Ma thesis: Let's shape Stratford High Street by Andi Rupf

LETâ&#x20AC;&#x2122;S SHAPE STRATFORD HIGH STREET Shared space as a strategic tool in urban design

AUTHOR Andreas Rupf 13028342

TUTOR Mark Brearley

UNIVERSITY Sir John Cass Faculty of Art, Architecture and Design

THESIS Shared space and time management

STUDIO MA Spatial Planning and Urban Design

YEAR September 2014 London

Cover image by Andreas Rupf

ACKNOWLEDGEMENT

Iâ&#x20AC;&#x2122;m grateful for having had the opportunity to learn about the inherent virtue of urban planning and their potential to deliver and strengthen a city for the community and the economy, which has been the main focus of this Master course and my professional career up to now. I want to express my gratitude to a all who supported me and who made this thesis possible at all. My powerhouse Catherine for vital updates, maintenance and support; my supervisor Mark Brearley and Julia Atkins for sessions and advice at the CASS, close friends from home and in London for allowing me to rest and regain in-between intensive periods of research and finally the interviewees who have been willing to share their experience and knowledge for this thesis work.

Andreas Rupf AUTHOR

GLOSSARY

DCLG

Department for Communities and Local Government

DfT Department for Transport GLA Greater London Authority LTGDC

London Thames Gate Development Corporation

LLDC

London Legacy Development Coporation

MPT Motorised Private Transport ODA Olympic Delivery Authority PTAL Public Transport Accessibility Level SHARED SPACE

Space which is shared by all users equally

TfL

Transport for London

UDP

Unitary Development Plan

TABLE OF CONTENT

1. Introduction 03

CONTEXTUAL BACKGROUND

2. Literature rieview 06

THEORY OF URBANISM IN THE INFORMATION AGE

HIGH STREET REVIEWS

DEFINITION OF SHARED SPACE

3. Case study 14

MAKING SPACE IN DALSTON

HACKNEY WICK

EXHIBITION ROAD

KENSINGTON HIGH STREET

NEW ROAD BRIGHTON

CROSSING EXAMPLES

CONCLUSION

4. Case proposal 31 - 61

STRATFORD HIGH STREET

CONCLUSTION

APPENDIX - INTERVIEWS

INTRODUCTION Contextual background and motivation of research

Cities like London have a huge appeal in terms of living and working for people. The city’s flair and its multicultural society attract millions of people. 8.3 million people currently live in Greater London and an additional 107,900 people move in every year because of the job opportunities, excellent education services and huge cultural sector it offers.1 However, space, particularly public space, in a city is a limited resource. New high-rise buildings in city centres and along high streets, as in Stratford, attract even more people. The demand and growth of different uses and users in the same place and time is huge. People’s behaviour is multi-mobile, i.e. they travel a lot for work and leisure reasons. Cyclists, pedestrians, car traffic and delivery services also have a demand for the space. All these uses and requirements need to be carefully managed. There are a lot of elements that can make a space more successful, e.g. multiple uses or temporary interven-

tions. As we know, many high streets in London are suffering economically and they need a boost to keep their independent shops alive. However, this study looks to explore shared space and street improvement as a strategic tool in urban design through a series of carefully selected case studies. With the basis of the case studies we can then explore Stratford High Street, a street we looked at during our master’s year, as a promising and high-potential area for change and growth. This study will uncover the definition and characteristics of public space within shared space and street improvement. Furthermore, the study will explored what kind of theory, philosophies, and knowledge of inputs, experiences and applications exist. Questions are asked about how implementable shared space and improvement of high streets is and what the long term outcomes of the projects have been. The study will also explore the question: “What can we do about Stratford High Street?

Figure 1: Drawing shows uses and activity on a High Street

From the outset, it is also important to consider some of the things this study will not do. It will not consider shared space in terms of political issues or design tools of how to make traffic reconcilable. Hypothesis Shared spaces, multi-use space and street improvement enhance the public realm and change the behaviour of all space users. A higher safety level and a higher quality of space for people paired with new flexible uses make a space more attractive and increase footfall for business. This is one way to win the battle for high streets and town centres against big box supermarkets and online merchants, but it has also a bigger influence for the surrounding area to create sustainable communities. We need to create spaces and places that people want to protect and be in. To this end, urban planners need more knowledge in order to implement brave and unique schemes.

Shared space proposal by OKRA Urban architects for Basel city at different points in time. It shows how important flexible use and multi-use space is to enabling activity. This can only happen if places are well-designed and well-managed.

Figure 2: This sections illustrate the uses within shared space on different point in time.

Why we need a change Every day, high-density global cities are home to millions of pedestrians in their streets. Paradoxically though, many streets and transportation policies have placed more space and importance on cars rather than on people, although the car ownership in London, for example, continues to fall â&#x20AC;&#x201C; a decrease of 0.1 cars or vans available per household per year. The percentage of households in London with access to cars or vans increased every decade from 1981 up until 2001, but fell over the ten year period to 2011.2 The percentage of households with no cars or vans increased from 37 per cent (1.1 million) in 2001 to 42 per cent (1.4 million) in 2011. Meanwhile, it went up very slightly in the rest of Britain, to 1.21 cars per household.3 This means that there are roughly three cars for every four households in London, compared with nearly five in the rest of Britain. This evidence shows the number of people without a car in London is increasing and more people are getting used to walking, cycling and using public transportation. It is also obvious that every single journey starts as a pedestrian and ends as a pedestrian journey, regardless of the mobility system one uses between. But this is just one aspect of why we need a change, the other is the problem of the political will to look at real issues instead of looking at free land and inviting developers and investors to build whatever they want with the excuse that housing is urgently needed. Stratford High Street is the best example for uncontrollable growth and high speculative housing developments. Motivation Shared space and street improvement as a study theme is a field where traffic engineering and urban design comes together. As a result of my professional background as an urban designer and traffic planner, I have a strong personal interest in exploring the benefits of shared space for the economy and community. I often worked for competitions where spaces have a high pressure and the solution had to be communicated and clearly exemplified between planners and official bodies. Deepened knowledge and exchange between experts and departments can help to achieve the targets of a sustainable, well-designed area and city. Therefore the focus in this study lies more on the urban design difficulties rather than on the traffic issues. Report structure In this dissertation we will look first at the theory in the information age beside the existent high street reviews that have been published in recent years. We will also look at philosophies and theory in the information age to get a bigger urban design picture before we zoom in to the five case studies. The case studies focus on successful shared space and street improvement schemes. These case studies will help to reveal the potential of Stratford High Street, which is the proposal case study in the last chapter.

LITERATURE REVIEW Issues, definitions and philosophies

To get an idea about the important topic of public space or shared space as a design instrument, it is crucial to see the holistic overview of a city and its challenges for the future. This chapter shows a theory approach in terms of urban design, but also the specific problems and legislative context within the public realm of high streets. Theory of urbanism in the information age Manuel Castelles describes in his books the transformation of urban space in the early twenty-first century. He explains the spatial transformation in the broader context of social transformation: â&#x20AC;&#x2DC;space does not reflect society, it is a fundamental dimension of societyâ&#x20AC;&#x2122;.4 His theoretical approach to spatial transformation is based on the observation of urban trends and is organised around three bipolar axes. The first relates to function, the second to meaning, and the third to form. Function: Global and local. Dominated processes in the economy, technology, media, and institutionalised authority are organised in global networks. But the day-by-day work, private life, cultural identity, and political participation are essentially local. Cities, as communication systems, are supposed to link the local and the global. Meaning: Our society is characterised by the opposing development of individuation and communalism. Individuation finds meaning in the projects, interests, and representation of individuals. Communalism refers to the enclosure of meaning in a shared identity, based on a system of values and beliefs. Cities are large aggregates of individuals, forced to coexist, and communes are located in the metropolitan space. Forms: There is a growing tension and articulation between the space of flows and the space of places. The space of flows links up electronically separate locations in an interactive network that connects activities and people in distinct geographical contexts. The space of a place organises experience and activity around the confines of locality. Our cities are made up, at the same time, of flows and places, and of their relationships.

