Practical Steps

Better
Streets

Better Streets

Better Streets
Mayors foreword
A huge network of streets, paths, passages,
broadways, squares and other paved spaces
connect London. This network is the glue
that holds places together. These spaces
range from major through roads to local
high streets, from big transport interchanges
to local station approaches, and from
historic squares to hidden and sometimes
forgotten nooks and crannies.
As Mayor of London I am determined to
deliver the benefits associated with well
designed public space and consequently
I am proposing a series of bespoke
initiatives to do just that. I recognise that
the involvement of Londons boroughs and
the engagement of local communities are
vital to the successful formation of vibrant,
loved spaces within our great city.
I am focussing more than 180 million over
the next three years on improving Londons
streets. I have also launched the Great Spaces
initiative which will support the revitalisation
of the capitals unique network of public
spaces, and celebrate how London is
transforming its streets, squares, parks and
riverside walks into places people will want
to use and enjoy all year round. We have
launched the Great Spaces Design Support
programme and have asked Design for
London and the London Development Agency
to work closely with Londons boroughs and
Transport for London on this major initiative
that will drive up quality, celebrate success,
and help make London a better place. I have

also announced the Mayors Great Spaces

Awards programme in order to recognise
the most successful projects.
This document on streets is one of a small
number of practical guides that are intended
to help make the vision for great spaces
a reality. In it I set out how we can create
better streets and propose a series of
actions to deliver them. A complementary
document will set out proposals for parks,
riversides and other, softer public spaces.
Both documents flow from the manifesto
for public space I have issued: Londons
Great Outdoors.
London has great outdoor places for us all
to share. Achieving bold improvements to its
streets is one of my big priorities as Mayor.
My ambition is to revitalise all aspects of
public space to make a big difference to
Londoners quality of life. The actions for
better streets I want to see will encourage
people to walk and cycle; they will breathe
life into densely populated areas and
provide inspiring places where people
will want to linger.

Boris Johnson
Mayor of London
November 2009

Better Streets

What makes
a street great?

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

As the great writer on cities, Jane Jacobs1,

pointed out, cities are not neatly organised
places or more to the point, as she would
have said, they are such very complex
organisations that they often defy attempts
to understand the organisational principles
on which they work. Despite good historic
planning, most recent attempts by planners
and politicians to make cities work in
neat and simple ways have ended up only
diminishing their vitality.
In the post-war years, engineers and
planners set out to make bold changes
to the way we use our streets and
public spaces by making a radical
separation between space given to motor
vehicles and that available to pedestrians
and other users. Huge urban motorways
were to carry traffic speedily through London
and those on foot would be confined to
pedestrianised gantries, subways and malls.
Of course it was never going to work. The
protests were too loud and the money ran
out. But, more importantly, the plan failed
to recognise the complexity of human
interaction, the very heart of what makes
London great. People do not move about
like water inside pipes, the hot water
always separated from the cold. They mix.
Though the plan was never fully
implemented, it left a legacy of thought
that segregation was the way ahead. This
was bolstered by a strengthening view that
road safety would be improved if people
were kept away from cars. The difficulty has
been that the number of cars kept growing,
while opportunities to create new roads were

extremely limited and not popular with

Londoners either. Without the addition of
any new roads the space given to increasing
numbers of motor vehicles left very
little over for anyone else. Helping the cars
and lorries get through the city became
the key aim of highways engineers at the
expense of other users.
The Mayor realises that there is a need
for cars, buses and lorries and is
committed to smoothing traffic flow in
London and to building on the very good
road safety record the capital has achieved.
But he also understands that Londons
streets have a greater role than simply
catering for vehicular movement and he
is aware that some of our established
methods of designing streets have led
to a deterioration in the quality of our
public realm. For example:
_

We have filled our streets with clutter,

obstacles and barriers, many of them
poorly maintained often nobody can
remember why they were put in in the
first place.

We have installed a huge number of

traffic signals; these are often more than
are needed for efficiently dealing with
traffic, and encourage drivers to focus
their attention on the lights rather
than on the pedestrians, cyclists and
other road users.

