainability or the design’s user friendliness for selected
groups will be viewed positively. Amendments which are proposed primarily to overcome
physical site constraints or legal restrictions will be considered on their merits.
Development proposals should be accompanied by various supporting documentation as
required. Pre-application advice will determine which documents are required.
For further information, please refer to Newcastle City Council’s Pre Application Guidance
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Section 4 Street Types Manual for Streets (MfS) states that there is a clear distinction between a street and a
road. The main function of a road is to accommodate the movement of motor traffic,
whereas streets are typically lined with buildings, have public spaces and accommodate
movement for different modes of transport. Streets tend to have several functions, of which
“place” is the most important.
The main
function of this
area is to
facilitate the
movement of
traffic
Figure 4.1 A Road
This area is
designed for all
road users
Figure 4.2 A Street
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This Street Design Guide aims to help developers to create new areas which have streets
that can accommodate many types of movement, but also have a sense of place. The
needs of motorised traffic must be balanced with the needs of pedestrians, cyclists and
users of public transport. The design of a street needs to be appropriate for its main
function – although function can vary throughout the street.
Streets should be designed so that they form an attractive environment; it is essential that
new residential streets form a natural hierarchy that is clear to all users – the hierarchy
should provide a clear transition from local roads where motor vehicle space requirements
may be more dominant, to residential streets (covered by this Street Design Guide) where
the needs of pedestrians and other non-car users are of greater importance.
Figure 4.3 Hierarchy of Streets Well designed streets should accommodate all functions and purposes – including
provision for utility services, street lighting and drainage. Because of this, it is usually
appropriate that the street is adopted by the Local Authority to ensure rights of access and
for these services.
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The emphasis should be on the movement of people based on the following hierarchy:
CONSIDER FIRST
CONSIDER LAST
PEDESTRIANS
CYCLISTS
PUBLIC TRANSPORT USERS
SPECIALIST SERVICE VEHICLES
(e.g. emergency services, refuse)
OTHER MOTOR TRAFFIC
Table 4.1 Hierarchy of Users The three adoptable residential street types set out below have been developed to
maximise the overall range of design choices possible within each category. This is to
ensure that the overall adoptable area, including carriageways, cycle tracks, verges and
footways, can reflect and enhance the overall design, rather than control it.
The three street types are:
• Residential Streets
• Shared Surface Streets
• Home Zones
If there is the possibility that a street will serve further properties in the future, it should be
designed to the appropriate standard and be capable of being altered.
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Whilst some form of street hierarchy is required to construct a network that is clear to
users, MfS warns against the rigid application of a hierarchy based exclusively on vehicle
movement. An alternative approach based on the wider consideration of the use of the
street as a place has been proposed by the MfS.
A street within any particular street type may need to be designed differently depending on
its proximity to shops, public transport nodes and other facilities. Table 4.2 takes the
number of properties proposed as a starting point, but the subsequent choice of design
elements should reflect the wider function of the street.
Street Type
Pedestrian Provision
Maximum Number of
Properties
Design Speed
Residential Streets
Segregated
700
20 mph
Shared Surface Streets
Shared
50
15 mph
Home Zones
Shared
Any development generating ≤ 100vph in the weekday pm peak
10 mph
* vph = vehicles per hour Table 4.2 Residential Street Types Design speed is the speed at which the design of the development allows vehicles to
travel at – MfS recommends a maximum of 20mph. The function of the street needs to be
taken into account when deciding upon the design speed.
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Section 5 Residential Streets What is a Residential Street? A Residential Street is a route that connects individual properties to local roads. Its main
function is to serve residential areas, prioritising pedestrian movement whilst segregating
carriageway and footways.
Normally, it will be appropriate to have no cycle lanes on Residential Streets; however it
may be appropriate to provide cycle lanes if the street is expected to have bus services
running along it.
Residential Streets should, where possible, have space available for public use and
parking. The historic context of an area should be considered in the design of a
Residential Street where appropriate.