Urban Design as an important instrument Castelles pointed out how we can reconstruct our city by using planning, architecture and urban design as tools. He said that we have an emphasis on the economic competitiveness of cities, on metropolitan mobility, on privatisation of space, on surveillance and security and the growing valuation of urbanity, street life, civic culture, and meaningful spatial form in the metropolitan areas around the world. According to Castelles, urban design has to cope with the biggest challenge in the information age by restoring the culture of cities. This requires a social-spatial treatment of urban forms, a process that we know as urban design. But it must be an urban design capable of connecting local life, individuals, communities, and instrumental global flows through the sharing of public spaces. Public space is the key connector of experience and are opposed to private shopping centres as the space of sociability. For example, the success of the Barcelona model of urban design is based on the ability to plan public squares that bring together social life, meaningful architectural forms, and the provision of open space for people to use. The reconquest of public space operates throughout the entire metropolitan region, highlighting particularly the working-class peripheries, those that need the most attention to social-spatial reconstruction. Sometimes the public space is a square, sometimes a park, sometimes a shared space in front of a library or a museum, or an outdoor cafĂŠ colonising the sidewalk. In all instances, what matters is the spontaneity of uses, the density of the interaction, the freedom of expression, the multi-functionality of space, and the multiculturalism of the street life. It is the dissolution of public space under the combined pressures of privatisation of the city and the rise of the space of flows that is a historical oddity. This fight and its outcome is political. It is the struggle of the polis to create the city as a meaningful place.

HIGH STREET REVIEWS The Porta Rieview was written in 2011 by Mary Porta, a market researcher and retail entrepreneur, and it was announced as an independent report with advice for the Department for Communities and Local Government (DCLG) on how a high street and town centre can be regenerated. She formulated a summary of 28 recommendations that would fulfil her vision. She formulated the vision as follows: â&#x20AC;&#x153;I want to put the heart back into the centre of our high streets, re-imagined as destinations for socialising, culture, health, wellbeing, creativity and learning. Places that will develop and sustain new and existing markets and businesses. The new high streets wonâ&#x20AC;&#x2122;t just be about selling goods. The mix will include shops but could also include housing, offices, sport, schools or other social, commercial 7

and cultural enterprises and meeting places. They should become places where we go to engage with other people in our communities, where shopping is just one small part of a rich mix of activities.”5 The 28 recommendations point out how businesses, landowners, stakeholders and local authorities can help to change high streets and fulfil the vision of a healthy and prosperous future for streets and places. More responsibility for landowners, more support for independent business, less regulations, and increased activity and quality are just a few important points mentioned by Portas. In terms of urban design improvement, point 10 states that town teams should focus on making high streets accessible, attractive and safe. That is more than a vague statement, as it speaks about one of the most important themes – the public realm. As we know, the influence of the public realm along a high street is often underestimated. But the following report tries to close this information gap. Re-imaging urban space As a result of the Portas review, the DCLG produced a new approach by writing a report in 2012 about: ‘Re-imagining urban space to help revitalise our high streets’. It has been recognised that shopping habits will change radically if there is no viable and exciting offer or alternative to big shopping centres built on the green land or online shopping. High streets have often underestimate space and public realm which is also often used just as thoroughfares. The report shows case studies of shared space and public realm as examples, it is pointed out that design can help to strengthen businesses, society, social activity, footfall and safety aspects.6 It is alluded to that the challenge for local partners is to create a new and different offer that neither out-of-town shopping centres nor the internet can match – an experience that goes beyond retail, with creative use of public spaces and a vibrant evening economy. It is depicted as a metaphor that High Streets are the heart of our communities and urban spaces, while the network of pedestrian walkways can be described as the veins and arteries that keep that community’s heart beating. In the chapter ‘Finding the right local recipe’, there is a discussion on the issue of using the right improvement for the right place, by involving local people with a day-to-day awareness and good understanding of life in the area.

“Jacobs rightly believes that good cities are made of good streets and that we’re rapidly losing our talent for creating them.” – Robert Campbell, Boston Globe7 8

Definition of shared space The definition being used by MVA Consultancy in its current work for the DfT is: â&#x20AC;&#x2DC;A street or place accessible to both pedestrians and vehicles that is designed to enable pedestrians to move more freely by reducing traffic management features that tend to encourage users of vehicles to assume priority.â&#x20AC;&#x2122;8 Philosophy of shared spaces Space for all users: public streets and spaces, which are dominated by motorised traffic, have to be redesigned into a public space that is self-explanatory. A space, which should consider the different, needs of streets and places. Agreeability, social traffic behaviour and considerateness constitute the main definition of this philosophy. A negative image of a space or place is often the starting point for a new design approach. It is mainly an urban design enhancement for streets and places rather than a solution of traffic issues, e.g. a shortage of traffic capacity or a high incidence of accidents, because there is no long-term experience and research available. But of course it should help to increase safety and capacity and balance all functions. Consideration of all transport users, observance of all user groups, and creation of new self-explanatory street space on high streets, town centres, and city centres which are economy-related are some of the main roles for shared-space schemes. In addition to shared space, there are more coexisting philosophies around the world. For example, concepts like Simply City, Naked Street, Urban Village, New Urbanism, Community streets, the Berner Modell, and Creative Communities.

SOME STATISTICS facts and figures

Household with access to a car 20111 Households with no cars or vans 2001 in London1 Households with no cars or vans 2011 in London1 Shops in the UK2 Enterprises in the UK2 Vacancy level in town centre 20113 Internet sale in 20164

58% 37 % 42 % 450’000 300’000 14 % 23 %

Suggesting high street shops could close down 20165

4 out of 10

Enterprise probably close down by 20165

120’000

REFERENCES

Introduction & literature review 1 Census 2011, http://data.london.gov.uk/census, accessed 13.7.2014 2 2011 Census snapshot: Car and Van Availability http://data.london.gov.uk/datastorefiles/documents/2011-cen sus-car-and-van-availability.pdf, accessed 4.8.2014 3 Census 2011, http://www.ons.gov.uk/ons/dcp171778_290685.pdf, accessed 13.7.2014 4 Manuel Castelles, 1997 Local and Global: The Management of Cities in the Information Age 5 The Porta Rieview https://www.gov.uk/government/uploads/system/...data/.../2081646.pdf accessed, 15.7.2014 6 DCLG, Department for Communities and Local Government 2012 Re-imagining Urban Space to help revitalize our High Streets, July 2012 7 http://www.pps.org/, accessed 15.7.2014 8 http://www.rudi.net/node/21781, accessed 17.7.2014 Facts and figures 1 2 3 4 5

2011 Census snapshot: Car and Van Availability http://data.london.gov.uk/datastorefiles/documents/2011-cen sus-car-and-van-availability.pdf, accessed 4.8.2014 English Heritage Report: The Changing Face of the High Street: Decline and Revival, 2013 Local Data Company (LDC), http://t.co/MOtPJJ4E, accessed 4.8.2014 Office for National Statistic, http://www.ons.gov.uk/ons/rel/rsi/retail-sales/ march-2012/stb-march-2012.html, accessed 4.8.2014 English Heritage Report: The Changing Face of the High Street: Decline and Revival, 2013

Ilustration credits Figure 1 The Portas Rieview 2011 https://www.gov.uk/government/uploads/ Figure 2 OKRA Urban architects http://europaconcorsi.com/projects/175373?fb_xd_fragment

CASE STUDIES Shared spaces and street improvements

Shared space should not be seen as just a means to create safe streets and better crossing possibilities for pedestrians. It can offer many more opportunities to create places where cultural activities can happen; space for residents, communities and visitors. The following five case studies show the range of shared space schemes in terms of size, function, concepts and location within the city and the metropolitan area. Finding the right local ingredients is the key. For example, Exhibition Road is the largest shared space scheme in London and the UK, and Kensington High Street is an example of a very busy and high traffic

volume road, but no less interesting are smaller schemes like the ones in Dalston or Hackney Wick, which show that street design is not always a question of money. Four case studies located in London. Making Space for Dalston (1) and Hackney Wick (2) are within the Borough of Hackney to the east. Kensington High Street (3) and Exhibition Road (4) are located in the west end. One exceptional case study is New Road, which is based in Brighton on the south coast. Additional to the case studies are two crossing options, one at Upper Street (5) in Angel and Brixton Road (6) in south London.

Fig 1: Greater London area with case study locations

MAKING SPACE IN DALSTON Inner city shared space

This study made by J+L Gibson and Muf Architects shows the approach through observation, conservation and testing on the ground and by identifying the existing assets in terms of social, cultural and physical content. They worked with three themes. 1. Valuing what is there 2. Nurturing the possible 3. Defining what is missing

After this analysis 10 categories of projects have emerged: 1. The High Street: De-cluttering the pavements 2. Release Space: Enhance space on junction 3. Host Space: Supporting creativity by facilitating the public realm 4. Ridley Road: A brief for consultants for the upgrading of the market 5. Wayfinding: Enhance the wayfinding for cultural venues and businesses 6. Heritage: Mapping and considering unique cultural assets 7. Temporary Enhancements: Opportunity for realising projects in the here and now 8. Green Routes: Identifies a kit of parts for improvement of green routes 9. Semi Public Space: Underutilised space such as church ground, school grounds and rooftops = underutilised 10. Culture Programme: Raise awareness of the urban environment and add meaning to places within the public realm

Fig 3: The architects demonstrate their mosaic approach. The strategy in this diagram showing a range of small projects in an axonometric drawing.