We have marginalised pedestrians on

often poorly maintained footways and
made it difficult for them to cross
the road.

We have provided wide and straight

carriageways and junctions to allow for
generous stopping distances and ensure
long driver sight lines, often squeezing
other street users into small spaces or
asking them to deviate greatly from their
own desire lines.
1

02

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

03

Better Streets

Along the way we have also lost our pride in

the quality and look of our city. As a nation,
we spend a fortune making our homes our
private spaces look and feel great. Yet we
often cannot find even modest sums needed
to use high quality materials on our streets
and if we do we frequently fail to find the
cash to maintain them.
To make Londons streets great again, we
need to find a new working balance between
the different users they cater to. We need
to re-dedicate ourselves to being a
capital where our streets are distinguished
by good quality, sustainable materials and
high levels of craftsmanship, and not merely
for flagship schemes. We also need to
recognise that in certain circumstances
it will be appropriate to build some new
streets and additional road capacity,
especially if population growth continues
at its current rate: as and when we do,
they must be great streets.
And we need to achieve these things
without compromising road safety or
bringing traffic to a standstill. This
challenge can only be managed through
the concentrated and aligned efforts of
the mayoral agencies and the boroughs.

Better
balanced streets
London has its exemplar streetscape
improvement projects, but there is much we
can do to build on them and to learn from
others. In Germany, Denmark, Switzerland,
the Netherlands and parts of the United
04

Kingdom, a new approach to the design of

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

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

A better balanced street is one that pays

respect to the competing needs of all
users. So, if there are a significant numbers
of users other than motor vehicles, such as
pedestrians, market stall owners, cyclists,
or even performing artists, the street, as
a public resource, is balanced through its
design and management to optimise the
way it meets the needs of all these
different users as well as motorists. A
motorway is entirely for motor vehicles
and it is right that all space and priority
should be given to them. A place like
Covent Garden, by contrast, is a thoroughly
mixed space, with vehicles, pedestrians
and all sorts of other users. It requires
a very different approach. This illustrates
the importance of understanding context
to achieving good street design.
In an urban area with high levels of
competing demand from different classes
of road users, a well designed street that
balances the needs of its various users
will normally have the minimal amount
of visual clutter and obstacles, will use
good quality durable materials and, most
importantly, will encourage a degree of
negotiation between different road users
as they make their way through it.
Consequently there will be few, if any,
05

Better Streets

traffic lights, while formal crossings will

tend to be understated. In some cases
it may be appropriate to remove the
traditional demarcator between footway
and carriageway, but each improvement
must be designed with local conditions
and context very much in mind. The Mayor
is not seeking to impose a single template
on London but to encourage improvements
that respect the wide diversity of Londons
many parts.
Emerging evidence2 shows that not only
do better balanced streets make for more
humane interaction in our cities, but they
can also support a revitalisation of trade
and contribute to a reduction in accidents,
(although in each location these must
always be carefully monitored). It is possible
to redress the balance in our public
spaces by simple measures that encourage
responsibility and respect between road
users. Such spaces are likely to be more
civilised, more beautiful, and, although
capital investment is required to create
them, they are often cheaper to maintain
in the long term.

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

06

major public space projects will transform

neighbourhoods. In these circumstances,
we should look to achieve inspirational
and lasting designs commissioned openly
from some of the most talented designers
in Britain and the world. In many cases,
however, street design should not draw
attention to itself. It should be based
on simple and robust principles which
reflect the characteristics of London and
its neighbourhoods.
1_Understand function
A clear understanding of the function of
a particular street and a brief that
articulates this is one of the fundamentals
of creating great streets. The improvements
need to reflect whether the street is
primarily a retail high street, a residential
road, a place for cultural activity, a busy
through route, or something else; the
more capable the street is of bearing
heavy pedestrian use, the more appropriate
the removal of segregation measures
is likely to be.
2_Imagine a blank canvas
It will not always be possible or even
necessary to redesign an existing street from
scratch; many projects will involve taking
what exists and seeking to improve it. But
it is nonetheless always worth imagining
the space as a blank canvas, challenging
each of its existing features as to whether it
really needs to be preserved. Every feature
that remains or is replaced should be
carefully justified, and care should be
taken to minimise the clutter of lighting,
signage and materials.

