better streets

BetterStreets

Practical Steps

also announced the Mayors Great Spaces Awards programme in order to recognise the most successful projects.

This document on streets is one of a small number of practical guides that are intended to help make the vision for great spaces a reality. In it I set out how we can create better streets and propose a series of actions to deliver them. A complementary document will set out proposals for parks, riversides and other, softer public spaces. Both documents flow from the manifesto for public space I have issued: Londons Great Outdoors.

London has great outdoor places for us all to share. Achieving bold improvements to its streets is one of my big priorities as Mayor. My ambition is to revitalise all aspects of public space to make a big difference to Londoners quality of life. The actions for better streets I want to see will encourage people to walk and cycle; they will breathe life into densely populated areas and provide inspiring places where people will want to linger.

Boris JohnsonMayor of London November 2009

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Mayors foreword

A huge network of streets, paths, passages, broadways, squares and other paved spaces connect London. This network is the glue that holds places together. These spaces range from major through roads to local high streets, from big transport interchanges to local station approaches, and from historic squares to hidden and sometimes forgotten nooks and crannies.

As Mayor of London I am determined to deliver the benefits associated with well designed public space and consequently I am proposing a series of bespoke initiatives to do just that. I recognise that the involvement of Londons boroughs and the engagement of local communities are vital to the successful formation of vibrant, loved spaces within our great city.

I am focussing more than 180 million over the next three years on improving Londons streets. I have also launched the Great Spaces initiative which will support the revitalisation of the capitals unique network of public spaces, and celebrate how London is transforming its streets, squares, parks and riverside walks into places people will want to use and enjoy all year round. We have launched the Great Spaces Design Support programme and have asked Design for London and the London Development Agency to work closely with Londons boroughs and Transport for London on this major initiative that will drive up quality, celebrate success, and help make London a better place. I have

Better Streets

extremely limited and not popular with Londoners either. Without the addition of any new roads the space given to increasing numbers of motor vehicles left very little over for anyone else. Helping the cars and lorries get through the city became the key aim of highways engineers at the expense of other users.

The Mayor realises that there is a need for cars, buses and lorries and is committed to smoothing traffic flow in London and to building on the very good road safety record the capital has achieved. But he also understands that Londons streets have a greater role than simply catering for vehicular movement and he is aware that some of our established methods of designing streets have led to a deterioration in the quality of our public realm. For example:

_ We have filled our streets with clutter, obstacles and barriers, many of them poorly maintained often nobody can remember why they were put in in the first place.

_ We have installed a huge number of traffic signals; these are often more than are needed for efficiently dealing with traffic, and encourage drivers to focus their attention on the lights rather than on the pedestrians, cyclists and other road users.

_ We have marginalised pedestrians on often poorly maintained footways and made it difficult for them to cross the road.

_ We have provided wide and straight carriageways and junctions to allow for generous stopping distances and ensure long driver sight lines, often squeezing other street users into small spaces or asking them to deviate greatly from their own desire lines.

As the great writer on cities, Jane Jacobs1, pointed out, cities are not neatly organised places or more to the point, as she would have said, they are such very complex organisations that they often defy attempts to understand the organisational principles on which they work. Despite good historic planning, most recent attempts by planners and politicians to make cities work in neat and simple ways have ended up only diminishing their vitality.

In the post-war years, engineers and planners set out to make bold changes to the way we use our streets and public spaces by making a radical separation between space given to motor vehicles and that available to pedestrians and other users. Huge urban motorways were to carry traffic speedily through London and those on foot would be confined to pedestrianised gantries, subways and malls.

Of course it was never going to work. The protests were too loud and the money ran out. But, more importantly, the plan failed to recognise the complexity of human interaction, the very heart of what makes London great. People do not move about like water inside pipes, the hot water always separated from the cold. They mix.

Though the plan was never fully implemented, it left a legacy of thought that segregation was the way ahead. This was bolstered by a strengthening view that road safety would be improved if people were kept away from cars. The difficulty has been that the number of cars kept growing, while opportunities to create new roads were

What makes a street great?

1 Jane Jacobs, The Death and Life of Great American Cities, 1961.

The Cut A pedestrian friendly street that has generous paved areas, plenty of cycle racks, benches and street trees. Energy efficient street lighting has been installed along with solar powered parking meters

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Along the way we have also lost our pride in the quality and look of our city. As a nation, we spend a fortune making our homes our private spaces look and feel great. Yet we often cannot find even modest sums needed to use high quality materials on our streets and if we do we frequently fail to find the cash to maintain them.

To make Londons streets great again, we need to find a new working balance between the different users they cater to. We need to re-dedicate ourselves to being a capital where our streets are distinguished by good quality, sustainable materials and high levels of craftsmanship, and not merely for flagship schemes. We also need to recognise that in certain circumstances it will be appropriate to build some new streets and additional road capacity, especially if population growth continues at its current rate: as and when we do, they must be great streets.