Ashwin Street, a temporary enhancement. The street is located close to Dalston Junction within a significant cultural area. A lot of creative people move from the uplifted areas like Shoreditch to Dalston, and Ashwin Street has a cluster of cultural businesses. During the development of the nearby station, Tfl built hoardings, which inspired a temporary enhancement. With café oto – a concert and cultural venue – the street was the perfect place for people

to meet and pass the time. With a series of interventions of creative workshops and the design for the Tfl hoardings it was an approach that reflected the character, the local attractions and is a poetic exposition of the discovered hidden treasures of the area.1

Lesson learnt -- Opportunities like a built hoarding can create a shared space and enable activities -- It appears that a street can attract more uses than just being used for traffic -- It shows the need for new spaces and can launch new projects and policies -- A design approach is not always needed to create a good space, sometimes it just needs permission to use it differently Fig 2: Bird view to the occupied Ashwin Street and footway

HACKNEY WICK Shared space in east London

The ‘Street Interrupted’ project at Hackney Wick is one of a series of urban design schemes in Hackney Wick undertaken by the Olympic Park Legacy Company. This is a gentrification area in east London driven by economic circumstances and on the edge of the Olympic Park. Muf Architects created a place where people are allowed to occupy the street, and the café, the Hackney Pearl, has been given a terrazzo terrace. The café has become part of the street, and the street has become a real public space. Opposite the terrace is residential housing with its surrounding and parking spaces, fenced by a cheerful and well-designed white material. With a provocatively placed tree in the middle of the street and benches on the end, it shows how design can avoid signs to explain the function of a public space.

It is a community development project, sharing public space and giving space for activities. Muf Architects have been facilitating children’s play, and there is also a new second hand market organised by residents.2

Lesson learnt -- A simple intervention and a creative approach allow the community to be engaged and use the street for their own needs -- Low cost intervention can have a higher value than over-designed schemes -- The design is in keeping with the identity of the area

Fig 4: 1 Bird’s eye view showing the public realm and engagement with the café’s terrace. 3 Children’s play and use the public space. 2 The drawing on the right shows the tree and table intervention. Fig 5: A community place for activitys, see next page

EXHIBITION ROAD Shared space and street improvement

Exhibition Road is an old Victorian street located in West London between Hyde Park and South Kensington tube station and it is one of London’s most famous streets adjoining the Victoria and Albert Museum, the Natural History Museum, the Science Museum, the Royal Albert Hall and Imperial College London. The name was given by the Great Exhibition of 1851 which was held just inside Hyde Park.3 With a shared space scheme this street should become more accessible and a welcoming place for pedestrians and cyclists. It was built and completed in 2011 and attracts over 11 million visitors a year. The Royal Bourough of Kensington and Chelsea was leading the scheme which was costing £25 million, it is probably one of the most expensive schemes achieving a complete redesign of the whole street.4 The design If we compare the new design with the road before, we see a kerb-free single surface is provided along the length of the road. Visual and tactile lines distinguish pedestrian ‘comfort zones’ and a 20 mph speed limit is in effect. Tall street lights in the middle serve to separate the two-way-traffic zone and keep it bright at night time. Pedestrians are

free to walk and cross the place, and it offers street furniture like benches, cycle storage and parking facilities.5 With its distinct activity zones it cannot be strictly classed as a ‘shared surface’ but it is still called shared space. Other schemes have slightly different definitions of shared space, which brings confusion for the user. That is the reason why it is crucial for design reviews to explain the benefits of such schemes, which build on the knowledge acquired from observing.

Lesson learnt -- Shared space reduces the amount of motor vehicles -- New enhancements should also reduce the traffic speed to enhance the crossing and safety aspect for pedestrians -- Enhancement of pedestrian zones and high quality materials improve the street -- Street artists enliven the space -- Street furniture and lighting improve the quality -- De-cluttering improvements support the aesthetic design aspect

Fig 6: View to the south with the V&A Museum on the left and the Sience Museum on the right. Fig 7: Exhibition Road before and after the rebuilding with view to the north

before

after

KENSINGTON HIGH STREET Street improvements

Kensington High Street is a busy street with a high number of vehicular movements and is regarded as a premier shopping area. A shared space scheme for such an important traffic route with a high number of motor vehicles and public buses would be impossible. But even so, major improvements can totally change a street. The Royal Borough of Kensington and Chelsea in 2000 started a major improvement scheme, which included:6

• Simplified road markings

• Recalculation of traffic signal timings

• Introduction of additional pedestrian crossings

• Replacing existing staggered pedestrian crossings with straight across crossings • Widening of footways and narrowing of carriageway

• Introduction of new paving, trees and improved cycle parking facilities • Removal of street clutter and guard railing

Fig 9: Kensington High Street accommodate a high variaty of ground floor uses.

With studies undertaken ‘before’ and ‘after’ finishing the improvements it shows the effect the scheme had on the area. • Pedestrian flows increased by 7% • Large increase in number of pedestrians crossing • Cycle flows increased but this can also be related to congestion charging which was introduced during the reconstruction • Collision figures decreased for pedestrians (-28%), bicycles (-29%) and motorcycles (-45%) In general a survey of users shows that it is now easier to cross and the area was considered to be more attractive and cleaner following the introduction of the scheme. A simplified space, for example without guard railings, did not appear to raise any safety concerns.7

Fig 10: Side roads get attention by using high quality material and lifting the pavement to the footway level.

New street furniture such as benches and cycling facilities, and also lamp columns were an important architectural feature of the scheme. The light columns for example were designed to avoid light pollution but also to integrate traffic lights and litter bins. The traffic lights are coordinated with each other to ensure that vehicles flow move smoothly and ‘kill the speed’ to make a safe place. Side roads get attention by lifting the roadway pavement to the footway level and using changes in materials to make users aware that it is a shared space. The main goal is to slow down traffic speed and re-segregate the footway from the pavement.

Lesson learnt -- Crossing opportunities for pedestrians are important -- Removing unnecessary street infrastructure helps to orientate and give back more space to pedestrians -- Trees help to maximise comfort and provide shade -- Side roads need attention to make users aware that pedestrians have priority

What is missing are trees to keep the pedestrian zone shaded on hot days.

Fig 8: Picture on the left shows Kensington High Street with his middle island and bicycle rack offer

NEW ROAD, BRIGHTON Inner city shared space

This scheme designed by Gehl Architects from Copenhagen in cooperation with Landscape Projects from London examined the pedestrian and visitor experience by creating a shared space. The street called New Road was laid out in the 19th century and is located close to the Prince Consort’s New Brighton Pavilion. Since then it has become a run-down street dominated by traffic. This one-way street used by vehicles and with parking spaces on one site, had a narrow cycle lane, which was bordered with kerbs to the small pedestrian zones on both sides.8 The design approach was to remove the kerbs and different street levels, and replace them with one surface material and a drainage channel almost on the edge. It is no longer a street but more a long square with benches and restaurant seating outside engaging with the road. Since it was opened in 2007 it has become a successful street for visitors and the community. Also in terms of the social, cultural and physical context, many temporary events are held on New Road. For example Brighton Fringe Festival is held every year with

shows and the Pavilion on New Road, and it has become the main place for information on all venues throughout the city. A motor vehicle reduction of 93%, an increase in cyclists (93%) and pedestrian usage (126%) are evidence that good street design still attracts people and the street cannot be entirely replaced by internet shopping.9 The defining moment that allowed this project to happen was when Brighton and Hove City Council decided that things should change on New Road. They looked for an interdisciplinary team with high skills and believed in their knowledge. The design team closed the road for vehicles for a short time to show what was happening and persuaded people to be open minded regarding shared space and inspired confidence.10 Key elements to determine streets are: - potential of groundfloor uses - area density and PTAL Level - connection and street network Cost – £1.75m 11

The resultant design reflects John Ruskin’s words, “It is far more difficult to be simple than to be complicated”.12

Fig 11: New Road with temporary uses such as street market and other activities Fig 12: Shared space in his perfection, space is used equally by everyone without any segregation

Lesson learnt -- Shared spaces can reduce traffic and speed if the potential footfall is met -- New uses and activities can find a place in a shared space such as markets, events etc. -- The footfall and duration of stay can be increased if potential street level uses are met -- Shared space can change behaviour and generate respect for all transport users -- Cycling is suppored and will be safer -- A stimulating effect on nearby high streets and the health of the economy can be a result

CROSSING EXAMPLES Street imporvements

Relating to the study proposals for ‘Stratford High Street’, there are two good examples in terms of crossing options for High Streets, one is Brixton Road and the other is Upper Street in Islington, which show how important it is to make crossing as easy as possible. It does not need a major intervention, but five things are important. 1. Traffic needs to be synchronised in waves to give people time to cross. 2. A central island with kerbs, which is recognisable as being very big or almost too small. The reason to find the right size is due to the safety aspect

and whether people feel comfortable enough to cross the street. People with limited mobility or children’s pushchairs should be considered. 3. The timing regime has to be adapted to allow this crossing function. 4. The number of traffic lanes in each direction should be kept as low as possible and the segregation of cycling highways does not help. 5. Trees and green vegetation on the island block the view and pedestrian crossing will be restricted.