This street allows
for a wide range
of movements,
including public
space and areas
for car parking
Figure 5.1 A Residential Street
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Features
Carriageway
5.00m – 6.00m Standard width 6.75 – Standard width: bus route
Footway
2.00m – Standard width 3.00m – Standard width: shared cycle route
Grass Verge
2.00m width
Parking Bays
2.50m – Standard width
Bus Lay-bys
None
Cycle Lanes / Tracks
On Carriageway 3.50m – Minimum width: segregated route
Lighting
Lighting columns
Table 5.1 Dimensions of a Residential Street An example of a Residential Street layout: Figure 5.2 Example Residential Street Layout
For materials to be used in the construction of a Residential Street, please refer to
Newcastle City Council’s “Design and Construction of Roads and Accesses to Adoptable
Standards” document
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Section 6 Shared Surface Streets
What is a Shared Surface Street? Shared Surface Streets provide access for small groups of homes, whether in courtyard
form or short lanes. Pedestrians and vehicles share the same surface – Shared Surface
Streets share many similar features to Home Zones (see Section 7).
Pedestrians and cyclists can move freely along these streets, therefore Shared Surface
Streets should have very low vehicle speeds which should be self enforcing through good
design. The needs of other groups of people should be particularly considered when
surface materials are chosen – blind and partially sighted people may require specific
means to navigate by.
Up to 25 properties can be served by a Shared Surface Street if a cul-de-sac is proposed;
up to 50 properties if the shared area is to provide a through link. The provision of car
parking must be carefully considered (see Section 13), as should the historic context of an
area where appropriate.
This shared
surface area can
cater for many
types of
movement, but
low traffic speeds
are achieved
through planting
to narrow the
carriageway
Figure 6.1 A Shared Surface Street
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Features
Carriageway
4.80m – Standard width
Footway (Optional)
2.00m – Maximum width No kerbs – channels used to delineate (if required)
Service Strip (If footway is not provided)
2.00m – Minimum width Kerbs (optional) Channels used to delineate if kerbs not provided
Parking Bays
Incorporated within shared surface (subject to layout)
Bus Lay-bys
None
Cycle Lanes / Tracks
On carriageway
Lighting
Lighting columns
Table 6.1 Dimensions of a Shared Surface Street Figure 6.2 Example of a Shared Surface Street Layout
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For materials to be used in the construction of a Residential Street, please refer to
Newcastle City Council’s “Design and Construction of Roads and Accesses to Adoptable
Standards” document
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Section 7 Home Zones
What is a Home Zone? Home Zones are residential streets which allow various forms of activity to be carried out
within them. They may consist of shared surfaces, indirect traffic routes and areas of
planting to reduce motor vehicle dominance. Play areas and benches may also be part of
the Home Zone, which can be distinguished from other streets by having signed entry and
exit points which indicates their special nature.
A Home Zone should only be used where motor vehicle flows are 100 movements or less
in the peak hour – therefore the number of properties that can be served by the Home
Zone is variable.
This Home Zone
is clearly signed,
indicating to
drivers that they
must shared the
space with
pedestrians
Figure 7.1 A Home Zone
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By providing
indirect routes,
traffic moves at a
lower speed
Figure 7.2 Indirect Traffic Routes
A play area to
encourage more
use of the street
Figure 7.3 A Play Area The aim of a Home Zone is to change the way in which the street is used in order to
improve the quality of life for residents. This is done by moving the emphasis away from
motor vehicles to people.
Therefore, the design of a Home Zone should be such that the motorist feels that they
have left the normal highway and have entered an area where people are using the whole
street – the motorist should feel like a guest.
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A communal
garden to
encourage
residents to use
the space around
their home
Figure 7.4 A Place for People The successful operation of a Home Zone is dependent on the people living in the area
understanding how it should operate. It is recommended that an information pack
containing general information on a Home Zone, including information on speed orders,
parking, deliveries and refuse collection is given to all potential purchasers.