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

3_Decide the degree of separation

Within the constraints of the streets
functions, segregation of road users should
be avoided wherever possible and only
introduced where it is clearly essential
for safety or other functional reasons. That
people can act responsibly and can take
reasonable risks should be recognised.
4_Reflect character
Most London streets have an historic
character of their own: Victorian, 1920s,
post-war, boomtime yuppie. The design of
the street should reflect that character,
not through slavish pastiche but through
recognition that the street is the foreground
to the buildings on it and that the buildings
frame the street. A one-size-fits-all
design manual approach that produces
the same outcome in all locations is
unlikely to be appropriate.
5_Go for quality
Materials should be used in a consistent
way and should be of the highest quality
and durability that can be afforded. The life
of a public realm project is long-term and
the choice of materials should reflect the
fact that good quality materials often last
very much longer, while still looking good,
and are less expensive to maintain than
cheaper, less durable alternatives. Good
workmanship, and attention to detail and
finishes can make all the difference.

is to complement the one and facilitate

the other, not to make a loud statement.
It is also important to remember that
the quality of a public space is not only
dependent upon the street itself, but also
on the design and attributes of adjacent
properties and frontages. For example,
security shutters on shop fronts can create
a fortress environment where a street
becomes an unfriendly and hostile place.
It is essential that traffic engineers and
planners work together to ensure a
comprehensive approach to developing
high quality public spaces.
Better spaces can be created on a
range of different spatial scales, from
internationally significant projects such
as Trafalgar Square at one end, to the
improvement of a local parade of shops
at the other. Indeed, it is often these
local schemes that will have the greatest
impact on the quality of life of people
living and working in London.

6_Avoid over-elaboration
A street is almost by definition a stage or
backdrop for human interaction. It should
not compete with the activity it is intended
to host. Over-elaborate design is rarely
impressive over the longer term. Great
streets are created by the buildings and
trees that frame them and the activities they
contain. The purpose of street improvements

07

Better Streets

Taking a staged
approach
Not all of Londons highways authorities
will want, or have the resources available,
to transform local streets completely, but
there are many things that can be done to
improve them in the course of routine
maintenance, or small-scale improvements.
These can be very cheap to implement from
an engineering point of view and can be
carried out quickly. They can nonetheless
achieve substantial improvements without
requiring extensive consultation design and
procurement processes.
Building review and improvement into the
routine maintenance procedure may require
a change in culture for many designers
and engineers as well as for contractors.
Rather than simply replacing damaged signs
or bollards, the more fundamental question
of whether they are needed at all should be
asked to facilitate their potential removal
and hence tidy up Londons streets. This also
applies to non-functional items, for instance,
commemorative works and public art, which
should be significant and relevant to their
location and community.
Below is a list of suggested interventions
of increasing complexity and cost that
highways authorities can take to improve
their streets. All highways authorities in
London should be able to adopt the
practices suggested in the earlier, less
complex items. Highways authorities with
the necessary resources and aspirations
will want to adopt the whole list.
1_Tidy up
Get rid of unnecessary road markings and
bits of kit that are easy to lift and remove.