Fig 13: left Brixton Road south London, right Upper Street Islington London. Their middle island help to cross the street easily.

CONCLUSION Case studies

Shared Space and Street Improvement is a new movement to transform and improve cities. New design approaches have shown that pedestrian and vehicular movement can both be accommodated in a way that is safe, convenient and visually attractive. It enhances the quality of users both staying and moving through the public realm. A few boroughs in London have started to reshape and transform their streets even if it is not always obvious or recognisable to residents. With smaller interventions such as those in Dalston or Hackney Wick, it is possible to create an interesting street space where people want to go, and if it is near the high street it will also help to stimulate and enhance this area. Busy roads with a high number of motor vehicles, but also small squares and dead ends, have a great potential for transformation. The evidence is that with a higher footfall, more cyclists, less cars and lower traffic speed, all street users will gain. But the debate should not be ‘pro-car / anti-car’ because we know that traffic is the life-

blood of the city and part of our social and economic structure. Shared space and street improvement try to integrate traffic to be part of a dynamic and social structure of cities. Shared space is a new way of thinking opposed to principles of segregation and separation, as advocated in the book ‘Traffic in Towns’ written by Colin Buchanan in 196312. It is the opposite, an inclusive and shared aspect. We can create better places with better quality for all street users. It is not always a question of cost but rather of vision, awareness and courage to implement schemes and to see the opportunities.

Lesson learnt We can create better places with better quality for all street users. It is not always a question of cost but rather of vision, awareness and courage to implement schemes and to see the opportunities.

REFERENCES

Case studies 1 muf architects, Report Make Space in Dalston, 2009 http://issuu.com/mufarchitectureartllp/docs/making_space_big accessed 01.08.2014 2 muf architects, http://www.hackney.gov.uk/Assets/Documents/hackney-wick-event-spaces.pdf http://www.muf.co.uk/portfolio/street-interrupted-2010, accessed 01.08.2014 3 http://en.wikipedia.org/wiki/Exhibition_Road, accessed 02.08.2014 4 http://www.urbandesignlondon.com/?p=7053, accessed 02.08.2014 5 http://www.cbrd.co.uk/photo/exhibition-road/, accessed 02.08.2014 6 A Review of Simplified Streetscape Schemes by Allan Quimby and James Cas- tle, 2006 7 http://acocksgreenfocusgroup.org.uk/wp-content/uploads/2009/06/Ken-High- Street-Stats2.pdf, accessed 04.08.2014 Report on Road Safety in Kensington High Street http://acocksgreenfocusgroup.org.uk/wp-content/uploads/2009/06/Ken-High- Street-Stats2.pdf, accessed 04.08.2014 8 http://www.landscapeprojects.co.uk/brighton/, accessed 05.08.2014 http://www.landezine.com/index.php/2011/04/new-road-by-landscape-projects- and-gehl-architects/, accessed 05.08.2014 9 Statistic New Road Brighton http://en.wikipedia.org/wiki/Shared_space#cite_note-29, accessed 05.08.2014 10 http://www.placesmatter.co.uk/design-review/ new-road-brighton-martin-stockley/ , accessed 06.08.2014 11 http://www.civicengineers.com/our-work/new-road-brighton, 06.08.2014 http://www.placesmatter.co.uk/design-review/ new-road-brighton-martin-stockley/, 06.08.2014 12 Colin Buchanan, â&#x20AC;&#x153;Traffic in Townsâ&#x20AC;?, 1963

Ilustration credits Figure 1 Author’s own Figure 2 Source muf.co.uk, Figure 3 Picture from muf.co.uk http://issuu.com/mufarchitectureartllp/docs/making_space_big Figure 4 Source muf.co.uk Figure 5 Source muf.co.uk Figure 6 Author’s own Figure 7 Picture before and after by http://eyeonportland.files.wordpress.com/2012/05/exhibition-road.jpg Figure 8 & 9 Picture source: http://www.architecturenorway.no/stories/people-stories/ hamiltonbaillie-11/ Figure 10 Source: google street view Figure 11 Picture source: http://www.brightonhotelsonline.co.uk/images/Adactio-Flickr-Im- age-Brighton-Festival.jpg Figure 12 Picture source: http://www.landezine.com/index.php/2011/04/new-road-by-landscapeprojects-and-gehl-architects/ Figure 13 Author’s own

STRATFORD HIGH STREET AN AREA OF DRAMATIC CHANGE Case proposal

TABLE OF CONTENT 32

THE ISSUE AND FACTS EXPLAINT

THE REAL CHALLENGE

EXISTING SPACE AND PLACE

DEFINING WHAT IS MISSING

HIGH RISE AVENUE - VISION

AREA PROPOSAL

LETS FIND THE RIGHT INGREDIENTS

CONCLUSION

APPENDIX - INTERVIEWS

THE ISSUE AND FACTS EXPLAINED Stratford High Street

Location Stratford High Street area with its excellent location near the Olympic Stadium and good connections to public transport at Stratford Station in the east has the potential to grow very fast; especially if it is possible to build new developments on an old industrial legacy. There are few herit-

Current planning facts It is described in the Newham Borough Core Strategy1 as an arc of opportunities and a regeneration area, which is also proposed in the London Plan2 with two large Opportunity Areas stretching from Stratford and the Olympic Park, down the Lea Valley and east through the Royal Docks to Beckton. The plan recognises the role of Stratford as one of the most important town centres in East London. The London Plan estimated 33,000 new homes for London each year and the target for Newham is set at 2,500 dwellings per annum. The Plan includes a range of policy proposals such as improvements for walking and cycling like the ‘cycle super highways’ but also proposals to improve public transport, reduce congestion, and make better use of London’s streets.

Fig 1: Greater London map, red: Newham Borough area with Stratford High Street, yellow: city centre area

age sites or housing to conserve, and as we know London’s borough authority is keen to get more housing schemes built. Stratford High Street is also a key corridor in the Borough of Newham, serving as the A118 between Bow roundabout to the west and Stratford Centre with its connection to Leytonstone and the North Circular in the east.

setup for a successful regeneration 2007 2012

2000 2001 London Bourough of Newham adopted UDP

Since 2000 many different organisations have been responsible for drafting and implementing policies for Stratford High Street within the Lea Valley and Olympic Park. This many changes over the last 14 years have made it difficult to retain continuity and to hold a strong vision according to Will Steadman3 from the London Legacy Development Corporation (see appendix). While TfL is reponsible for Stratford High Street’s public realm and has the last word on how things get built.

2005 granting the games Core Strategy

London Thames Gateway Development Corporation ODA Olympic Delivery Authority

2014

London Legacy Development Corporation

Fig 2: Timeline for corporation in charge during the last 14 years at Stratford High Street. Explained by Will Steadmann LLDC.