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Features
Carriageway
5.50m – Standard width: two-way vehicle movement 4.80m – Minimum width 3.70m – Absolute minimum width: “short throttles”
Service Strip
1.80m – Minimum width: both sides of “carriageway”
Parking Bays
Incorporated within shared surface (subject to layout)
Bus Lay-bys
None
Cycle Lanes / Tracks
On carriageway
Lighting
Lighting columns
Table 7.1 Dimensions of a Home Zone Figure 7.5 Example of a Home Zone Layout
For materials to be used in the construction of a Home Zone, please refer to Newcastle
City Council’s “Design and Construction of Roads and Accesses to Adoptable Standards”
document
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Section 8 Pedestrian Movement
Pedestrian routes are classified as either footways or footpaths. Footways are adjacent to
the carriageway or verge; footpaths are unrelated to the highway.
Pedestrian routes should be built to an adoptable standard and lit, providing safe, pleasant
and convenient routes through a development. Wherever possible, routes should be
provided to bus stops, local schools and other facilities, as well as other neighbourhoods.
Direct and attractive routes should be provided in an attempt to minimise motorised traffic.
This link is well
lit, overlooked
and creates a
pleasant
environment
Figure 8.1 A Good Pedestrian Link
This link is poor –
it is not lit, is not
overlooked and
does not provide
a pleasant
environment for
walking
26Figure 8.2 A Poor Pedestrian Link
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To prevent the abuse of pedestrian links by motorists, bollards or similar street furniture
should be installed – access should be maintained for pedestrians, whilst making sure that
the bollards used do not become a hazard for those with disabilities.
These bollards
prevent cars from
using a cycle
route, but allow
access to
pedestrians and
cyclists
Figure 8.3 Bollards Street Furniture Careful consideration should be given to the location of street furniture to avoid creating
hazards for pedestrians (particularly for disabled people and children) and cyclists, whilst
still enhancing the overall design of an area.
This street
furniture is
located in line to
avoid creating a
hazard for the
users of the
street
Figure 8.4 Location of Street Furniture
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Changes of Level Where steps are included in a footway or footpath, provision should be made for a ramped
route.
Steps are
provided to
create a direct
route for
pedestrians,
whilst a ramped
route provides an
easy access
route
Figure 8.5 A Ramped Route Dropped Kerbs To ensure easy movement for pedestrians, dropped kerbs should be provided at all
junctions and where there are strong pedestrian desire lines.
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Guardrail Unnecessary guardrail should be avoided; further guidance on this should be sought from
the council in pre-application discussions. Crossing points can be delineated by raised
plateaux where appropriate, but the design should not give pedestrians a false sense of
security.
Pedestrian
guardrail can be
unnecessary on
a route with low
traffic flow and
average speed
Figure 8.6 Unnecessary Guardrail Accessibility All developments should be easily accessible – the use of steps, steep gradients, narrow
footways and badly located street furniture should be avoided where possible. Alternative
routes should be installed if necessary.
This property is
not easily
accessible due to
the step at the
front door
Figure 8.7 Poor Disabled Access
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Providing a well connected development is a major consideration; the Police Architectural
Liaison Officer can be contacted for advice on layouts to ensure that there are no personal
safety issues. Pressure should not be put on the Highway Authority to close through routes
for safety reasons once the development is occupied.
For further guidance on providing safe and accessible development, please refer to
Section 18.
For details on the requirements to be met in order for adoption, please refer to Newcastle
City Council’s “Design and Construction Guidelines for Roads and Accesses to Adoptable
Standards” document
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Section 9 Cycling Provision
Cycling routes are classified as either cycle lanes or cycle tracks. Cycle lanes are on
carriageway, whilst cycle tracks are off road.
Cycling routes in new developments should meet the same basic conditions as pedestrian
routes; they should be convenient, safe, attractive and direct. Routes should be
incorporated into any development at an early stage to ensure connections exist to
schools, local facilities and other neighbourhoods.
Routes should be clearly marked where appropriate to avoid conflict with other road users.
A direct cycle
lane on the main
carriageway
Figure 9.1 Cycle Lane
A direct, well lit
and overlooked
cycle track
alongside a
footway
Figure 9.2 Cycle Track
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Any culs-de-sac within a development should provide through routes to other areas for
pedestrians and cyclists.