08

For example, consider removing Give

Way lines and central white lines on more
minor roads. These markings are not a
legal requirement. Remove things such as
unwanted or broken seats where removal
is simple and will not damage the footway
or repair them where appropriate.
2_ Declutter
More thoroughly, justify, each piece of
equipment and obstruction with a
presumption that it should be removed unless
there is a clear case for retention. Look
particularly carefully at the need for signs,
posts, guard rails, bollards and road markings.
If Give Way signs at minor junctions are
removed then consideration to removing
the associated road markings may also
be given.
3_Relocate/merge functions
Make the remaining street features and
equipment work together, maybe putting
multiple signs on poles, private boundary
walls, railings or buildings when possible
or installing a furniture zone in preference
to scattering objects across the pavement
width. This zone would normally be located
at the front of the pavement, nearer the
carriageway, leaving an unimpaired walking
space nearer the buildings. When relighting,
consideration should be given to attaching
lighting to adjoining buildings or if traffic
signals can be remounted onto the new
lighting-columns, thus reducing the need for
yet another pole. There is also scope for
adding well thought out features. For example,
carefully sited, easily maintained seats can
facilitate vitality and interaction in a street..
4_Re-think traffic
management options
Consider how pedestrians, cars and cyclists
use the area and rebalance priorities.
This might mean, for example, eliminating
some traffic signals, removing redundant

carriageway width and providing more

generous pavements, creating indirect
driving lines, or reverting to traditional
two-way roads where practical. The impact
of such changes on the way the road
network functions would need to be
evaluated. When properly considered
and justified these types of interventions
can provide real opportunities to civilise
Londons streets.
5_Recreate the street
Totally remodel the space creating a very
different place. For example, make it into a
shared surface, one of the most ambitious
interventions available. To create shared
surfaces kerbs may be removed as well
as most forms of delineation between
carriageway and pedestrian areas. This
type of approach is likely to be appropriate
in very carefully chosen locations. It should
be very well designed, with the aid of
extensive consultation, and carefully
implemented with consideration to the
needs of all users. High quality materials
and craftsmanship are essential.

Better processes
The Mayors strategy is broader than simply
implementing a select number of major
schemes and initiatives and it recognises
the need to improve processes in order to
achieve the best possible design solutions.
TfL and the LDA will review their project
processes to ensure excellent design input,
utilising design reviews and design advice
from Design for London where possible and
encouraging the boroughs to do the same.
The Mayor is also keen for all parties to
explore opportunities to identify public art
opportunities, which can be an integral part
of engagement with the general public.
Improving project briefing and allowing for
challenging review will need to be part of
the process to stimulate good results. User
friendly guidance, which is up-to-date and
built on research into new ways of doing
things as well as best practice, will need
to play a key part in the process of making
better streets.

The Mayor is encouraging his staff at

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

09

Better Streets

Acton Town Square

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

Research and
monitoring

Training and
capacity building

There are many locations across the capital

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

This strategy is broader than simply

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

The needs of people with disabilities should

be taken into account when designing
better streets. Whilst the removal of kerbs
improves conditions for wheelchair users,
it also raises concerns about how blind
and partially sighted people can navigate
such streets. TfL is working with University
College London on a research project to
assess the effectiveness of various design
treatments taking account of the needs of
people with a wide range of disabilities.
Finally, TfL and the boroughs are also
working with the Department for Transport
to review of the current Traffic Signs
Regulations and are pressing for a
reduction in the requirement for traffic
signs and for a review of the need for
signs to be illuminated.

10

Organisations responsible for the design and

management of streets should consider what
skills and knowledge they need to create
better streets. UDL and TfL are available to
offer advice. They should check that they
have enough of these skills available to
support their work programme, and ensure,
through training and recruitment, that they
develop and maintain these required skills.
Design teams from TfL and at Design
for London are already working to offer
a regional design resource to boroughs
and others. Design for London is actively
involved in public realm design quality
through a range of project delivery focused
programmes including the Green Grid and
the Mayors Great Spaces Design Support
programme, and other creative initiatives,
such as Light London.

11

Better Streets

Where will the

money come from?