The London Borough of Newham created the Unitary Development Plan (UDP)4 in 2001 with updates in 2007 and 2012. This document sets out the council’s planning policies that will be used to guide development, conservation, regeneration and environmental improvement activity. However, for example the UDP Newham policy states that Stratford High Street area has a poor coverage of trees and new planting is required. But it also states that the amount of trees has to be assessed on a site-by-site basis, which means that Stratford High Street will only get selective trees because below the pavements the land is full of supply infrastructures. This means that trees are too expensive to plant. This example shows that the policy definition and its interpretation seem to be very flexible, which is evidence of weakness and a lack of vision. The lack of vision for Stratford High Street Newham’s master plan focuses on the following four areas: 1. Stratford Old Town 2. Greater Carpenters Neighbourhood 3. Chabham Farm 4. Sugar House Lane The master plan for Stratford High Street concentrates on areas behind the A118,

Fig 3: Newham’s Masterplan ‘Vision’ focusing on Neigbourhoods and keep the High Street as a main corridor for traffic only.

away from pollution and within a neighbourhood setting. It is recognised that the character of the street has changed rapidly in the last 10 years and three points are proposed to enhance the High Street. • An urban boulevard; creating a pleasant environment, with lots of trees and places for pedestrians to cross including a new junction at Sugar House Lane. • Downgrading of the High Street north of the Warton Road junction to provide a better environment. • Limiting further tall buildings to locations where they are needed to balance the street or create a landmark. A short chapter in Newham’s Masterplan Report follows on a project called High Street 20125, which was to solve the High Street issue before the Olympic Games started. The High Street 2012 project was implemented but could not solve the issues that the High Street is facing. In the words of Lewis6 from Assemble Studios, it was more a face lifting and ad-hoc intervention than a long-term scheme. What the master plan shows is the ideology of creating neighbourhoods as hubs by ignoring the High Street. The reason why the High Street is ignored, according to Jennifer Currier (Borough of Newham), is because the High Street falls under the remit of Transport for London, which is a mayor authority and cannot be influenced

Fig 4: Newham’s Masterplan should keep attention to the High Street and bring Neighbourhoods together by downgrading the traffic.

by any other body. However, the evidence that the public realm lacks quality is shown by the high rate of vacant shops at street level, although the housing density with tower blocks is high. Given the number of residents, the potential for a high footfall rate and a vibrant high street is evident.

kind of instruments can help to create the overall goal of successful places. But since 2001 nothing has appeared or been implemented for Stratford High Street, and in interviews8 with LLDC and Newham Council both interviewees agreed that a vision is still missing whoever has responsibility.

In the published character study7 for Newham it is already recommended that attention should be given to design to help create successful places and sustainable communities. And also that design policies and associated practices such as master planning need to be prominent in Newhamâ&#x20AC;&#x2122;s plan for the future, while adding value to generic guidance to create locally distinctive, successful places. With more than seven other recommendations it indicates how to plan for the future and what

Questions have to arise on a master plan level including Stratford High Street as an important part and regeneration catalyst for the area. How should Stratford High Street look in the future and what role should motor traffic take? What ingredients are the most important? Unfortunately the Borough of Newham and TfL as responsible bodies are not helping to find a forward-looking approach.

Fig 5: Masterplan in the Core Strategy for Newham, 2013 showing that their not interested by the High Street.

The historic vision for Stratford High Street If we take a look at the history of Stratford High Street it was an area of industrial boom between 1800 and 1930. The High Street was the major route through the area and it was also the centre of public life with pubs, shops and most of its homes. In 1930 Parliament created the High Street Improvement Act and the River Lea Act, both would transform development of the area. The High Street improvement was mainly widening the pavement with more traffic lanes and smaller pavements. This improvement scheme more than doubled the width of the road, from around 12.8 metres to 30.8 metres. The idea for the High Street was a radical segregation between road users to create a safe and efficient city with an uninterrupted traffic flow. Wide lanes replaced the homes, shops and public orientated businesses.

From the radical planning ideas after the Second World War in 1945, the London Plan emerged to cope with city growth and issues such as the new demand for cars and parking. Sir Patrick Abercrombie and the County Council created the ‘County of London Plan’, which is explained in a published book by E.J. Carter and Ernö Goldfinger in 19459.One chapter is devoted to the idea of ‘shopping parades’ on a main road. The idea was to ‘enhance’ a typical local road system and it suggested transformation by segregation and concentrating shopping in main ‘shopping parades’. The main road should be free from continuous intersections; the shops are set back on special approach roads where cars can be parked without interrupting the flow of traffic on the main road.

Fig 6: Typical road system shown with many intersections and no segregation

Fig 7: The new concept; main road is free from continuous intersections, and shopping and parking does not interrupt the flow of traffic, highly segregated

High Street and shopping before 1945

Replanned shopping after 1945

Before

After

In the 1970s the High Street was rebuilt to meet traffic demand but the former pedestrian thoroughfare and public life were moved away. The High Street was now a barrier and hard to cross and businesses were dependent on the motor vehicle. Heavy industry also moved in with preferential access to the new road infrastructure. From the 1970s until today the economy has changed distinctively from an industry and manufacturing environment to service and distribution orientated industries. The river running through was used to transport goods and was polluted, but today it is beginning to be transformed into a place for leisure and is enjoying a revival. With city growth and a changing economy big industrial companies moved out or disappeared and the new space was occupied by small businesses. Later on in 2000, the lack of housing started to emerge and Stratford High Street received attention from investors, especially after 2005 when the decision for the Olympic Games was made. A lot of new high-rise housing emerged â&#x20AC;&#x2DC;unregulatedâ&#x20AC;&#x2122; along the street.10 The London planning attitude was and is still one of a free market let with a high flexiblity and bouroughs such as Newham was fare behind to cope with the development dynamic during this time and had no experience with such big development and growth, said Ben Hull from Newham Council (see appendix). Fig 8: Before; Stratford High Street view towards Bow from Groves Bridge. 1930 After; Stratford High Street view towards Stratford from Grove Bridge, 1930

THE REAL CHALLENGE

The fundamental problem with Stratford High Street is not one of aesthetics or building heights in terms of the new developments. It is the problem of not having a vision and following the 1945 plan and philosophies (see previous two pages), which segregate traffic users; and ignoring the fact that streets are more needed in a ‘shared space’ way. As long as the authority and planners do not see the importance of scaling down our motor vehicle infrastructure and giving the space back to the people, we will not get a sustainable city. But Newham Council pursue the idea of keeping the car owner happy, because they are good taxpayers and should not be provoked by less car space to leave the borough.9 However, the argument that London needs traffic capacity contradicts the evidence that car ownership in London is decreasing while walking and cycling are rapidly growing. For example the National Travel survey shows that the car driving distance in London per person per year between 2002 and 2012 shrank by 15.5%. (table 1 NTS9907). Also car ownership in London has fallen between 2005 and 2010 by 33.7%. Even if we consider the economic crisis in 2008, which meant that people reduced their journeys or changed their mobility behaviour to save money, there is a greater travelling change, which cannot be ignored.11 One result of the segregated, car orientated and over-engineered Stratford High Street are the vacant street level plots and empty pavements, because properties on the High Street are mostly inward-looking and gated enclaves. Residents just stay and sleep within their property and do not engage with their surroundings. Developers and

investors who built these properties tried to solve pollution issues by turning their back on the six-lane dual carriageway and who can blame them? Another result can be seen from current initiatives such as the new super highway for cyclists, junction redesign and the newly designed bus stops. But, for instance, the cycling super highway is completely segregated from the walkways and pavement, traffic lanes and pedestrian crossings are bounded with railings and so on. Tfl continues to follow the strategy of separating transport users and it will be hard to change that idea after it has been built with millions of pounds. De-cluttering in the public realm and the possibility of reducing the width of the traffic highway and planting trees on the pavements seems not to be a target for the authority because of financial arguments. Newham’s authority needs the ability to sell the vision to developers and stakeholders before they hand in their application for new development schemes. In the past the LLDC and Newham have often just reacted rather than acting proactively. TfL and all the other stakeholders need guidelines to achieve the overall goal. ‘What is happening right now is that every approach is happening site by site and not with a holistic programme’, said Will Steadman from LLDC. The key turning point will be when everyone believes and agrees to a new high street vision. A strong vision of scaling down the heavy traffic high street and changing the car focused planning behaviour for a welcoming active place that is worth celebrating. Segregation was not successful, shared space is the future.

Fig 9: Welcome to Stratford High Street, a postcard by Oliver Wainwirght, 2010

EXISTING SPACE AND PLACE Stratford High Street character

Stratford High Street with its site-bysite approach indicates a high variety of schemes, missing the opportunity to achieve a holistic picture. A

Sugar House Lane Neighbourhood The former industrial land will provide 1,000 new homes with 30,000 sqm new commercial space for a diverse residential population. The area will still be surrounded by water, but have excellent cycling and walking connections.

Big junctions Large and over-engineered junctions have been built on the High Street and its access roads, with street infrastructure such as railings, a separated super cycle highway and complicated pedestrian crossings.