This cul-de-sac
retains a clear
route for cyclists
Figure 9.3 A Through Route
Cycle tracks should restrict access to motorised vehicles if abuse is considered likely,
ensuring that any access barriers are compliant with DDA regulations.
Cycle Parking Cycle parking in any type of development should be secure, well lit, conveniently located
and covered. It should also not obstruct pedestrian routes, whilst being located close to the
entrance of the buildings it serves.
A sheltered,
conveniently
located cycle
parking facility
Figure 9.4 Convenient Cycle Parking
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Sheffield stands (or similar) should always be used for highway parking. Stands that
support the cycle by one wheel only are not acceptable – Sheffield type stands or hitching
rings are the most appropriate designs.
These Sheffield
stands are
located close to
the amenities
they serve and
are well
overlooked
Figure 9.5 Sheffield Stands
For further guidance on cycle parking facilities and the levels required, please refer to
Newcastle City Council’s “Transport Assessment, Travel Plans and Parking” Interim
Planning Guidance
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Section 10 Public Transport
Local, regional and national policies all aim to encourage greater use of public transport.
Early discussions between developers, the Council and Nexus are essential to ensure that
public transport is an attractive and convenient mode of transport for all residents in new
developments.
The layout of a development should ensure that routes to bus stops (and where relevant,
railway stations) are safe and convenient. Residential developments should be designed
to ensure that the maximum walking distance between any property and the nearest bus
stop is 400 metres where possible. New bus stops should be located having considered
pedestrian desire lines.
This bus stop is
conveniently
located for this
development with
a safe, well lit link
to properties
Figure 10.1 A Safe and Convenient Bus Stop If a development is expected to generate significant additional demand for public transport,
or public transport improvements are required to ensure the development is accessible,
then a financial contribution or the delivery of a bus service through a Town and Country
Planning Act 1990 Section 106 Legal Agreement will be required from the developer.
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Section 11 Road Safety
The speed of vehicles is a major factor in the severity of road accidents – the pedestrian is
less likely to be seriously injured when the speed of the vehicle involved in the accident is
less than 20mph.
For this reason, Residential Streets should be designed to keep speeds below 20mph.
Shared Surface Streets should keep vehicle speeds below 15mph, and Home Zones
below 10mph.
Clear signage
when entering a
residential area
Figure 11.1 Speed Limits
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Gateways Gateways can be used to indicate to drivers that they are entering an area where reduced
speeds are expected. The carriageway can be narrowed to restrain speeds.
A gateway gives
the motorist the
impression they
are entering a
special area and
should reduce
their speed
accordingly
Figure 11.2 A Gateway There are a variety of techniques that can be used to encourage drivers to reduce their
speed. These include horizontal deflection, vertical deflection, carriageway narrowing, and
junction speed tables.
Horizontal Deflection
By creating
obstacles in the
highway, speeds
can be reduced
Figure 11.3 Horizontal Deflection
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Vertical Deflection
By creating
deflections in the
highway, speeds
can be reduced
Figure 11.4 Vertical Deflection Junction Speed Tables
A junction speed
table can be
used to ensure
slower speeds in
areas where
pedestrians or
cyclists want to
cross the
carriageway
Figure 11.5 Junction Speed Table
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Carriageway Narrowing
Carriageway
narrowing can
cause drivers to
slow down when
entering a
residential area
Figure 11.6 Carriageway Narrowing Landscape Soft landscape elements can be used to prevent transport infrastructure dominating the
visual appearance of the street. Please see Section 16 for further guidance.
Trees have been
planted in such a
way that motor
vehicles are
forced to slow
down to
negotiate them
Figure 11.7 Using Landscape Features to Reduce Speed
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Junctions created in order to serve a new development must take into account pedestrian,
cyclist and motor vehicle flows on the routes it connects – routes with high flows will
restrict the number of accesses allowed. Accesses should not require reversing
manoeuvres onto or off the street.