And we need to achieve these things without compromising road safety or bringing traffic to a standstill. This challenge can only be managed through the concentrated and aligned efforts of the mayoral agencies and the boroughs.

Better balanced streets

London has its exemplar streetscape improvement projects, but there is much we can do to build on them and to learn from others. In Germany, Denmark, Switzerland, the Netherlands and parts of the United

Kingdom, a new approach to the design of streets has been adopted in recent years. This seeks to re-balance the amenity of different road users so as to remove the visual and functional dominance of motor vehicles in the street, especially in high streets and other places where there is heavy pedestrian demand. These projects are often referred to collectively as shared spaces but this is not always the clearest of terms, because the various projects have been so very different. It is perhaps better to focus on the key element they have in common, which is that they have been seeking to bring a better balance to streets.

A better balanced street is one that pays respect to the competing needs of all users. So, if there are a significant numbers of users other than motor vehicles, such as pedestrians, market stall owners, cyclists, or even performing artists, the street, as a public resource, is balanced through its design and management to optimise the way it meets the needs of all these different users as well as motorists. A motorway is entirely for motor vehicles and it is right that all space and priority should be given to them. A place like Covent Garden, by contrast, is a thoroughly mixed space, with vehicles, pedestrians and all sorts of other users. It requires a very different approach. This illustrates the importance of understanding context to achieving good street design.

In an urban area with high levels of competing demand from different classes of road users, a well designed street that balances the needs of its various users will normally have the minimal amount of visual clutter and obstacles, will use good quality durable materials and, most importantly, will encourage a degree of negotiation between different road users as they make their way through it. Consequently there will be few, if any,

WoolwichThe Plumstead Road super-crossing and associated improvements reconnect the town centre with the Royal Arsenal and provide much improved public space around the market

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traffic lights, while formal crossings will tend to be understated. In some cases it may be appropriate to remove the traditional demarcator between footway and carriageway, but each improvement must be designed with local conditions and context very much in mind. The Mayor is not seeking to impose a single template on London but to encourage improvements that respect the wide diversity of Londons many parts.

Emerging evidence2 shows that not only do better balanced streets make for more humane interaction in our cities, but they can also support a revitalisation of trade and contribute to a reduction in accidents, (although in each location these must always be carefully monitored). It is possible to redress the balance in our public spaces by simple measures that encourage responsibility and respect between road users. Such spaces are likely to be more civilised, more beautiful, and, although capital investment is required to create them, they are often cheaper to maintain in the long term.

Because well designed streets must be sensitive to location and context, the key to their successful creation is found less in highway design manuals than in the imaginative application of certain principles to the design of the public realm.There will be places and occasions where

Some guiding principles

2 Local Transport Note (LTN) 1/08, Traffic Management and Streetscape, March 2008. LTN 2/09, Pedestrian Guardrailing, April 2009. LTN 3/08, Mixed Priority Routes: Practitioners Guide, October 2008. HM Government, World Class Places, May 2009.

major public space projects will transform neighbourhoods. In these circumstances, we should look to achieve inspirational and lasting designs commissioned openly from some of the most talented designers in Britain and the world. In many cases, however, street design should not draw attention to itself. It should be based on simple and robust principles which reflect the characteristics of London and its neighbourhoods.

1_Understand function

A clear understanding of the function of a particular street and a brief that articulates this is one of the fundamentals of creating great streets. The improvements need to reflect whether the street is primarily a retail high street, a residential road, a place for cultural activity, a busy through route, or something else; the more capable the street is of bearing heavy pedestrian use, the more appropriate the removal of segregation measures is likely to be.

2_Imagine a blank canvas

It will not always be possible or even necessary to redesign an existing street from scratch; many projects will involve taking what exists and seeking to improve it. But it is nonetheless always worth imagining the space as a blank canvas, challenging each of its existing features as to whether it really needs to be preserved. Every feature that remains or is replaced should be carefully justified, and care should be taken to minimise the clutter of lighting, signage and materials.

3_Decide the degree of separation

Within the constraints of the streets functions, segregation of road users should be avoided wherever possible and only introduced where it is clearly essential for safety or other functional reasons. That people can act responsibly and can take reasonable risks should be recognised.

4_Reflect character

Most London streets have an historic character of their own: Victorian, 1920s, post-war, boomtime yuppie. The design of the street should reflect that character, not through slavish pastiche but through recognition that the street is the foreground to the buildings on it and that the buildings frame the street. A one-size-fits-all design manual approach that produces the same outcome in all locations is unlikely to be appropriate.

5_Go for quality

Materials should be used in a consistent way and should be of the highest quality and durability that can be afforded. The life of a public realm project is long-term and the choice of materials should reflect the fact that good quality materials often last very much longer, while still looking good, and are less expensive to maintain than cheaper, less durable alternatives. Good workmanship, and attention to detail and finishes can make all the difference.

6_Avoid over-elaboration

A street is almost by definition a stage or backdrop for human interaction. It should not compete with the activity it is intended to host. Over-elaborate design is rarely impressive over the longer term. Great streets are created by the buildings and trees that frame them and the activities they contain. The purpose of street improvements

Better Streets

is to complement the one and facilitate the other, not to make a loud statement.

