Urban Design

Since Well-maintained Highways was published in 2005, Government Policy with respect to highway maintenance has developed and evolved in a number of areas. There have also been a number of changes, including the introduction of new statutory duties on highway authorities. To assist users of this Code, the Roads Liaison Group has prepared complementary guidance to advise and direct users to where they may find more up to date information to assist them in implementing best practice and the recommendations of the Code. Users of the Code should treat this complementary guidance as up-to date and having the same status as the Code. Where paragraphs have been amended, they supersede the ones in the Code. It must be noted that these updates should not be read in isolation but should be considered within the context of the Code

One suggestion to make streets more pedestrian friendly is to remove the kerb and have a level surface for pedestrians and vehicles. Removing kerbs results in an area without clear vertical delineation between space reserved for pedestrians and space predominantly used by vehicles. Without clear delineation between a relatively “safe space” (Nyvig et al. 2006) and moving vehicles, some pedestrians have described feeling more anxious in these level areas than they do in areas where the delineation is clear. So much so that some people, especially those who are blind or partially sighted, have reported avoiding such spaces altogether (Carol Thomas et al. 2006). Conversely, a benefit of a level surface is improved access through the area for people in wheelchairs, those that use a wheeled-walker, push prams or have trolley type luggage. The question that arises from this is: can an alternative surface be used to delineate between an area where vehicles are not expected and one where they are free to travel through: an alternative surface that is both clearly detectable, yet not a barrier to pedestrians? The most common delineator in the UK is a vertical kerb between 120mm and 150mm high. This is used as a guide by blind and partially sighted people and we are all taught as children to stop at the kerb, look right, left, right again, to check that it is safe before crossing the road. However, it is not possible for the majority of wheelchair users to cross such obstacles. The Department for Transport (DfT) has identified a number of tactile surfaces with specific meanings, for example blister paving at controlled and uncontrolled crossings, Corduroy Hazard Warning Paving, and guidance paving (DfT 2003). Unfortunately the ‘delineation meaning’ required of a level surface does not directly match the understood meaning for any one of these tactile surfaces. For example, the kerb may be followed along the street (i.e. it could be used as a form of guidance paving), may be a warning of potential hazard from moving vehicles (i.e it could be used as a form of corduroy hazard warning paving), and it may indicate a place where one can cross the road to the other side (i.e. it could be used as a form of blister paving). If delineation between more and less safe areas within a shared space is required, and if the shared space is to be designed with a level surface, either the definition of one or more existing tactile surfaces would have to be extended to include this application or one or more different tactile surfaces will have to be designed or designated. Before the question of creation or redefinition can be properly addressed, more information is required on what makes a surface suitably (reliably) detectable as a delineator, but yet does not constitute a barrier to pedestrian progress. To help with this, Transport for London (TfL) commissioned UCL to test certain surfaces for their suitability as a replacement to the vertical kerb with a view to determining (a) criteria for deciding which delineators might be suitable for a subsequent on-street trial and (b) those surfaces which would not be suitable for further trials. The tactile element (surface contrast) was to be tested in concrete and natural stone. This work does not consider visual contrast.

A starting point for debate about creating the culture and conditions to help ordinary places to become valued and valuable. Ordinary places asks how people can directly influence the quality of their places. Why don’t all pupils learn about design, to help make sense of the places around them? Why aren’t all architects trained in public engagement, so that they can respond directly to local needs? The report is full of new thinking and ideas that make ordinary, common sense. It is essential reading for anyone interested in getting the best for their place, from politicians and local councils to schools and community groups.

Planning Policy Statement 5: Planning for the Historic Environment (PPS5) sets out the Government's planning policies on the conservation of the historic environment. This replaces Planning Policy Guidance 15: Planning and the Historic Environment (PPG15) published on 14 September 1994; and Planning Policy Guidance 16: Archaeology and Planning (PPG16) published on 21 November 1990.

The UK faces a real threat from terrorism and crowded places remain an attractive target. To combat this threat, the Government has developed a strategic framework to reduce the vulnerability of crowded places to terrorist attack. The ‘Working Together to Protect Crowded Places’ guidance explains this framework and in particular the contributions that key partners, including local authorities, police, Government Offices, devolved administrations and businesses can make. ‘Crowded Places: The Planning System and Counter-Terrorism’ and ‘Protecting Crowded Places: Design and Technical Issues’ provide advice about counter-terrorism protective security measures to those involved in the planning and design of the built environment.

Designing Streets is the first policy statement in Scotland for street design and marks a change in the emphasis of guidance on street design towards place-making and away from a system focused upon the dominance of motor vehicles. It has been created to support the Scottish Government’s place-making agenda and is intended to sit alongside the 2001 planning policy document Designing Places, which sets out government aspirations for design and the role of the planning system in delivering these.

The Government's strategy for getting more people walking and cycling more often and more safely.

This practice guidance is intended to support the implementation of town centre policies set out in Planning Policy Statement 4: Planning for Sustainable Economic Growth (PPS4). It is aimed at helping those involved in preparing or reviewing need, impact and sequential site assessments.

Guidance from English Heritage and CABE to help local authorities in the consideration of planning applications for large digital screens in public places. Some of the large digital screens in public places will be part of the Live sites programme for the London 2012 Olympic Games and the Paralympic Games, installed by the organising committee, LOCOG, which has been consulted in the preparation of this document. Increasingly, too, there are proposals from other organisations, broadcasters and commercial companies to install large digital screens in towns and cities for a variety of purposes.

DfT understands that the provision of lorry parking facilities is a vital service that supports the national and international road freight operations which help facilitate the UK economy and its growth. Lorry parks help to ensure road safety, preserve local amenity, reduce opportunities for crime and address the general needs of HGV driver working conditions. It is therefore important such services have support on a national level that helps create an environment which reduces the current barriers hampering development, financial stability and adequate standards. To work towards this better environment for lorry parking a clear plan has to be in place that can be realistically and practically delivered. Creating this strategy for lorry parking is the first step towards a long-term solution. The strategy is also a response to the call from industry for a co-ordinated approach to policy.