This raised table
emphasises
pedestrian and
cyclist priority
over motor
vehicles
Figure 11.8 Pedestrian/Cycle/Vehicle Movement on a Junction Visibility MfS sets out reduced visibility guidelines for routes within “built up” areas with vehicle
speeds of 37mph or less. A “built up” area generally is where there is development on at
least one side of the street with accesses, junctions and other features that influence driver
behaviour, but this definition should be discussed with the council.
The impact of obstacles such as trees or street lighting columns on visibility should be
assessed. Generally, obstacles that are not large enough to obscure a whole vehicle or
pedestrian (including a child or wheelchair user) will not have a detrimental impact on road
safety. Defined parking bays must be located outside of the required visibility splays for
junctions.
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Section 12 Vehicle Access
The positioning of buildings and other features needs to be considered alongside the
requirements for pedestrian, cyclist and motor vehicle movement so that the design of the
development is not dictated by road layouts.
Motor vehicle tracking demands need to be accommodated including the manoeuvring and
turning requirements of vehicles used for refuse collection and deliveries as well as
emergency vehicles.
However, motor vehicle tracking demands should not dominate; they should be used to
inform the road alignment so that it takes note of building lines rather than kerb lines that
rigidly follow vehicle paths.
This area has
been designed to
accommodate
larger vehicles by
providing cut out
areas into the
landscape to
allow for easy
turning
Figure 12.1 Accommodating Vehicular Movement It is important to establish at the start of the design process which vehicles will need
regular access, and which will use the street only occasionally. For example, refuse
vehicles must be able to safely negotiate on-street parking and consideration must be paid
to the requirements of street and gully cleaning.
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Large Vehicles The collection of refuse, recycling or the delivery of furniture or other goods can
sometimes cause movement difficulties for larger motor vehicles. Certain turning
movements require substantial areas of highway to complete the manoeuvre. Inadequate
consideration of these requirements can lead to motor vehicles overrunning causing
damage to kerbs and planting and can lead to the appearance of the street deteriorating.
This area has
been damaged
by vehicles
moving over the
grassed area
Figure 12.2 Overrunning Damage The design of the street should accommodate these requirements whilst at the same time
ensuring that no more space than what is required is given over as highway. Street layouts
should be tested early on in the design process by running vehicle tracking for an 11.3
metre vehicle in both directions through them. This tracking will set the area that must be
designated as highway and should be submitted as part of the planning application.
Other areas of highway will be permitted but they must contribute to the creation of a street
which accords with the principles already set out; they should not be so excessive that
they create opportunities for excessive on-street parking.
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Refuse and other large motor vehicles should not be required to reverse in developments;
if there is not a continuous route, a collection point for refuse on the main circulating
highway should be provided. Residents should be informed that they must take their
refuse to the main circulating highway for collection and that large deliveries may have to
be collected from that point.
The location of a collection point should ensure that any bins left for emptying should not
obstruct movement for pedestrians and cyclists. There should be no steep gradients and
the distance for refuse to be moved should be minimal.
Developers should arrange for refuse and recycling bins to be delivered prior to occupation
so that refuse collection can commence immediately.
On very lightly trafficked roads, the chances of two large service vehicles needing to pass
on a bend must be sufficiently remote to make widening unnecessary. Turning heads
should be provided where appropriate.
Where it is necessary to provide for three point turns, for example in a cul-de-sac, a
tracking assessment should be carried out to show how vehicles can be accommodated.
The space given over to turning should relate to environment, not specifically vehicle
movement.
Adequate access for emergency vehicles must be provided; consultation with the
emergency services is recommended for all developments. Where possible, developments
should not be designed with emergency vehicle only routes. These are difficult to enforce if
there is no physical barrier, which can delay an emergency vehicle.
For information on the construction materials required for an access to an adoptable
standard, please refer to Newcastle City Council’s “Design and Construction of Roads and
Accesses to Adoptable Standards” document
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Section 13 Car Parking
Provision of car parking can become a major issue if it is not considered at an early stage
of the design process. It is an essential part of the overall scheme design rather than an
issue to be dealt with at the end of the design process.