It is also important to remember that the quality of a public space is not only dependent upon the street itself, but also on the design and attributes of adjacent properties and frontages. For example, security shutters on shop fronts can create a fortress environment where a street becomes an unfriendly and hostile place. It is essential that traffic engineers and planners work together to ensure a comprehensive approach to developing high quality public spaces.

Better spaces can be created on a range of different spatial scales, from internationally significant projects such as Trafalgar Square at one end, to the improvement of a local parade of shops at the other. Indeed, it is often these local schemes that will have the greatest impact on the quality of life of people living and working in London.

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carriageway width and providing more generous pavements, creating indirect driving lines, or reverting to traditional two-way roads where practical. The impact of such changes on the way the road network functions would need to be evaluated. When properly considered and justified these types of interventions can provide real opportunities to civilise Londons streets.

5_Recreate the street

Totally remodel the space creating a very different place. For example, make it into a shared surface, one of the most ambitious interventions available. To create shared surfaces kerbs may be removed as well as most forms of delineation between carriageway and pedestrian areas. This type of approach is likely to be appropriate in very carefully chosen locations. It should be very well designed, with the aid of extensive consultation, and carefully implemented with consideration to the needs of all users. High quality materials and craftsmanship are essential.

The Mayor is encouraging his staff at Transport for London (TfL) and the London Development Agency (LDA) to work alongsidethe boroughs and other agencies including the Homes and Communities Agency (HCA) London to enable these varying scales oftransformation. The Mayor and hisagencies will aim to apply the principles to projects that can be influenced directly including work on the TfL road network. It should be possible for the boroughs highways authorities to join in and deliver the first three stages with relative ease. With co-operation between the boroughs, TfL and the LDA we will push forward the remainder in the medium term. We will also encourage developer-led schemes to improve street space where opportunities present themselves.

Not all of Londons highways authorities will want, or have the resources available, to transform local streets completely, but there are many things that can be done to improve them in the course of routine maintenance, or small-scale improvements. These can be very cheap to implement from an engineering point of view and can be carried out quickly. They can nonetheless achieve substantial improvements without requiring extensive consultation design and procurement processes.

Building review and improvement into the routine maintenance procedure may require a change in culture for many designers and engineers as well as for contractors. Rather than simply replacing damaged signs or bollards, the more fundamental question of whether they are needed at all should be asked to facilitate their potential removal and hence tidy up Londons streets. This also applies to non-functional items, for instance, commemorative works and public art, which should be significant and relevant to their location and community.

Below is a list of suggested interventions of increasing complexity and cost that highways authorities can take to improve their streets. All highways authorities in London should be able to adopt the practices suggested in the earlier, less complex items. Highways authorities with the necessary resources and aspirations will want to adopt the whole list.

1_Tidy up

Get rid of unnecessary road markings and bits of kit that are easy to lift and remove.

Taking a staged approach

For example, consider removing Give Way lines and central white lines on more minor roads. These markings are not a legal requirement. Remove things such as unwanted or broken seats where removal is simple and will not damage the footway or repair them where appropriate.

2_ Declutter

More thoroughly, justify, each piece of equipment and obstruction with a presumption that it should be removed unlessthere is a clear case for retention. Look particularly carefully at the need for signs,posts, guard rails, bollards and road markings.If Give Way signs at minor junctions are removed then consideration to removingthe associated road markings may also be given.

3_Relocate/merge functions

Make the remaining street features and equipment work together, maybe putting multiple signs on poles, private boundary walls, railings or buildings when possible or installing a furniture zone in preference to scattering objects across the pavement width. This zone would normally be located at the front of the pavement, nearer the carriageway, leaving an unimpaired walking space nearer the buildings. When relighting, consideration should be given to attaching lighting to adjoining buildings or if trafficsignals can be remounted onto the new lighting-columns, thus reducing the need foryet another pole. There is also scope for adding well thought out features. For example,carefully sited, easily maintained seats can facilitate vitality and interaction in a street..

4_Re-think traffic management options

Consider how pedestrians, cars and cyclists use the area and rebalance priorities. This might mean, for example, eliminating some traffic signals, removing redundant

Better processes

The Mayors strategy is broader than simply implementing a select number of major schemes and initiatives and it recognises the need to improve processes in order to achieve the best possible design solutions.

TfL and the LDA will review their project processes to ensure excellent design input, utilising design reviews and design advice from Design for London where possible and encouraging the boroughs to do the same. The Mayor is also keen for all parties to explore opportunities to identify public art opportunities, which can be an integral part of engagement with the general public.

Improving project briefing and allowing for challenging review will need to be part of the process to stimulate good results. User friendly guidance, which is up-to-date and built on research into new ways of doing things as well as best practice, will need to play a key part in the process of making better streets.