New space interventions There have been a few interventions along the High Street to create small spaces with trees and benches and help to enhance the public realm for people who need to rest or walk through.

Stratford Station It is an important and well used train and tube station. A lot of people come through and change transport system. Close by is Westfield, Londonâ&#x20AC;&#x2122;s biggest shopping centre, which is connected with a new stepped entrance from the station.

Pub on the corner This pub with its historic building and space with a large tree and benches in front of the entrance attracts people to drink a beer and have a chat. It shows that even if located next to the busy street traffic people like this space.

Greater Carpenter Neighbourhood The Master Plan provides for the redevelopment of the estate by building 1,900 homes and 20,000 sqm of commercial space, with new routes and a new garden square for the community. Fig 10: Map left: Stratford High Street Area, basemap google earth Fig 11: drawings for places on Stratford High Street

POOR DESIGN

1) Unused street level space that has remained vacant since it was built. These phenomena appear on both sides along the street. 2) Unpleasant and unused space next to the main junction lighted by the reflection from facade windows from the neighbour42

ing tall buildings. The traffic speed is very 5) The junction was redesigned this year high despite speed restriction signs. with more railings to keep pedestrians in the right place. No direct crossing is pos3/4) A brand new cycle highway in each sible and the distance and time to cross direction on both sides of the street was is incredible high. The public realm feels built to enhance the situation and promote over-engineered and with shadows and cycling. The two metre blue street section light reflection from the facades feels is separated with a kerbstone. very unfriendly. Fig 12: Existing poor design

GOOD DESIGN

6) Seating around a tree, and in its shade drinks are served by the Builders Arms pub. This is a place to meet people, residents and visitors within the public realm next to the street traffic; a successful place with minimum improvement.

ing atmosphere and shows the ownerâ&#x20AC;&#x2122;s in- 9/10) Wooden benches around the tree itiative to enhance the building frontage. enhance and green the space; a place to relax and stay. These places feel like 8) The newly built junction also included a islands and are not well connected with reduction of the pavement gateway radius each other or with other uses. The impact to widen the footway. It also slowed down would be increased if paired with other the traffic speed. What is missing is some improvements such as crossing opportu7) The newly painted sign for the Builders street furniture or trees; it looks an empty nities etc. Arms pub, creates identity and a welcom- and unfriendly place to linger. Fig 13: Existing good design

DEFINING WHAT IS MISSING Who takes control

The drawing on the right but also the axonometric drawing on the next page shows the main issues for Stratford High Street with its challenging location. It is crucial to see the poor public realm but also the design approach that is needed. The High Street still offers a lot of opportunities, but time is running out and new planning applications are in the pipeline. Newham council and London Legacy Development Corporation need to act quickly to guide it in the right direction.

Assemble Architects researched the section between Bow roundabout and Sugar House Tower. Their work shows the opportunities and challenges along this section. The focus of this dissertation is the upper Stratford High Street from Roberts Way Junction up to Stratford DLR Station.

Essentials that are missing: - Public space improvements - Footway enhancements - Shop and building frontage improvements - Wayfinding, amplifying character and identity - Civic furniture - High street â&#x20AC;&#x2DC;greeningâ&#x20AC;&#x2122; - Events & activities

Fig 14: View along the High Street from Bow to Stratford with the wooden sugar house tower Fig 15: Axo drawing on next Page shows Stratford High Street issues

Bow Rd

ASSEMBLE ARCHTIECTS REPORT AREA

Living on a busy traffic street

ROBERTS WAY JUNCTION AREA PROPOSAL

currently unused area

Is Stratford High Street a place to live or great for shopping? No because of traffic noise and air pollution. Massive street width and odd public space. Is this high street comparabal with other hig streets? No itâ&#x20AC;&#x2122;s not compareable. The scale of building and infrastructure like streets are much bigger than on other high streets. I suggest to: - Reduce the width of streets and junction. - The coexistence and mix for public realm uses needs more attention. - Good design for street and place improvements also matching between privat and public space.

Who is dominating the buildings on the right The traffic with the gre biggest claim of public

pedestrian zone

bicycle lane

car traffic space

bicycle lane

pedestrian zone

The relation between tall buildings and public realm. How is the feeling in term of comfort to stay and pause for pedestrian?

The ground floor and use has no relation with the public realm.

The density of buildings in this road section is high and close built to the pedestrian zone. It isnâ&#x20AC;&#x2122;t a place to stay or rest. It is noisy and the air pollution seems high.

I suggest to: Keep the balance between the height of buliding and the public realm. Tall buildings can be placed in the second row.

Stratford Station

Nort

DLR STATION

e street and realm between the and left side? een unused space between has the c realm.

Cares, lorries and buses dominate the Stratford High Street and bicycle lane are completely separated. I suggest to: - Get ride off the middle green - combine the street and give space back to the pedastrian zone on the right and left.

pedestrian zone

bicycle lane

car traffic space

bicycle lane

pedestrian zone

Dimension of space uses

It is difficult for pedestrians to cross the street with his huge width. Reducing the street width makes crossing easier and gives more quality to the public space.

HIGH RISE AVENUE A strong vision is needed

Stratford High Street has a ‘unique’ built fabric with all the high-rise buildings along the road and can be compared with the Las Vegas strip. The use, however, is different; instead of hotels and casinos it has highrise housing blocks where people live. LLDC and Newham’s master plan see only the demand for mixed use and housing which also needs an appropriate environment. But this decision to accommodate housing or mixed use on Stratford High Street brings responsibility for a change within the public realm. The vision accordingly is a high-rise avenue, which is unique for London and it can show the world how high density living can be handled within a high quality surrounding. This ambitious goal can only be achieved if residents have enough access to green space and nearby services such as restaurants, pharmacy, post office, clothes shops etc. For example the nearby Olympic Park has a huge potential if it is well connected and street level use can accommodate a high number of services. Therefore attention needs to be focused on the public

realm between the buildings by widening and greening the footways. Traffic speed and lanes have to be reduced and the crossing opportunities enhanced without using railings and over-engineered junctions. According to the literature review section on ‘Shared space’ or ‘Space of flow’ in a wider sense will be the new urban key for the future. Motor vehicles still have eligibility but within a better balance to avoid the side effects of pollution, segregation and loss of safety. Trees and vegetation are an important part of creating a high quality public realm even if they are expensive to plant. The following section shows a proposal for a section of Stratford High Street and how the vision can be implemented. A Stratford High Street land use and design brief has to be established to help developers, Newham council departments, Tfl and all other stakeholders to guide their work. It is important to refer to the Local Plan, the Core Strategy as well as to the UDP and London Plan to take the lead in setting out the reasons for change.

Fig. 16: The drawing pointing out the important places and connections Fig. 17: The vision explained in a more zoomed in section on page 56

Stratford entry

Sugar House

Bow round abound

Trees

More trees would help to reduce the temperature, improve air quality and enhance the atmosphere.

Crossin

Shared-space and enhancement su pedestrians and slo the traffic

Bike racks

De-clutter public realm by integrating bike racks next to entrances instead of being a hindrance on the footway. Involve shop owners and cyclists to find the right places.

Street furniture

Benches and street play furniture help to create a welcome atmosphere to rest and stay longer on the high street.

VISION

Adapted traffic

The most important and difficult target to achieve is the reduction of traffic and related lanes - from three into two lanes in each direction would be a good start.

d crossing upports ows down c.

Shop improvement

Island

Encourage more characterful, custom-made ‘independent’ shop fronts, to strengthen and add local character

No railings, or arbitrary uses of green vegetation, are needed. The middle island should enable people to cross whereever they like.

Forecourts

Improvement to footways - make use of the wider footway by encouraging to use the space – tables outside, more seating space activation Reclaiming space for pedestrians by widening the footway.

Footway

Cycling Super Highway

No pavement separation for cyclist with kerbs. Vehicle-drivers, and cyclists need to respect each other.

Before

Fig 18: Creating a pleasant public realm and de-segregate uses, widening and greening the footway, de-clutting the public realm and give crossing opportunities to pedestrians.