Government policy on car parking is to manage unnecessary car usage by locating new
housing developments in areas that are accessible by public transport and have access to
local facilities by foot and by cycle. This can encourage more frequent sustainable trips,
but residents’ cars need to be accommodated without dominating the development’s
layout.
The council will seek to ensure car parking provision is at an appropriate level as set out in
the “Transport Assessments, Travel Plans and Parking” IPG. The level required should
respond to car ownership levels and the need to cater for visitors. On-street parking is
generally suitable for visitors.
Designated parking locations should be located conveniently for residents. They should be
within easy reach and visible from properties to ensure that residents do not find it more
convenient to park on-street next to their homes rather than use a dedicated parking area.
This area is
within easy
access of
properties and is
well over looked
Figure 13.1 Convenient Parking
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Generally, visitor parking bays can be adopted by the Council. Allocated parking for
individual properties will not be adopted. Where it has been agreed that unallocated
parking can be provided for residents and visitors, then all the parking may be potentially
adopted. Parking provision and location should be discussed at an early stage of the
design process and issues such as allocation and adoption should be resolved prior to
submission of a planning application.
Not all residents
use communal
parking areas or
garages and may
park on the
footway
Figure 13.2 Use of Communal Areas The design of car parking provision should be self enforcing so that “bad neighbour”
problems are not created by residents “owning” bays.
On-street parking should be designed in a way that does not obstruct or creates difficulty
in accessing private drives. Similarly, it should not be located too close to residential
properties as to be oppressive, block light or intimidate the occupier. Where appropriate,
the historic context of an area should be considered when planning parking arrangements.
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The driveways
created for this
development are
too short for cars,
which then
overhang onto
the highway
causing a hazard
Figure 13.3 On Street Parking
This parking
arrangement
could lead to
problems with
access to
garages, and is
very close to
dwellings which
could intimidate
residents
Figure 13.4 Oppressive Parking Courtyard Parking Parking areas such as courtyards should include the provision of soft landscaping, which
can reduce the visual impact of motor vehicles. However, the design should not
compromise personal safety or assist car crime. Parking areas should be well overlooked
and include a convenient and safe pedestrian link to properties (see Section 18).
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An overlooked
courtyard area
for parking, with
planting and
direct routes to
properties
Figure 13.5 Good Courtyard Parking Provision
This courtyard
does not provide
a direct route to
dwellings and is
surrounded by
the rear of
properties
Figure 13.6 Poor Courtyard Parking Provision Accessible Parking Consideration must be given to the location of accessible parking spaces; they should be
in a convenient location with dropped kerbs or ramps provided to ensure easy access to
the footway. Accessible parking spaces will not normally be marked out on the public
highway.
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Managing Car Parking Some developments may require the introduction of Traffic Regulation Orders (TROs) or
Resident Parking Zones (RPZs). The legal and financial procedures for these should be
discussed with the Council at the earliest opportunity. The use of Travel Plans and delivery
of public transport facilities and services is also encouraged to minimise demand for car
parking and increase the likelihood of sustainable travel modes being used.
For further information on car parking facilities and the levels required, please refer to
Newcastle City Council’s “Transport Assessment, Travel Plans and Parking” Interim
Planning Guidance
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Section 14 Public Utilities
The location and installation of utility apparatus should be considered at an early stage of
the planning process. This applies whether the apparatus is designed to be above or
below ground and especially if the surface areas of the street are to be shared.
Early discussions should be held with utility providers and proposed locations submitted to
the Council for approval in terms of safety, accessibility and adoption.
The location of
these utilities
should have
been considered
better to avoid
unsightly covers
in a shared
surface area
Figure 14.1 Utility Apparatus in Shared Surface Areas Any utility equipment that is above ground – for example cabinets, boxes, pillars – should
be situated so that it does not endanger the public or anyone working on it, nor should it
obstruct views by being located in visibility splays. It should also not cause an obstruction
for pedestrians, including wheelchairs and those with prams, or cyclists. Any equipment
should be located so that the surrounding highway can be maintained.