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

Funding for better streets across the capital

will need to come from a variety of sources.
The various sources of funding currently
available and how they are expected to change
in the next few years are detailed below.
Borough funding
The boroughs invest in the public realm
through their highways improvement and
maintenance budgets. These budgets vary
in size significantly, with the central London
boroughs traditionally being able to invest
more in this area than some of their
counterparts in outer London. There is
scope to improve the effectiveness of the
use of these budgets and to try to ensure
that the layered approach set out in this
document is applied to this work, with more
attention paid to tidying up and decluttering
which can also help to reduce the longterm pressure on maintenance budgets.
Transport for London
TfLs budget for London boroughs (for their
Local Implementation Plans or LIPs) has
now been confirmed for the next three years
and the table below sets out the detail of
the allocations:
2010/
11
Maintenance
Corridors
Neighbourhoods
Smarter Travel
Major Schemes
Signals
Total

12

22.3
51.7
36.3
12.9
24.0
7.8
155.0

2011/
12
22.3
50.0
30.3
13.3
26.0
8.1
150.0

2012/
13
22.5
50.0
30.3
13.5
28.0
5.7
150.0

Most of the public realm/shared space

projects have in the past been funded
through the Major Scheme programme
(formerly the Area Based Scheme (ABS)
system). The budget for this programme
has been circa 18 million per annum and
the Mayor has agreed to increase investment
in this area over the next three years.
Specifically, this will mean 24 million
investment in 2010/11, 26 million in
2011/12 and 28 million in 2012/13.
In addition, in the future all TfL and LIP
funded borough schemes over 2 million in
value will be subject to an informal design
review within TfL to ensure that they meet
the Mayors aspirations. This is not intended
to be an additional bureaucratic process,
merely advice on how to ensure the
principles set out in this document can be
applied to the Major Schemes implemented
across the capital.
Other LIP programme budgets (such as
cycling, walking, road safety and bus
priority) have now been merged into Corridors
and Neighbourhoods, providing greater
opportunity for boroughs to develop good
quality schemes appropriate to the local area.
TfL also have a budget for maintenance
and improvement works on the Transport
for London Road Network (TLRN). The
maintenance budget, which is allocated on
the basis of condition survey information,
is 35 million this financial year (2009/10).
Some of this is being used to fund the
programme to remove 60 km of guard
railing across the TLRN.
London Development Agency
The LDA is investing 14 million in large
public realm projects before 2012 and more
is planned for other projects to be delivered

13

Better Streets

over a longer period. In addition, Design for

London at the LDA has developed the
Great Spaces initiative on behalf of the
Mayor. 200,000 is available in technical
support, with the potential for more
investment to follow for successful schemes.
The LDA is also reviewing, with TfL, its
capital programme looking at prioritisation,
in recognition of the proven regenerative
effect that investment in the public realm
can bring.
New developments
There are a number of schemes being
developed across the capital where
significant investment in new public realm
has been negotiated as part of the planning
process. This includes new public spaces
within the developments themselves and
improvements to existing highways and parks.
However, in the current economic climate it
is recognised that new income from planning
agreements will be limited and the first call
on such income for office development sites
in the Central Activities Zone and in the Isle
of Dogs will be for Crossrail.
By using his role in the statutory planning
process the Mayor and his agencies will
ensure high quality public realm is integral
to all major developments.

projects. In London certain boroughs receive

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

Kensington High Street

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

European Union
TfL funds the London European Partnership
for Transport (LEPT), which is now
administered by London Councils. This identifies
various European funding sources and seeks
match funding commitments from other
partners. To date this has largely focused on
smarter travel initiatives and we will discuss
with London Councils the potential to expand
the scope of this partnership to cover more
public realm initiatives.
Accelerated Development Zones
This is a new initiative that the Government
is trialling where additional funding may be
available from the Government on the basis
of future business rate income. The following
boroughs have expressed an interest in
this: Barnet, Croydon, Haringey Lambeth,
Southwark and Wandsworth. Some of the
projects they are seeking funding for include
new and improved public realm.