After

AREA PROPOSAL A cohesive strategy

12 16

9 7 56

4 11

ROBERT WAY JUNCTION

Area proposal

15 1

Public space improvements 1. Improved crossing 2. Improved forecourts 3. Improved islands for crossing, no fence 4. Reduction of traffic lanes and speed 5. Host space 6. Catenary lighting Footways enhancements 7. Access from and to the Olympic Park 8. Focused pavement improvement 9. Access to public path

Cycling enhancement 10. Cycle service station / information Public pump 11. Cycling Super Highway without separation, crossing improved

Fig 19: The axonometric drawing shows a important junction on the High Street with their porposal locations

Way finding, character area and identity amplification 12. Wayfinding signage 6. Characterful streetscape additions Civic furniture 13. Seating around the tree 14. Bike racks 15. Street furniture Events & activation 16. New venue for events and temporary uses. High street â&#x20AC;&#x2DC;greeningâ&#x20AC;&#x2122; 17. New trees along both sides of the footway Shopfront improvements 18. Shop front improvements Art commissions 19. Lobby orientated to the street 20. Hoardings

LETâ&#x20AC;&#x2122;S FIND THE RIGHT INGREDIENTS Example of projects

All the following examples of projects are based on design proposals to increase the footfall on Stratford High Street. In particular, the junction on Roberts Way is currently designed to cope with a pre-set traffic volume and to serve all traffic directions with the result of an over engineered situation.

1, 2 Improved crossing and forecourts Focus on public realm improvements to the footway and crossing space enhancements at this key junction. Consider how more space and shared space can be provided for pedestrians along with other traffic constraints. De-clutter the public space e.g. removing railings.

Improved islands for crossing Remove the barriers and make crossing comfortable for people. This should be related to traffic improvement (4.) This will aid pedestrian crossing and offer an improved street experience.

Reduction of traffic lanes and speed To achieve a less polluted and traffic-dominated street, it is necessary to cut the number of traffic lanes and speed. This helps to reduce the crossing distance.

Host space A place where residents and visitors can meet; provided with street furniture, playground materials for kids, a skate facility and containers and awnings etc. http://www.bdp.com/

Fig 20: Project proposal drawings Impact Timescale Complexity

Medium

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Quick

Catenary lighting Improve visibility and vibrancy by introducing catenary lighting for this temporary-use space.

Access from and to the Olympic Park With a principal and direct access to the Olympic Park the High Street will get a better network, and paired with crossing improvement (1) and access to the public river path (9) it can become an important route for visitors and residents as pedestrians or by bike.

Focused pavement improvement To generate footfall and street level uses the pavement needs to be improved with high quality materials and some minor interventions such as signage engraved on a corner.

Access to public path The public path along the river needs a proper and wide access including a facility or direction signage for low mobility users.

Cycling service station A cycling service station with information provides services to support cyclists and cycle commuters. A permanent container stall run by volunteers or as a training programme for the unemployed; provides tools to fix bikes to increase safe travelling.

Impact Timescale Complexity

Medium

Impact Timescale Complexity

Medium

Impact Timescale Complexity

Medium

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Medium

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Cycling Super Highway The newly built segregated ‘Super Highway’ for cyclists in both direction feels like a moat curving around the bus station and makes the street even more dominated with barriers and a high speed highway. The ‘Super Highway’ needs to be on the same pavement with the traffic without a kerb. There is a need to start from the beginning again.

Wayfinding signage Make visible where the major places, neighbourhoods and transport hubs are, including the distance or time to get there. Signage enhances identity if the material and place contribute to the character e.g. hand painted directional signage, embedded footway graphics or highlighting key features.

Seating around the tree To enhance a place and encourage people to stay it needs to offer seating and resting places, combined with a tree it also offers shade. Existing wooden benches like the one near the Builders Arm Pub can be copied to generate a consistent corporate identity through use of material.

Bike racks To de clutter the public realm it is crucial that bike racks are an integrated and wellplaced object to avoid being a hindrance. Bike racks should be placed near to entrances to get the biggest and comfortable impact for users.

Street furniture Carefully placing new civic street furniture and encouraging the shops in this area to make use of the wider footways where possible to add vibrancy to the street. “Swingers” chair source http://www.citylab.com/

Impact Timescale Complexity

Long term

Impact Timescale Complexity

Medium

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New venue This site, owned by the LLDC, has the potential to become a venue for temporary uses such as circus, market, skate or bike park, playground etc. Also a container village for creative and young entrepreneurs creates vibrancy and brings new ideas to the site. Reference: Geroldâ&#x20AC;&#x2122;s Garden, Zurich, http://www.fraugerold.ch/

New trees along both sides of the footway Integrate trees and a green environment to change the negative impact of highrise buildings such as wind and sunlight reflection from window facades. It keeps the temperature 2-3Â°C lower than without trees and helps to filter polluted air.

Shop front improvements Opening up the shops to show their products by creating welcoming facades signage and wide entrances. Make use of the wider footway by allowing use of the space. Also mobile street sellers like refreshment vans can take place. Shop owners should receive advice on improvements to gain the greatest impact.

Lobby orientated to the street The existing lobby is hidden and orientated to the backyard. To move this particular lobby will be difficult because of the built structure but this failure should be prevented in new planning applications.

Hoardings Vacant buildings at street level and their hoardings can be a platform and programme for artists to change the streetscape. The programme could engage a range of artists and designers, as well as locals, to collectively enhance the frontage.

Impact Timescale Complexity

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CONCLUSION Let’s shape Stratford High Street What we learnt

If we explore London and other big cities around the world, it is obvious that cities are growing and people are living in a high-density environment. The public realm and space have a high demand for quality with competition from the information age and between cities. Nobody wants cities with high pollution like in China, caused by traffic amongst other reasons. It is time to change our cities by supporting mobility and more sustainable behaviour. ‘Shared Space’ schemes help to explore new ideas by giving space back to residents and visitors. Making Space in Dalston has shown how important it is to analyse a place carefully to understand what is needed. Other case studies such as Kensington Road or Exhibition Road give an idea of how dramatically a high traffic road can change in terms of reduced speed, less cars and more pedestrians and social activities. Such a transformation of a street is usually a catalyst for the whole area to convert to an economically healthy, welcome, lively and active area. This case study has shown that this was achieved through planning and a vision to transform an area. Thus it is often not assumed by politics and that’s often the reason why visions, ideas and projects do not appear. It requires strong leadership, and planner’s influence to fight for change. History has shown that planners in the past, and particularly after 1945, tried to find an answer for the rapid increase in cars and traffic. Their answer was to keep the traffic flowing by hook or by crook. They segregated the users of public space and widened the streets. This resulted in unpleasant surroundings. Nowadays too many planners, departments and political 62

bodies still continue with this approach and blame others for planning issues. Although research has shown the evidence that car ownership and car use is decreasing. This thesis with Stratford High Street as a case proposal is a good example to view the planning failures, which are still being practised. But what can we do about Stratford High Street? This question is posed in the thesis title and we found an answer and some more questions. First of all, a strong vision is needed to change the historic approach. That means that over-engineered, segregated and traffic dominated streets cannot be the planning of the future. Scaling down the traffic by creating ‘Shared Space’ and widening and greening the footways will generate footfall and street level uses and contribute to a pleasant environment. All the interview partners (LLDC, London Borough of Newham) have agreed with these points. Here lies the dilemma that everyone agrees but nobody can change it or has enough influence to do it. But also nobody has come up with a vision or believes that their vision will be shared. It begs the question about the role of urban design planners and if they need more power like Sir Patrick Abercrombie had in the past? Unfortunately we cannot find the final answer within this document and it seems that the will for change at the level of Mayor of London does not really exist. But at least this document has shown that there is a variety of strategies and components that can be used to incorporate public shared space and street improvements as a strategic tool in urban design.