The equipment should not be located within 5 metres of any other street furniture so
creating a double obstruction. If equipment must be located within 5 metres, it should be in
line with other equipment. A footway width of 2 metres should be maintained.
Equipment should not restrict views from properties, intrude into garden areas or disrupt
the line of low boundary walls. The view of a listed building should not be spoiled through
the location of utility equipment; “visual clutter” should be avoided at all times.
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This apparatus
has been located
so that it does
not prevent
movement on the
footpath, whilst
also being easily
serviceable
Figure 14.2 Location of Utilities
Further consideration should be given to the location of utility boxes to ensure that they
can not be used to gain access to private property – they should be located away from
boundary walls to prevent them being used as a scaling aid (see section 18).
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Section 15 Drainage
All developments should make adequate provision for draining surface water from the
adoptable highway. All developments should be designed to minimise impermeable
surfaces, with Sustainable Urban Drainage Systems (SUDS) implemented where possible.
Sustainable Urban Drainage Systems (SUDS) SUDS aim to drain surface water from developments mimicking natural systems as closely
as possible, whilst aiming to reduce the drainage impact of a development on
watercourses.
SUDS should be considered at an early stage of the design process to ensure their
implementation where possible. They can include swales, soakaways and porous
surfaces, as well as other techniques.
An example of
part of a
Sustainable
Urban Drainage
System (SUDS)
Figure 15.1 SUDS The design of SUDS within developments should encourage wildlife to the area, improving
the amenity for residents. To ensure this, residents of the site should be provided with
information on the SUDS concept and how it works to prevent any misuse.
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A nominated body should be made responsible for the maintenance of SUDS in a site,
with an access route provided.
For further guidance on the design and implementation of SUDS within a development,
please contact Newcastle City Council Development Management at an early stage of the
design process
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Section 16 Landscape Considerations within the Highway
Landscape provision within the highway boundary should be consistent with the wider
development and its surrounding landscape. The design of the overall landscape and the
planted areas should be considered at an early stage of the overall design process.
Planting should not be used to fill the gaps for which no other use can be found but should
be an integral part of the overall concept and set with a space appropriate to the role it is
designed to achieve.
The use of appropriate planting can add to the overall character of an area, but the design
and location must always take into account future growth and long-term maintenance as
well as being considerate to the context of an area.
Landscape
features should
be well
maintained to
ensure they do
not obstruct
pedestrian or
cycle routes
Figure 16.1 Overgrown Landscape Features Adoption In residential areas, the council will normally only adopt the paved surfaces –
carriageways, footways, footpaths and cycleways plus the grass verges required for the
functioning of the highway (for example visibility splays). Other appropriate soft landscape
features will be considered for adoption although a commuted sum will be required.
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The adoption of any feature (including highway areas) should be discussed early in the
design process with NCC; see Section 38 Developer Guidance for more details.
Trees Trees can alter the visual character of a space. For example, trees on each side of the
carriageway can create the impression that a road is narrower than it actually is and result
in reduced vehicle speeds.
Trees have been
placed here to
encourage
slower speeds
Figure 16.3 Using Trees to Reduce the Apparent Width of the Carriageway Strategically located trees can aid legibility to housing neighbourhoods, for example by
marking road junctions. Limited planting of new trees may take place within visibility splays
but only where this would not compromise visibility for either road users or pedestrians.
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This planting
obscures visibility
for drivers
Figure 16.4 Planting in Visibility Splays
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All tree planting within and adjacent to the highway shall be planted in accordance with the
NCC’s “Highway Tree Design Guide” (2006) which sets out standards and specifications
for highway tree planting. The document lists suitable tree species and varieties for
planting in a number of different situations, and gives guidance on the required detailing
including the rooting volumes required for successful tree growth, which is particularly
critical for trees in paved areas.
Shrubs Areas of shrub planting should be used for a particular purpose – for example to separate,
screen, break up the outline of built forms, or to add to the appearance of a space. The
purpose should be part of the overall design concept; areas of planting are rarely
successful when they are an afterthought or unsuitable for the area in which they are
located.