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Training and capacity building

This strategy is broader than simply implementing a select number of flagship schemes and it recognises the need to improve the understanding of good urban design amongst the professionals who manage our streets. Urban Design London already focuses on training technical staff in TfL and the boroughs to increase their understanding of the importance of high quality design. To date they have organised a series of best practice seminars and workshops, and they are keen to ensure moreTfL and borough staff attend them. They have also developed a web-based training module called Learning Space and a new module on shared space is being developed.

Organisations responsible for the design and management of streets should consider what skills and knowledge they need to create better streets. UDL and TfL are available to offer advice. They should check that they have enough of these skills available to support their work programme, and ensure, through training and recruitment, that they develop and maintain these required skills.

Design teams from TfL and at Design for London are already working to offer a regional design resource to boroughs and others. Design for London is actively involved in public realm design quality through a range of project delivery focused programmes including the Green Grid and the Mayors Great Spaces Design Support programme, and other creative initiatives, such as Light London.

Acton Town SquareAs part of its transformation, clutter was reduced by minimising the number of walls, bollards and signs, and lighting was fixed to the buildings. Consistent paving on the Uxbridge Road unites the square with this major road through west London

Better Streets

Research and monitoring

There are many locations across the capital where the principles and the staged approachset out in this document have been implemented; Kensington High Street, The Cut, Walworth Road, Seven Dials, Dagenham Heathway, the list goes on. What is often lacking is a consistent assessment of the impacts of such schemes and we sometimes have to rely on the results of schemes from abroad where the relevance to how a street in London functions can be limited. To help plug this knowledge gap TfLs Road Safety Unit has commissioned an assessment ofthe impact of existing schemes in the capital.Results should be available next year. It will also be important to assess the social and economic benefits of any changes.

The needs of people with disabilities should be taken into account when designing better streets. Whilst the removal of kerbs improves conditions for wheelchair users, it also raises concerns about how blind and partially sighted people can navigate such streets. TfL is working with University College London on a research project to assess the effectiveness of various design treatments taking account of the needs of people with a wide range of disabilities.

Finally, TfL and the boroughs are also working with the Department for Transport to review of the current Traffic Signs Regulations and are pressing for a reduction in the requirement for traffic signs and for a review of the need for signs to be illuminated.

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Old StreetA neglected broadwalk, adjacent to the roundabout, has been transformed into a tree-lined, illuminated pedestrian promenade with new seating and imaginative lighting that can be enjoyed by everyone

Where will the money come from?

Most of the public realm/shared space projects have in the past been funded through the Major Scheme programme (formerly the Area Based Scheme (ABS) system). The budget for this programme has been circa 18 million per annum and the Mayor has agreed to increase investment in this area over the next three years. Specifically, this will mean 24 million investment in 2010/11, 26 million in 2011/12 and 28 million in 2012/13.

In addition, in the future all TfL and LIP funded borough schemes over 2 million in value will be subject to an informal design review within TfL to ensure that they meetthe Mayors aspirations. This is not intended to be an additional bureaucratic process, merely advice on how to ensure the principles set out in this document can be applied to the Major Schemes implemented across the capital.

Other LIP programme budgets (such as cycling, walking, road safety and bus priority) have now been merged into Corridors and Neighbourhoods, providing greater opportunity for boroughs to develop good quality schemes appropriate to the local area.

TfL also have a budget for maintenance and improvement works on the Transport for London Road Network (TLRN). The maintenance budget, which is allocated on the basis of condition survey information, is 35 million this financial year (2009/10). Some of this is being used to fund the programme to remove 60 km of guard railing across the TLRN.

London Development Agency

The LDA is investing 14 million in large public realm projects before 2012 and more is planned for other projects to be delivered

Better Streets

Funding for better streets across the capital will need to come from a variety of sources. The various sources of funding currently available and how they are expected to changein the next few years are detailed below.

Borough funding

The boroughs invest in the public realm through their highways improvement and maintenance budgets. These budgets vary in size significantly, with the central London boroughs traditionally being able to invest more in this area than some of their counterparts in outer London. There is scope to improve the effectiveness of the use of these budgets and to try to ensure that the layered approach set out in this document is applied to this work, with more attention paid to tidying up and decluttering which can also help to reduce the long- term pressure on maintenance budgets.

Transport for London

TfLs budget for London boroughs (for their Local Implementation Plans or LIPs) has now been confirmed for the next three years and the table below sets out the detail of the allocations:

2010/11

2011/12

2012/13

MaintenanceCorridorsNeighbourhoodsSmarter TravelMajor Schemes SignalsTotal

22.3 51.7 36.3 12.9 24.0 7.8 155.0

22.3 50.0 30.3 13.3 26.0 8.1 150.0

22.5 50.0 30.3 13.5 28.0 5.7 150.0

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over a longer period. In addition, Design for London at the LDA has developed the Great Spaces initiative on behalf of the Mayor. 200,000 is available in technical support, with the potential for more investment to follow for successful schemes.

