ST. MICHAEL'S HILL HIGH KINGSDOWN - Outline Streetscape Improvements
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ST. MICHAEL’S HILL HIGH KINGSDOWN Outline Streetscape Improvements
This report was prepared by Hamilton-Baillie Associates Ltd August 2011 For High Kingsdown Residents’ Association With support from Bristol City Council Neighbourhood Partnership Wellbeing Fund Dean House 94 Whiteladies Road Bristol BS8 2QX Tel: 0117 9114221 www.hamilton-baillie.co.uk Contents Introduction 1 Context 2 Traffic and pedestrian survey 3 Traffic Counts 4 Pedestrian movement 5 Design Principles 6 Specific Measures 7 An overview 8 The Core 9 Visualisation 1. Paul Street and the narrow section 10 Visualisation 2.The Co-op Square 11 Conclusions and Recommendations 12 Maps based on originals reproduced from Ordnance Survey © Crown Copyright and database right 2011. Ordnance Survey 100023406
Outline Streetscape Improvements
Introduction
Streets make up the majority of a community’s design based on low-speed, continuous flow traffic
public space. Most urban streets serve a multitude movement with greater emphasis on pedestrian
of purposes. In addition to serving as spaces for activity are opening up new opportunities for
movement and traffic, they provide the forum rethinking key streetscapes. The concept of shared
for the everyday activities of shopping and trade, space is now established as an appropriate set of
restaurants and cafes, and all the opportunities for principles for complex, mixed use streets.
the minor encounters, exchanges and interaction
This report explores potential improvements for
that define social life.
the busy space that forms the heart of the High
Our priorities and policies for streets are going Kingsdown community in North Bristol. It seeks
through a period of rapid change. The rise of out- to introduce an approach to reconciling the need
of-town shopping and internet trade are putting for traffic movement, parking and circulation whilst
pressure on high streets and local centres.The need making better use of the spaces and activities that
to attract activity and retain pedestrian presence give this particular area a strong sense of place. It is
is becoming more urgent. Local centres will only intended to help achieve a broad consensus on an
succeed if they can retain distinctive qualities that appropriate way forward for the City Council, for
are not available elsewhere. the local residents and traders, and for all the local
interested organisations such as the University and
Approaches to street design and the management
Hospital.
of urban traffic is also changing. The publication
of The Manual for Streets in 2010 signalled a The report was made possible through a small
fundamental shift away from the segregation of grant from Bristol City Council’s Neighbourhood
traffic and pedestrians towards closer integration of Wellbeing Fund, and was commissioned by the
movement with other social activities. In mainland local High Kingsdown Residents’ Association with
Europe and in the UK, new examples of street the support of several similar local groups.
High Kingsdown
Context
The area selected for study consists of the street
known as St. Michael’s Hill extending from the
junction with Tyndall’s Park Road in the north
to Tyndall Avenue to the south, a length of
approximately 600 metres. The area serves as as
the join between the Victorian streets of Eastern
Clifton and the Georgian and modern mix of High
Kingsdown. The varying widths and building lines
stem from an earlier road widening aspiration,
and the surroundings include an eclectic mix of
larger institutional building associated with Bristol
University and the Bristol Royal Infirmary Hospital.
The narrow section between the junctions with
Paul Street and Clarence Place contrasts with the
generous width associated with the Co-op and the
small shops and cafes facing it.
The high number of students and schoolchildren
walking and bicycling through High Kingsdown
help sustain a rich mix of shops and bars. These
appear to thrive despite, rather than because of, the
incoherent parking, street furniture and highway
markings. The latter emphasise the linear highway
characteristics, generating an uncomfortable
relationship between traffic and other activities.
Outline Streetscape Improvements
Traffic and pedestrian survey
With the help of local residents, a detailed survey are also reports of inappropriate speeds on the
of traffic and pedestrian flows was carried out on approach to the narrow section from the south,
Tuesday, June 21st, covering mid-morning as well probably exacerbated by the unnecessarily wide
as the rush-hour periods (8-9 am, 11-12 am, and carriageway that characterizes the top of St.