For example where strips of soil are very narrow (less than 1 metre wide), and not backed
by a wall or fence, they are easy to step over or through. Where planting is backed by a
wall but in a very narrow strip overlying foundations, the soil is likely to be prone to drought
and unable to support good plant growth. The same is true where narrow planting areas
cover the foundations of adjacent kerbs.
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Grass A grass surface should not be used if it is likely that motor vehicles will cross it or use it as
a parking space. Similarly, where pedestrians might cross in a frequent and regular
pattern, “desire lines” of worn grass will result. Issues like this can be avoided by careful
consideration at the design stage. A paved area could be provided where grass wear is
likely to be a problem and other measures could be used to control access and channel
movement.
Figure 16.6 Worn Grass
For further guidance on adoption issues and landscape considerations, please refer to
Newcastle City Council’s Design and Construction of Roads and Accesses to Adoptable
Standards, Highway Tree Design Guide and Section 38 Developer Guidance
The grass used
in this area has
been worn away
by both motor
vehicles and
pedestrians
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Section 17 Signage
All developments should ensure that signage is clear for all road users. Clear information
of the name of each street should be visible to those walking, cycling or using a motor
vehicle. Therefore, this should be thought about early in the design process to avoid
signage becoming obscured.
Signage should be minimal and well coordinated in order to avoid both confusion and
visual clutter. Wherever possible, signs should be mounted on existing features such as
buildings or lighting columns rather than on freestanding poles.
Signage should be located in appropriate areas but should not provide opportunities for
seating, therefore all street name plates should be located on buildings where possible.
An example of
good signage
location
Figure 17.1 Good Signage Location
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An example of
poor signage
location
Figure 17.2 Poor Signage Location Signage can also indicate where Home Zones exist, to ensure safe operation by indicating
to drivers that they are entering an area in which they should feel like a guest (see Section
7); however, the design of a Home Zone should enforce low vehicle speeds and promote
pedestrian and cyclist priority.
Home Zone
signage
Figure 17.2 Signage for a Home Zone
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Section 18 Designing for Community Safety
Each development should provide a safe environment to those living within it, as well as
for those moving through it on foot, by cycle and by motor vehicle.
A development should not provide opportunities for crime – Crime Prevention through
Environmental Design (CPtED) is an approach that promotes designing the physical
environment in such a way that it positively influences behaviour, making people feel safe
in their surroundings and make criminals feel at risk.
The key CPtED principles are:
• Surveillance;
• Defensible space;
• Territoriality;
• Anonymity; and
• Escape routes and hiding places.
Surveillance Surveillance is an important tool in preventing crime. Areas that are overlooked by
properties allow people to feel safer in the knowledge that they can see and can be seen.
Streets should be designed in such a way that there are few obstacles to vision and areas
of public space are well lit. Areas should encourage use of the street by people to facilitate
passive surveillance.
Natural surveillance should be maximised, with space that is not overlooked or likely to
have little usage by pedestrians, cyclists or motor vehicles minimised. Access routes to a
development should be kept to a minimum to ensure they have high usage levels and so
high levels of natural surveillance.
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Defensible Space Developments should be designed in such a way that residents exercise a degree of
control over the area that surrounds their property. Defensible space should be well
defined.
Boundaries should be clearly defined so that private space is recognisable from public
space.
Territoriality The purpose of different areas in a development should be clear. If the use of an area is
unclear, it can not be perceived as “owned”, potentially leading to issues with anti social
behaviour, which may go unchallenged by residents.
Anonymity Developments should ensure that areas promote people’s curiosity, encouraging them to
question those who are not recognised, thus deterring criminals who want to remain
anonymous.
Escape Routes and Hiding Places The layout of developments should ensure that it deters criminal activity by minimising
possible escape routes and hiding places. Deep recesses should be avoided, as should
routes with poor lighting, surveillance or overgrown landscape features.
In addition to this, the location of maturing trees and refuse storage should be carefully
thought about to ensure scaling aids are not provided.
For further guidance on ensuring that developments do not create any community safety
issues, please refer to Newcastle City Council’s Designing for Community Safety”
Supplementary Planning Document