The LDA is also reviewing, with TfL, its capital programme looking at prioritisation, in recognition of the proven regenerative effect that investment in the public realm can bring.

New developments

There are a number of schemes being developed across the capital where significant investment in new public realm has been negotiated as part of the planning process. This includes new public spaces within the developments themselves and improvements to existing highways and parks.

However, in the current economic climate it is recognised that new income from planning agreements will be limited and the first call on such income for office development sites in the Central Activities Zone and in the Isle of Dogs will be for Crossrail.

By using his role in the statutory planning process the Mayor and his agencies will ensure high quality public realm is integral to all major developments.

Homes and Communities Agency

The Mayor will use his role on the board to encourage HCA London to have a strong emphasis on the public realm in their

projects. In London certain boroughs receive Community Infrastructure Funding (CIF) and Growth Area Funding (GAF) from the Homes and Communities Agency. This applies toareas in the Thames Gateway growth area,the London Stansted Cambridge, Peterboroughcorridor (Enfield, Haringey, Waltham Forest, Redbridge and Hackney) or opportunity London boroughs: Barnet, Brent, Croydon and Islington. In the capital funding of housing schemes, the HCA will also take into account wider urban design requirements.

European Union

TfL funds the London European Partnership for Transport (LEPT), which is now administered by London Councils. This identifiesvarious European funding sources and seeks match funding commitments from other partners. To date this has largely focused on smarter travel initiatives and we will discuss with London Councils the potential to expand the scope of this partnership to cover more public realm initiatives.

Accelerated Development Zones

This is a new initiative that the Government is trialling where additional funding may be available from the Government on the basis of future business rate income. The following boroughs have expressed an interest in this: Barnet, Croydon, Haringey Lambeth, Southwark and Wandsworth. Some of the projects they are seeking funding for include new and improved public realm.

Kensington High StreetThe street was de-cluttered and pedestrian crossings were simplified to create an elegant streetscape. The use of a limited palette of high quality materials improves the appearance of the street and lowers maintenance costs

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Implementation plan

Schemes listed on the following pages are categorised according to their progress fromconcept to implementation. Secure schemes are firmly expected to be delivered. Furtherschemes are listed as being in development. Aspirational or conceptual schemes still at an early stage complete the list. Schemes included in the Mayors Great Spaces Design Support programme are clearly identified.

Better Streets Schemes that are secure

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Scheme Target Delivery Date

Lead Delivery Body

Exhibition Road

December 2011

The Royal Borough of Kensington and Chelsea and Westminster City Council are leading on this scheme. The total cost is 26 million and TfL is investing 13.3 million to support this. Implementation is planned for 2009 to 2011. The current position is that the necessary traffic management works are on schedule for completion in September 2009. The final details of scheme design are dueto be agreed by The Royal Borough of Kensington andChelsea and the City of Westminster in the autumn of 2009.

Royal Borough of Kensington and Chelsea.Westminster City Council

Oxford Circus

November 2009

Westminster City Council and the New West End Company have developed this radical scheme to declutter the stre et and introduce diagonal crossings. The scheme will cost 4.8 million (2.4 million from TfL and 2.4 million from the Crown Estate). Implementation started in May 2009 and completion is programmed for November 2009.

Westminster City Council

Windrush Square, Brixton

Spring 2011

The project will create a high quality public space of local, national and international importance that expresses the significance of Brixton as part of the multi-cultural fabric of London. The scheme has been developed by TfL and the London Borough of Lambeth and it will cost 8.7 million, with 5.2 million from TfL and 3.5 million from the LDA. Works commenced in August 2009 and are planned to take up to 18 months. The central square will be delivered first, followed by the modifications to the gyratory system of Effra Road, St Matthews Road and Brixton Hill.

London Borough of Lambeth

Aldgate Gyratory

October 2009

The removal of the Aldgate gyratory, by the Corporation of London and TfL, has provided the opportunity to create of a new linear park on the space that was taken by the Braham Street arm of the gyratory. This is will cost at 2.5 million with 2 million from developer and 350,000 from the LDA. The works are currently on site and due for completion in October 2009.

Tishman Speyer (private developer) / TfL / LDA

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Lead Delivery Body

Lewisham Gateway

2012 The London Borough of Lewisham, the LDA and TfL are working together to develop and implement the masterplan to transform the public realm in the heart of Lewisham, and relieve it from traffic congestion. It involves theremoval of the A20 roundabout and the re-planning oflocal roads. This will allow for a central pedestrian spine,the Lewisham Galleria, connecting the train, bus and Docklands Light Railway station to the town centre. The total cost of the project is circa 25 million and TfL will provide 9 million and the LDA will contribute 1m. Workis due to start on site in 2009 with the first phase completed by 2012.

TfL / London Borough of Lewisham

Great Queen Street

2009 The Clear Zones Partnership have developed this scheme on the boundary of the London Borough of Camden and the City of Westminster. The scheme, which is part-funded by TfL, entails removing the traffic signals and designing a new public space. This is creating an underused and over-engineered traffic junction, the new space re-balances priority and demand and enhances the quality of the street, providing opportunities for people to interact whilst also supporting local retail.