5-6 pm). This helped build a picture of movement Michael’s Hill. Although the accident records
patterns, with the counts covering types of motor for the past three years are not particularly
vehicles as well as bicycles. severe, of the four reported injury accidents
of the past four years, two are associated with
The count indicates two-way traffic volumes of
speed. One cyclist injury was associated with
between 700 vehicles per hour (vph) at peak hours
the parking arrangement outside the Coop, and
and 400 off-peak, with a pronounced north-bound
one pedestrian was hurt after stepping into the
emphasis in the evening period. Such volumes are
carriageway from the very narrow pavement.
relatively low for comparable high streets, where
flows of 1,000 - 1,500 are typical.
By contrast, pedestrian flows are high, peaking at
around 550 per hour and maintaining at 270 per
hour off-peak.The survey was able to record street
crossing patterns as well as flows. Around half such
crossings take place at the narrow section around
the zebra crossing, with a higher proportion
using the formal crossing at peak traffic periods.
Pedestrian crossing movements generally display
a familiar diagonal pattern, with “desire lines”
focused around key shops and intersections.
The set-back frontage of the Co-op supermarket
represents the dominant “attractor” for pedestrian
flows. Pedestrian patterns in front of the Co-op
are confused as a result of the unbroken line of
perpendicular parking fronting the store. The
awkward location of the parking spaces leaves
a very narrow and congested passageway for
pedestrians immediately outside the shop, with
some pedestrians choosing to walk behind the
park cars next to the carriageway.
The existing pavements are strikingly narrow for
such high volumes of pedestrians. This is especially
the case around the existing zebra crossing, and
where businesses such as the fruit shop and
flower shop display goods on the pavement.
The inadequacy of the current arrangements
us particularly striking on occasions when large
numbers of school children or students come
through the area.
No information on speeds was recorded.
Observations suggest speeds are generally low,
although approach speeds from the north are
sometimes inappropriately high, faciltated by the
predominance of the centre line markings. There
High Kingsdown
Traffic counts
FROM TO CARS CYCLES M’BIKES LGVs HGVs BUSES TOTAL
North South 327 38 7 32 5 9 380
South North 291 13 3 31 5 8 338
8.00 - 9.00 am
380
338
FROM TO CARS CYCLES M’BIKES LGVs HGVs BUSES TOTAL
North South 131 8 2 27 7 10 177
South North 155 5 1 30 4 5 195
11.00 - 12.00 am
177
195
FROM TO CARS CYCLES M’BIKES LGVs HGVs BUSES TOTAL
North South 254 22 5 15 1 7 282
South North 390 42 9 15 0 4 418
5.00 - 6.00 pm
282
418
Outline Streetscape Improvements
Pedestrian movement
CO-OP SIDE WEST SIDE TOTAL FLOWS X’ING @ ZEBRA X’ING ELSEWHERE
309 230 539 114 53
8.00 - 9.00 am
309
230
CO-OP SIDE WEST SIDE TOTAL FLOWS X’ING @ ZEBRA X’ING ELSEWHERE
131 139 270 97 73
11.00 - 12.00 am
131
139
CO-OP SIDE WEST SIDE TOTAL FLOWS X’ING @ ZEBRA X’ING ELSEWHERE
355 222 577 142 12
5.00 - 6.00 pm
355
222
High Kingsdown
Design principles
Our design recommendations draw on careful
analysis and observation of the specific context of
High Kingsdown.The buildings and their relationship
to the street, the activities they generate, and the
patterns of movement throughout the day create a
unique set of circumstances. Our approach involves
emphasizing these characteristics to create a
distinctive and convivial sequence of spaces that
reconcile the need for vehicular movement with
the qualities of place.
The sketch proposals are informed by the growing
number of examples of high streets and urban
spaces that apply the principles of shared space to
create low-speed, free-flowing traffic movements
whilst maximising the opportunities for trade and
social interaction. Many of these ideas are covered
by the government’s new streetscape policy, Manual
for Streets 2. The most important design principles
include:
• The removal of road markings and
especially centre lines
• Clear transition spaces to mark either
Exhibition Road, Kensington
end of the scheme
• Reduced visual carriageway widths whilst
permitting uninterrupted low-speed two-
way flows
• Clearly identifying parking spaces away
from pedestrian flows to optimise use of
street space
• Emphasizing connections between
buildings and the streetscape to inform
drivers and highlight gathering points
• Highlighting narrow areas and crossing Petersfield High Street, Hampshire
points through use of paving and kerbs
• Articulating and enlivening spaces
through supplementary non-highway
lighting at lower levels
Many of these elements are evident in successful
shared space schemes across the UK and
mainland Europe, where day-to-day traffic is fully
integrated into the spatial qualities of the street
and the activities it supports. The measures
deliberately contrast with the linear, standardised
and anonymous characteristics of the highway, to
Wolvega, Friesland, NL
create a legible and distinctive streetscape.