REFERENCES

Case proposal 1 Newham Core Strategy, http://www.newham.gov.uk, accessed 28.07.2014 2 London Plan 2013, https://www.london.gov.uk/priorities/planning/london-plan accessed 18.08.2014 3 Interview with Will Steadman LLDC, 01.8.2014, see appendix 4 Local Plan, Unitary Development Plan, 2012 http://www.newham.gov.uk/Documents/Environment%20and%20planning/ SavedUDPPoliciesFebruary2012.pdf, accessed 28.07.2014 5 High Street 2012 Project, http://www.highstreet2012.com/background, accessed 28.07.2014 6 Interview with Lewis Jones Assemble Architects, 16.07.2014 7 Character Study 2027, Newham Borough, http://www.newham.gov.uk/Documents/Environment%20and%20planning/Ne whamCharacter%20Study_August%202011[1].pdf 8 Interview with Ben Hull and Jennifer Currier, Design Manager at Newham Bourough, see appendix 9 Book The County of London Plan by E.J. Carter and Ernö Goldfinger in 1945, London 10 Report Make, Don’t Make Do, March 2013, commissioned by LLDC www.assemblestudio.co.uk 11 https://www.gov.uk/government/statistical-data-sets/nts99-travel-by-region- and-area-type-of-residence, accessed 18.08.2014 Ilustration credits Figure 1 Author’s own Figure 2 Author’s own Figure 3 Author’s own Figure 4 Author’s own Figure 5 Masterplan Newham Development Framework 2011, Source: http://www.newham.gov.uk/ Figure 6 & 7 Illustraition from the book The County of London Plan, Published by Penguin Book 1945, Autor E.J. Carter and Ernö Goldfinger Figure 8 Source: Report Make, Don’t Make Do, Assemble Archtiects Figure 9 Source: Report Make, Don’t Make Do, Assemble Archtiects Figure 10 Author’s own Figure 11 Author’s own Figure 12 Author’s own Figure 13 Author’s own Figure 14 Author’s own drawing Figure 15 Author’s own drawing Figure 16 Author’s own drawing Figure 17 Author’s own drawing Figure 18 Author’s own drawing Figure 19 Author’s own drawing Figure 20 Author’s own drawing

MINUTES OF INTERVIEW 1 With Lewis Jones of Assemble Architects at Sugar House Studio. 16. July 2014

London Legacy Development Corporation commissioned Assemble Architects to create a project called Make, Don’t Make Do. It is focused on the Sugar House area on the north side and towards the western end Stratford High Street. Assemble studied the history of the area and the relationship between large-scale development and the opportunistic or temporary uses of the area’s slack or spare spaces. They set out to propose how to take advantage of these spaces. I spoke with Lewis Jones about their work and ask about his flyover project on Bow Roundabout (This is an abstract from the whole conversation, and cannot be taken word for word). AR What was the idea and challenge? LJ ‘We planned a flyover party, and for that we had to close the flyover for a day. The idea was that this event could draw together surrounding cultural, social and community activities and open up positive discussions as to the future of the flyover and Transport For London’s longer-term plans for the junction. To get permission for this was a hard task because not every official body saw the need and benefit.’ AR Is it hard to convince the official body? LJ Not necessarily but you have to convince many different departments and they have differing opinions as to what is needed. For example Bow Roundabout needed to be enhanced and £1 million was offered by the Government. We thought that would be a large enough sum to achieve a big change and get a really good 64

place. But other ideas appeared which did not have the same impact as the scheme Assemble would have liked to see, because these were more concerned with repaving and new signage, rather than the creation and design of good connections for everyone. Pedestrians are totally still lost and lack crossing possibilities. AR What do you change about Stratford High Street? LJ We’d change many things, as you can see in our study document. For example it is hard as a pedestrian to cross the street. If someone is coming from Pudding Mill Lane to the south of the High Street and they would like to cross to get to Sugar House Studio on the north side, they would have to walk a loop around Bow Roundabout, or to the east to the Strand East tower. That’s not comfortable - to put it mildly! Another problem is the developer’s motivation to turn their scheme away from the road, they are inward-looking, to the point where the entrances and lobbies, which are accessible form the High Street pavement, are hardly visible. The proximity to the road is not perceived as a quality worth celebrating for these residential developments. AR Who should be responsible in your opinion for the street quality so that developers are encourage to celebrate Stratford High Street and make their schemes front onto it? LJ The Mayor’s and the Borough’s design teams. But there is a lack of power and probably a lack of money to give better guidance, master plans, etc.

MINUTES OF INTERVIEW 2 Will Steadman from the London Legacy Development Corporation (LLDC) 5. August 2014

Will Steadman, Planning Development Manager, LLDC, was engaged in a several important projects and developments along Stratford High Street. AR Can you explain me who was in charge of planning decisions? WS Three organisations tried since 2012 to integrate and prepare planning policy for Stratford High Street, LLTGDC, LLDC to change the situation. The public sector, the London Borough of Newham, didn’t have a particularly strong vision of how change around the Olympic Park might look like, even though change was certain after 2005 when the decision to host the Olympic Games in Stratford was made in 2012. There was strong pressure to change industrial uses around the edges of the Olympic site to housing. And the reason Stratford High Street has ended up looking as it does, with the form and typologies and buildings it has, is the the lack of a strong vision for Stratford High Street. These are highly speculative, market developments, that are density- and profit-driven. The result is an unusual and not particularly successful street condition. AR What you think are the biggest issues in terms of the public realm? I think that the public authorities see Stratford High Street as a main key traffic corridor rather than a as place. But the place needs to perform if you have so many people and sites where people have to live and work. The existing ‘vision’ for the area says that it is mixed-use land and development, and that is as far as the vision goes.

AR That leads me to the next question, who is responsible to provide a strong vision? WS Three organisations are probably most responsible, one is Newham Council the other is LLDC and the third is Transport for London, including GLA. But the problem we have now is that the existing and previous vision are both weak and there is a great deal of pressure for more housing and planning applications started to be made. Nobody could guide these applications because there was nothing written down to guide investors and developers to create a successful area. The planning system in England and London is really market-led and planning is regarded as a necessary [rather than a desired] intervention compared to other European countries where governments have take a stronger leading position. AR Is this the reason why planning seems to be often one step behind and fails to make successful decisions? WS Yes that is a big problem and we try to change that by creating development briefs which have to be related to the London Plan and the borough’s Core Strategy. The developers can see and agree or disagree with this kind of planning brief vision, but they get a clear idea of what the authority wants. But the problem is that planning briefs are just guides and maintain an English flexibility. If developers wants to challenge the brief they can, but these still provide some evidence and establish a basis for the form of the development.

MINUTES OF INTERVIEW 3 With Jennifer Currier and Ben Hull from Newham Council planning department. 18. August 2014

AR How was the Newham’s Core Strategy and master plan in 2013 created?

recognised the need to change this attitude and provide more planning guidance for the area and to solve its failures.

JC/BH It was mainly a collaboration by a stakeholder group together with Newham council, LTGDC, GLA and Olympic Development Authority. There was a lot of discussion about how to engage with local authorities and it was the Newham regeneration and policy team that was involved. Since 2001 the LLDC is the main lead with powers, but its policies are based on local plans and policies made by the five different boroughs that surround the Olympic Park. Newham council has a duty to help or consult.

AR It seems to me that everyone agrees there is a strong need for a vision but what we see at Stratford High Street are newly rebuilt junctions, segregated cycle super highways and railings - bad design and new failures that will last for the next 30 years?

AR Did another masterplan or vision exist before the 2013 masterplan was created? JC/BH No there was no vision formulated and the Core Strategy 2013 (adopted 2011) is the only existing masterplan for Stratford High Street area. So basically a lot of planning applications came in (mostly between 2003-2007) before the strategy and ‘vision’ was set up.

Newham council was long way behind this development dynamic and had no experience with such big development and growth. There was also an attitude of self-regulation and preference for a flexible market that had been adopted at all political levels. By 2011 Newham council

JC/BH Yes that’s true in terms of Stratford High Street. TfL has the power and the duties and they can do almost whatever they want. But it is an example of how complex planning in London is and how many departments are involved. TfL also has the design lead for the public realm, in front of all the buildings right along the street. TfL is under the umbrella of Mayor Boris Johnson and their main job is to keep traffic moving, so that’s a concern when it comes to creating and managing the public realm. But to be fair some issues are not easy to solve, for example the underground services do not allow a boulevard with trees and that’s the reason why we see just a few pockets of trees. AR And why can’t you move underground services? JC/BH It’s just too expensive and Stratford High Street is still seen as a main traffic corridor.

AR Is this the reason why Newham council pays more attention to neighbourhoods than to the High Street because Newham canâ&#x20AC;&#x2122;t influence the zone controlled by TfL? JC/BH Yes that is the reason, amongst others. But we know for example that Stratford High Street has just one quarter of the traffic of the Champs Elysees in Paris. In other words, we could have a High Street, with as high a level of traffic, that was as successful as the Champs Elysees. AR Current statistics shows car-ownership and miles per car-owner is decreasing. This evidence is the best argument to change planning behaviour, isnâ&#x20AC;&#x2122;t it? JC/BH Yes. TfL took some lanes out and replaced it with cycle highways or bus lanes. We also think that a reduction in car domination could be pushed forward. But Newham still has the political appetite to support cars. It is motivated to keep successful residents who can afford a car and wants them to continue to live in the borough, because Newham needs, like every other borough, economically successful taxpayers. Everything that threatens cars (reductions in parking, etc.) will not be supported by the councillors.