London Borough of Camden

Richmond Town Centre

2010 This scheme has been designed and implemented by the London Borough of Richmond. It is a town centre enhancement that will cost 3.9 million and is fully funded by TfL. The contractors are on site now and scheme completion remains programmed for 2010.

London Borough of Richmond

Coulsdon Town Centre

Spring 2010

This scheme has been designed and implemented by the London Borough of Croydon. It is a town centre scheme that will cost 3 million and is fully funded by TfL. The contractors are on site and good progress is being made on implementation. Works are projected to be completed by the end of 2009.

London Borough of Croydon


Lead Delivery Body

Sutton Town Centre

December 2011

This scheme has been designed and implemented by the London Borough of Sutton. It is a town centre scheme that will cost 3.2 million, of which TfL is contributing 1.8 million. Detailed design of the core scheme is finished and the borough is aiming to start works in the pedestrian area in August 2009.

London Borough of Sutton

Woolwich Town Centre

Woolwich New Road 2009

General Gordon Sq 2011

There are two schemes being implemented by the LondonBorough of Greenwich in Woolwich - General Gordon Squarein the town centre and an improved bus interchange next to the station. The first part of the project was finished in2008 with Phase 2 is scheduled to be completed by October 2009. The total cost of these schemes is 8.8 millionwith 4.2 million funded from TfL and the remainder from section 106 and DfT contributions.

London Borough of Greenwich

Camden High Street

March 2010

The scheme has been developed by the London Borough of Camden in partnership with Camden Town unlimited. The northern section is being implemented this financial year and will cost 1.6 million. It is fully funded by the London Borough of Camden. The scheme will widen the footways and improve the streetscene for the section of road from Camden Town station to the Regents Canal. In the longer term the London Borough of Camden are keen to implement similar public realm improvements in the southern section and they are discussing the details with TfL.


Gants Hill 2010 This scheme has been developed by TfL working with the London Borough of Redbridge. It costs 7.16 million, of which TfL is funding approximately 5.4 million and the Department for Communities and Local Government has contributed 1.6 million. It will be completed over the next two financial years. The scheme includes new pedestrian crossings at the Gants Hill roundabout, which will also be landscaped.

London Borough of Redbridge

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Lead Delivery Body

King Street 2016 This project aims to re-connect residential areas with King Street by providing a bridge and a new square. The project will be delivered by a joint venture between the borough and a private developer. The borough is running an open competition to appoint a design team for the square.

London Borough of Hammersmith and Fulham

Meridan Square

2012 The project will revitalise and strengthen Stratford towncentre and encourage the use of public transport, removebarriers to make spaces accessible for everyone. The London Borough of Newham is talking to various stakeholders to secure funding, it is hoped to have all funding in place by the end of 2009. The project should be delivered by 2012.

London Borough of Newham


Lead Delivery Body

Barking Town Centre

November 2009

TfL is working with the London Borough of Barking and Dagenham on the implementation of new East London Transit scheme and as part of this Barking Town Centre is being redesigned. New granite paving, lighting and tree planting are being implemented at present at a cost of 3 million and the scheme will be completed by November 2009. The last phase is to link both phases and improve connections with Abbey Green.

TfL / London Borough of Barking and Dagenham

Kings Cross 2013 This project aims to provide a safe, accessible and functional public space at one of Londons busiest transportinterchanges and an arrival point for millions of visitors to London. Funding has been secured for the design and implementation of the square through a Section 106 planning agreement. An open procurement process isunderway to select designers for the square.


Canning Town A13 Junction Improvements

2011 The project aims to remove the dominance of highway infrastructure in the town centre and encourage safe and easy pedestrian movements to and within the vibrant town centre. The main road works are at detail design stage, lead by LTGDC, funded by Section 106 and CIF. The public art element will create a distinguishing feature for Canning Town and could serve as a new link with Bow Creek and the Fat Walk project along the Lower Lea Valley.

London Borough of Newham

Park Royal Southern Gateway Station Square

2010 The project will help to provide a sense of place and arrival at a key public transport location at the edge of the Park Royal Opportunity Area. Concept designs have been developed and funding of 1 million has been identified by London Borough of Ealing and 3-4 million from a development partner.

London Borough of Ealing

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Schemes in development

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Scheme Realistic Delivery Date

Lead Delivery Body

Leicester Square

Spring 2012

This scheme has been developed by Westminster City Council working the Heart of London. It will cost up to 17 million and TfL will contribute 3 million. Design work started in 2008/09 and will continue in 2009/10. Implementation should be completed by 2012.

Westminster City Council

Bloomsbury December 2011

The project has been developed by the London Borough of Camden and it focuses on four sites; Great Russell Street, Byng Place, Malet Street and Montague Place. It will cost 4.3 million and TfL will contribute 3 million. Some works in Great Russell Street have been completed and detailed design is underway for the remaining schemes.