Homes and Communities Agency

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

14

15

Better Streets

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

16

Schemes that
are secure
Scheme

Target
Delivery
Date

Lead
Delivery
Body

Exhibition
Road

December
2011

The Royal Borough of Kensington and Chelsea and

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

Royal
Borough of
Kensington
and Chelsea.
Westminster
City Council

Oxford
Circus

November
2009

Westminster City Council and the New West End Company

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

Westminster
City Council

Windrush
Square,
Brixton

Spring
2011

The project will create a high quality public space of local,

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

London
Borough of
Lambeth

Aldgate
Gyratory

October
2009

The removal of the Aldgate gyratory, by the Corporation

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

Tishman
Speyer
(private
developer) /
TfL / LDA

17

Scheme

Target
Delivery
Date

Lewisham
Gateway

2012

Great Queen
Street

2009

Lead
Delivery
Body

Scheme

Target
Delivery
Date

The London Borough of Lewisham, the LDA and TfL are

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

TfL /
London
Borough
of Lewisham

Sutton Town
Centre

December
2011

This scheme has been designed and implemented by the

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

London
Borough of
Sutton

Woolwich
Town Centre

Woolwich
New Road
2009

London
Borough of
Greenwich

The Clear Zones Partnership have developed this scheme

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

London
Borough
of Camden

There are two schemes being implemented by the London

Borough of Greenwich in Woolwich - General Gordon Square
in the town centre and an improved bus interchange next
to the station. The first part of the project was finished in
2008 with Phase 2 is scheduled to be completed by
October 2009. The total cost of these schemes is 8.8 million
with 4.2 million funded from TfL and the remainder from
section 106 and DfT contributions.

Richmond
Town Centre

2010

This scheme has been designed and implemented by

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

London
Borough of
Richmond

Coulsdon
Town Centre

Spring
2010

This scheme has been designed and implemented by the

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

London
Borough of
Croydon

18

General
Gordon Sq
2011

Lead
Delivery
Body

Camden
High Street

March
2010

The scheme has been developed by the London Borough

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

London
Borough of
Camden

Gants Hill

2010

This scheme has been developed by TfL working with the

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

London
Borough of
Redbridge

19

Scheme

Target
Delivery
Date

Lead
Delivery
Body

Scheme

Target
Delivery
Date

Barking
Town Centre

November
2009

TfL is working with the London Borough of Barking and

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

TfL/London
Borough of
Barking and
Dagenham

King Street

2016

This project aims to re-connect residential areas with King

Street by providing a bridge and a new square. The project
will be delivered by a joint venture between the borough
and a private developer. The borough is running an open
competition to appoint a design team for the square.

London
Borough of
Hammersmith
and Fulham

Meridan
Square

2012

London
Borough of
Newham

This project aims to provide a safe, accessible and

functional public space at one of Londons busiest transport
interchanges and an arrival point for millions of visitors
to London. Funding has been secured for the design
and implementation of the square through a Section 106
planning agreement. An open procurement process is
underway to select designers for the square.

London
Borough of
Camden

The project will revitalise and strengthen Stratford town

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

Canning
2011
Town A13
Junction
Improvements

The project aims to remove the dominance of highway

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

London
Borough of
Newham

Park Royal
2010
Southern
Gateway
Station Square

The project will help to provide a sense of place and

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

London
Borough of
Ealing

Kings Cross

20

2013

Lead
Delivery
Body

21

Better Streets

Schemes in
development
Scheme

Realistic
Delivery
Date

Lead
Delivery
Body

Leicester
Square

Spring
2012

This scheme has been developed by Westminster City

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

Westminster
City Council

Bloomsbury

December
2011

The project has been developed by the London Borough of

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

London
Borough of
Camden

Kender
Triangle,
New Cross

TLRN
project
2010
Borough
project
2011

This scheme has been developed by TfL and the London

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

TfL/London
Borough of
Lewisham

High Street
2012

2012

High Street 2012 aims to improve and celebrate the

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

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

This project is a coordinated programme of works to

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

London
Borough of
Southwark

Bankside
Urban Forest

22

20112013

Scheme

Realistic
Delivery
Date

Lead
Delivery
Body

St Giles Circus 2017

The London Borough of Camden and TfL are working

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

London
Borough of
Camden/TfL

Greenford
Town Centre

This scheme has been developed by the London Borough

of Ealing and is a town centre improvement scheme costs
1.5 million, with a contribution of 1.2 million from TfL.
Most of the works should be complete this financial year.