Outline Streetscape Improvements
Specific measures
Our proposals are based on a design speed of 15-18
mph for the 600 metre stretch. Much of the traffic
already moves at around this speed, but interrupted
by the zebra crossing. All road markings would be
removed, and a simple low-cost paving language
introduced which might combine applied surface
finishes, sparsely used setts, or variations in asphalt
colour and texture.
A constant carriageway width of 5.5-6 metres
would be defined, visually reduced by a low kerb
detail and narrowing strips of around 500 mm.
Space thus saved would allow additional parking in
key locations to maintain existing provision.
Informal courtesy crossings replace the existing
zebra, with a clear crossing opposite the Co-op
entrance. Some new parking bays could be created
against the blank north wall of the Co-op. This
allows a distinct “square” to be created around the
Co-op, with additional display or loading space for
the shops opposite.
At key gathering points at junctions, simple
placemaking would encourage cafes to extend
Centre line markings emphasise highway linearity
outdoors, creating a sequence of clear spaces.
Pedestrian desire line behind cars parked in front of Coop Existing carriageways unnecessarily wide in places
Wide sweeping geometry at existing junctions Existing pavements inappropriately narrow
High Kingsdown
An overview
Highway language ends at
transition point of Tyndalls’s
Park Road junction
AD
RO
RK
PA
L ’S
AL
D
TY
N Additional parking against
north wall of Co-op building
E
AC
Courtesy crossing PL
CE
on main desire line AR
EN
CL
to Co-op entrance
Narrow section with 5.5 - 6
m. actual carriageway with
Additional space
0.5 m. channels each side
for cafe seating
and display, or
loading / parking
ET
RE
ST
UL
PA
S
LA
IL
V
RY
BU
H
IG
H
AD
RO
T LE
YR
M
RK
PA
L ’S
Additional parking with AE
I CH
. M
slightly repositioned bus stop ST
UE
EN
AV
A LL
ND
TY
Outline Streetscape Improvements
The core ul
ts
Va
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g hb
Hi
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Co E
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High Kingsdown
Paul Street and the narrow section
10Outline Streetscape Improvements
The Co-op Square
11High Kingsdown
Conclusions and Recommendations
St. Michael’s Hill and High Kingsdown represents The sketch plans and outline principles are also
the living room of a thriving, densely populated consistent with the emerging masterplan for the
and diverse community with committed local University of Bristol and its long term goals for
organisations. It provides the shop front for a enhancing the streets and public spaces around
range of small-scale businesses, a lobby space for its principle buildings. The realignment of space
the University, and a set of meeting places for the and low-speed design principles could significantly
many routes that converge on this key stretch of benefit shops and businesses in the area, especially
streetscape. those capable of spilling out into the street.
Until now little coherent attention has been given The proposals provide a scheme which is broadly
to the streetscape as a whole.The existing highway parking-neutral, providing the potential for a minor
configuration dates back to a bygone era of road increase in on-street spaces. It allows local traders
widening and segregation with an emphasis on to decide over time how best to use limited
speed and traffic capacity. It is uncomfortable for street space, and provides flexibility for different
pedestrians and cyclists, and limiting for the fragile circumstances, times of day and seasons.
small shops that depend on the passing footfall.
Considerable additional work will be necessary
These very sketchy outline plans are intended to to explore appropriate materials and to work
suggest an appropriate direction for planning the up the plans in more detail. The scheme does
longer-term future to allow the area to thrive not rely on expensive paving materials, and
and develop without limiting the highway capacity. could be implemented in phases as resources
Initial meetings with Bristol City Council Highways and opportunities present themselves. For now,
& Transportation officers suggest there are no this report should be reviewed by the interested
insurmountable legislative or policy barriers to community groups and local traders, before
adopting such an approach. The principles can consideration by Bristol City Council in advance
immediately inform future maintenance work. of future fund assembly and detailed planning.
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