Kender Triangle, New Cross

TLRN project 2010Borough project 2011

This scheme has been developed by TfL and the LondonBorough of Lewisham. It has two components the removal of the gyratory near New Cross and then returning sections of the TLRN to the borough. The total investment from TfL in these schemes is 7 million and implementation is planned from 2010 to 2011.

TfL / London Borough of Lewisham

High Street 2012

2012 High Street 2012 aims to improve and celebrate the A11/A118 corridor which links the City with Stratford, reconnecting the places along it to make it a world class destination during the games and beyond. This project was initiated by the London Borough of Tower Hamlets to develop a vision for future improvements to the A11/A118 corridor between Aldgate and Stratford. The vision study has been completed and was launched in July 2009. A key issue which is now being discussed both in terms of design and funding issues is the development of the Cycling highway along the A11.

LDA / London Borough of Tower Hamlets /London Borough of Newham

Bankside Urban Forest

20112013 This project is a coordinated programme of works to improve the quality of public realm and landscaping in the Bankside area. The London Borough of Southwark, Better Bankside, the LDA / Design for London, Tate Modern, Land Securities, Cross River Partnership and the Architecture Foundation are working in partnership to ensure that the long-term aspirations are met. Funding has been secured for a number of projects which will be delivered in the next financial year.

London Borough of Southwark


Lead Delivery Body

St Giles Circus 2017 The London Borough of Camden and TfL are working together to develop public realm improvement works in relation to the new Crossrail station and the upgrade of Tottenham Court Road Underground station will include road junction improvements and improved permeability and linkage between Soho, Covent Garden, Bloomsbury and Fitzrovia. The surface works will start around 2015 and will significantly improve the public realm in this area.

London Borough of Camden / TfL

Greenford Town Centre

April 2010 This scheme has been developed by the London Borough of Ealing and is a town centre improvement scheme costs 1.5 million, with a contribution of 1.2 million from TfL. Most of the works should be complete this financial year.

London Borough of Ealing

Dalston Open Spaces

March 2010 The LDA is working with the London Borough of Hackney in a number of proposals to improve the public realm inDalston. The project aims to reconnect existing communitieswith the town centre and create a series of public spaces.The LDA is planning to contribute 0.75 million, adding toLondon Borough of Hackney and TfL investment in streetscape improvements. The London Borough of Hackney is also pursuing proposals with TfL for a major upgrade of Kingsland High Street.

London Borough of Hackney /LDA

Highbury Corner Highbury Fields

2011 The project is to design and deliver a new public square in front of Highbury and Islington station, remodelling thegyratory, improve the southern section of Highbury Fieldsto complement the changes to the Corner. It will retain and improve the ecological values of the area by enhancingthe Fields. The London Borough of Islington has secured a large part of the funding to implement this project. The first phase of the project will be on site in early 2010.

London Borough of Islington

Tolworth Broadway

2011 The project aims to make a thriving, distinctive, attractive and better connected district centre with a range of facilitiesfor local residents by providing a world class public realm that will adverse the effects of traffic on the Broadway. TheRoyal Borough of Kingston upon Thames has appointed adesign team following on from an open competition. Fundingfor the first phase has been secured through TfLs ABS.

Royal Borough of Kingston upon Thames

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Schemes that are aspirational

Better Streets


Lead Delivery Body

Deptford to New Cross Links

2011 Following on from a study that identified key walking and cycling routes in the wider area, ten large projects have been developed that can be deliver in phases. Route 1 from Kender Triangle to Deptford town centre is one of the priority routes that will improve the linkages between green spaces connecting Deptford with New Cross. The London Borough of Lewisham, together with the HCA, has undertaken public consultation, feasibility studies and detailed design for parts of the route. Large parts of funding is secured, the first phases will be on site shortly.

London Borough of Lewisham

St Pauls Environs

2012 This project aims to enhance the environment at one of the busiest visitor attractions in London and to improve connections to the Barbican and the River Thames. A series of high quality sub-projects are already underway and this strategy will plug the gaps between to ensure that the area is consistent and fit for purpose in 2012 and beyond. Funding of 1.4 million has been identified by the City of London and a bid for 1.8million has been submitted to TfL for the remaining funding.

City of London

Tottenham Hale

2014 The London Borough of Haringey has been working with TfL, the LDA and the HCA on a comprehensive regeneration programme and this includes radical changes to the current highway layout. This scheme is linked to the wider masterplan for Tottenham Hale, which proposes an additional 5,000 homes, the redevelopment of the station, replacement of the gyratory with two-way traffic, and a network of high-quality streets and public spaces between Tottenham High Road and the Lea Valley Regional Park. The projects have been costed at 37 million, to be funded by several organisations, with up to 17 million coming from TfL and 8 million from the LDA. Work is currently underway to review these costs, and works on site are unlikely to start before 2012.