London
Borough of
Ealing

Dalston Open March 2010

Spaces

The LDA is working with the London Borough of Hackney

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

London
Borough of
Hackney/
LDA

Highbury
Corner
Highbury
Fields

2011

The project is to design and deliver a new public square

in front of Highbury and Islington station, remodelling the
gyratory, improve the southern section of Highbury Fields
to complement the changes to the Corner. It will retain
and improve the ecological values of the area by enhancing
the Fields. The London Borough of Islington has secured
a large part of the funding to implement this project. The
first phase of the project will be on site in early 2010.

London
Borough of
Islington

Tolworth
Broadway

2011

The project aims to make a thriving, distinctive, attractive

and better connected district centre with a range of facilities
for local residents by providing a world class public realm
that will adverse the effects of traffic on the Broadway. The
Royal Borough of Kingston upon Thames has appointed a
design team following on from an open competition. Funding
for the first phase has been secured through TfLs ABS.

Royal
Borough of
Kingston
upon Thames

April 2010

23

Better Streets

Schemes that are

aspirational
Scheme

Realistic
Delivery
Date

Deptford
to New Cross
Links

2011

St Pauls
Environs

Tottenham
Hale

24

2012

2014

Lead
Delivery
Body

Following on from a study that identified key walking and

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

London
Borough of
Lewisham

This project aims to enhance the environment at one of

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

City of
London

The London Borough of Haringey has been working with

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

London
Borough of
Haringey/
LDA/Tfl

Scheme

Realistic
Delivery
Date

Lead
Delivery
Body

Tottenham
High Road
Historic
Corridor

2012

This strategic project is to create a succession of linked

spaces along the old main road from London to Cambridge.
The two priority areas are Tottenham Green, which is
divided by the High Road, and Bruce Grove, a grand avenue
that leads to the castle. The project is at an early stage with
some funding in place. The borough seeks to work with the
LDA/Design for London to develop the project further.

London
Borough of
Haringey

Golders
Green

2020

The project aims to reconnect and revitalise the town

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

London
Borough of
Barnet

Bromley
North Village

2017

The project aims to reconnect the centre high street

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

London
Borough of
Bromley

Wellesley
Road and
Environs

2015

This proposal aims to radically transform a major transport

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

London
Borough of
Croydon

25

Scheme

Realistic
Delivery
Date

Lead
Delivery
Body

Scheme

Realistic
Delivery
Date

Farringdon
Station Area

2020

Kingston
Market Place

2013

In the Farringdon Urban Design Study the area is identified

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

London
Borough of
Islington/
TfL/LDA

Piccadilly
and
Pall Mall

20122014

City of
Westminster

This project is a unique chance to revitalise Kingstons

medieval market place to improve the links from the river
and encourage walking and cycling and the use of public
transport. This project forms part of the boroughs Area
Action Plan.

Royal
Borough of
Kingston
upon Thames

The City of Westminster have started a review to achieve

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

Norwood
2015
Public Realm
Improvements

London
Borough of
Lambeth

Waterloo
Square

20122015

The Housing Intensification Study identifies Norwood as a

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

London
Borough of
Lambeth/
TfL/LDA

Seven Kings
Revival

2017

The project aims to revitalise the area around Seven Kings

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

London
Borough of
Redbridge

The Mayors Opportunity Area Planning Framework for Waterloo

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

The High
Street Life

2020

The project aims to revitalise the high streets to create

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

London
Borough of
Waltham
Forest

Cavendish
Square
Public Realm
Scheme

2020

The purpose of the project is to reconnect the square with

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

City of
Westminster

26

Lead
Delivery
Body

Projects with this label are part of the

Mayors Great Spaces Design Support programme

27

Better Streets

Copyright November 2009 Mayor of London

Graphic design by Studio Myerscough
Photographs
The Cut, Ian Bell
Woolwich, David Grandorge
Acton Town Square, David Grandorge
Old Street, Keith Collie
High Street Kensington, Project Centre

28