London Borough of Haringey / LDA / Tfl


Lead Delivery Body

Tottenham High Road Historic Corridor

2012 This strategic project is to create a succession of linkedspaces along the old main road from London to Cambridge.The two priority areas are Tottenham Green, which is divided by the High Road, and Bruce Grove, a grand avenuethat leads to the castle. The project is at an early stage withsome funding in place. The borough seeks to work with the LDA / Design for London to develop the project further.

London Borough of Haringey

Golders Green

2020 The project aims to reconnect and revitalise the town centre around the station square. A key objective is to improve the environment for walking and cycling and encourage the use of public transport. The project is at an early stage and no funding has been secured. The London Borough of Barnet is keen to develop consultation and feasibility work to make it an exemplar project for London in providing a more balanced public realm within a set of complex transport parameters.

London Borough of Barnet

Bromley North Village

2017 The project aims to reconnect the centre high street and shopping centre with Bromley North Station. A key objective is to encourage walking and provide a more accessible barrier free environment. A major challenge is to improve the pedestrian links and smoothing the traffic on a busy A road. The project is at feasibility stage.

London Borough of Bromley

Wellesley Road and Environs

2015 This proposal aims to radically transform a major transport corridor and encourage walking, cycling and the use of public transport. This includes the area around West Croydon station and the links to Wellesley Road. Growth Area Funding of 1,400,000 has been identified and a funding strategy developed to attract other funding as the project develops further. A design team has been selected through an international open design competition.

London Borough of Croydon

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Lead Delivery Body

Farringdon Station Area

2020 In the Farringdon Urban Design Study the area is identified as an area of open space deficiency. This will become particularly acute following the completion of Crossrail. This project will determine an approach to transform the area into a series of vibrant public spaces that celebrate the areas historic significance, The London Borough of Islington plans to commission a feasibility study to identify costs and potential funding mechanisms and project phasing.

London Borough of Islington / TfL / LDA

Kingston Market Place

2013 This project is a unique chance to revitalise Kingstons medieval market place to improve the links from the river and encourage walking and cycling and the use of public transport. This project forms part of the boroughs Area Action Plan.

Royal Borough of Kingston upon Thames

Norwood Public Realm Improvements

2015 The Housing Intensification Study identifies Norwood as a weak town centre with a lack of good quality public realm. This project aims to revitalise the town centre and enhance the quality of life for the local residents. The London Borough of Lambeth has set aside funding for feasibility work and is in conversation with TfL to secure funding from the 3GBP programme.

London Borough of Lambeth

Seven Kings Revival

2017 The project aims to revitalise the area around Seven Kings station at the advent of Crossrail. It follows on from the findings of the Improving the High Road urban design study, which was jointly commissioned by the borough and Design for London. This project is at an early stage and no funding has been secured. The London Borough of Redbridge will set up a project team, including officers, urban design consultants and the LDA / Design for London and other appropriate stakeholders to develop the project.

London Borough of Redbridge

Cavendish Square Public Realm Scheme

2020 The purpose of the project is to reconnect the square with the surrounding urban fabric. It will reduce the severance caused by the access ramp and car parking and will form an oasis as part of the ORB Action Plan. The project is a priority for Westminster City Council, who are working in partnership with the New West End Company.

City of Westminster


Lead Delivery Body

Piccadilly and Pall Mall

20122014 The City of Westminster have started a review to achievean ambitious scheme to remodel the current one way system on Piccadilly, Pall Mall and St James. This incorporates the Route 38 bus priority scheme at Piccadilly Circus and aims to civilise key streets at the heart of central London by removing over 1,000 metres of pedestrian guard railing and rebalancing these streets tocreate over 1,000 square metres of extra space for pedestrians. Any scheme would need significant support from the local business community. The next steps are to fully understand the potential impacts of this scheme on traffic movement across central London and to assess what can realistically be achieved before 2012 and what benefits this will bring to visitors to the area.

City of Westminster

Waterloo Square

20122015 The Mayors Opportunity Area Planning Framework for Waterloo proposes a new public space to significantly improve the space around Waterloo station and to improve links between the station, the IMAX cinema and Waterloo Road. The London Borough of Lambeth, the GLA, TfL and the LDA / Design for London have worked with partners to commission designs for the square through an open design competition, jointly funded by the London Development Agency and developers P&O. The design team has been selected in March 2009.

London Borough of Lambeth / TfL / LDA

The High Street Life

2020 The project aims to revitalise the high streets to create a dynamic space that facilitates, showcases and builds on the unique elements of the London Borough of Waltham Forest by making the most of the abundance of independent retailers, the pockets of green spaces and public open space. Although at an early stage, the project is a priority for the borough. TfL, MAA and GAF funding streams are currently being explored.

London Borough of Waltham Forest

Projects with this label are part of the Mayors Great Spaces Design Support programme

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Copyright November 2009 Mayor of London

Graphic design by Studio Myerscough

PhotographsThe Cut, Ian BellWoolwich, David GrandorgeActon Town Square, David GrandorgeOld Street, Keith CollieHigh Street Kensington, Project Centre

Better Streets

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better streets

Documents