Street Design Guide Developer Guidance March 2011 Harvey Emms Director of Strategic Housing, Planning and Transportation

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Contact Information

Pre Application Advice – Development Management Strategic Housing, Planning and Transportation Development Management Civic Centre Newcastle upon Tyne NE1 8PH Telephone (0191) 211 5653 Email: planningcontrol@newcastle.gov.uk Street Design Advice – Transportation Developments Strategic Housing, Planning and Transportation Transportation Development Team Civic Centre Newcastle upon Tyne NE1 8PD Telephone: (0191) 211 6056 Email: td.consultation@newcastle.gov.uk

This information can be made available in large print, Braille, audio and other languages. Please telephone 0191 211 6056 for further information

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Contents

How to use this Guide p. 7 1 Purpose of the Document p. 8 2 Context p. 9 3 Developing Your Planning Application p. 12 Street Types 4 Street Types p. 14 5 Residential Streets p. 18 6 Shared Surface Streets p. 20 7 Home Zones p. 22 Movement 8 Pedestrian Movement p. 26 9 Cycling Provision p. 31 10 Public Transport p. 34 11 Road Safety p. 35 12 Vehicle Access p. 40 13 Car Parking p. 43 14 Public Utilities p. 48 15 Drainage p. 50 16 Landscape Provision within the Highway p. 52 17 Signage p. 56 18 Designing for Community Safety p. 58

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Foreword To achieve its vision for the long term future and well being of the City, the Council will, ‘’improve the quality of life for our people in our communities and play a leading role in the sustainable growth and prosperity of the region.’’ NCC Vision and Values, 2009

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List of Abbreviations DfT Department for Transport IPG Interim Planning Guidance LDF Local Development Framework LPA Local Planning Authority MfS Manual for Street NCC Newcastle City Council PPG Planning Policy Guidance RSS Regional Spatial Strategy TA Transport Assessment TP Travel Plan TS Transport Statement UDP Unitary Development Plan

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Reference Documents Better Streets, Better Places: Delivering Sustainable Residential Environments Department for Communities and Local Government (DCLG) 2003 By Design: Better Places to Live Department of Transport, Local Government and the Regions (DTLR) 2001 Designing Out Crime: Creating Safe and Sustainable Communities Architectural Press 2004 Inclusive Mobility: A Guide to Best Practice on Access to Pedestrian and Transport Infrastructure Department for Transport (DfT) 2002 Traffic Advisory Leaflet 6/02: An Introduction to Inclusive Mobility Department for Transport (DfT) 2002 Manual for Streets Department for Communities and Local Government (DCLG) 2007 New Residential Streets (Planning Advice Note 76) Scottish Executive Development Department 2005 Planning Policy Statement 3 – Housing (PPS3) Department for Communities and Local Government (DCLG) 2006 Safer Places: The Planning System and Crime Prevention Department for Communities and Local Government 2004 Transport in the Urban Environment (TUE) Institute of Highways and Transportation (IHT) 1997 Sight Line: Designing Streets for People with Low Vision Commission for Architecture and the Built Environment 2010

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How to use this Guide This Street Design Guide should be used alongside the following Newcastle City Council

guidance documents in preparing a planning application:

• Pre Application Guidance

• Interim Planning Guidance - Transport Assessments, Travel Plans and Parking

• Design and Construction of Roads and Accesses to Adoptable Standards

• Section 278 Developer Guidance

• Section 38 Developer Guidance

• Designing for Community Safety SPD

• Highway Tree Design Guide

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Section 1 Purpose of the Document This document aims to assist in the delivery of high quality residential and other mixed

developments in Newcastle and should be used alongside other national, regional and

local planning or design guidance.

This Street Design Guide aims to reflect the approach to design set out in the “Manual for

Streets” (DfT 2007, 2010), and to provide local guidance to supplement existing national

guidance.

This Guide is intended for use by developers, design teams and others, to produce

designs that are appropriate to the context, character and location of a development site

and will incorporate quality approved sustainable materials.

This Guide covers the design of the highway in its broadest sense – the space between

private properties which facilitates all public activity, including the circulation and storage of

motorised vehicles.

Designers are encouraged to consider all the components that make up the public realm,

such as lighting, signs, landscaping and the materials used in the creation of streets and

places rather than just roads.

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Section 2 Context This Guide expands on existing polices and contains practical advice on the design of

streets and other areas with high volumes of pedestrian and cyclist activity. Various

planning policy and guidance have a direct influence on this Guide and the development

outcomes for Newcastle. These documents seek to ensure sustainable development

provides choice, inclusive access, is safe and supports our communities.

Streets make up the greater part of the public realm – better designed streets can

contribute significantly to the quality of the built environment. They can also play a key role

in the creation of sustainable, inclusive and mixed communities. Newcastle City Council

(NCC) is committed to creating excellent new places for people to live and work; the

purpose of this Street Design Guide is to achieve this aim in practice.

This Street Design Guide is a key element in delivering high quality residential and mixed

use developments in the city and should be used in the context of other national and local

planning and design guidance. The principles of Manual for Streets (MfS) are reflected in

this Guide, which provides specific guidance.

Designers should consider “streets” not just roads, as well as all the other elements that

make up the public realm – lighting, signs and landscape for example. Designs are

encouraged to incorporate quality sustainable materials that are attractive, require minimal

maintenance, are in-keeping with the local character of the area and meet NCC’s

adoptable standards where appropriate.

Achieving sustainable developments is crucial if the council is to meet its social, economic

and environmental objectives. These relate to sustainability in its widest sense, not just

transport sustainability.

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In making good places, it is essential that highway and transportation matters are

considered at the same time as other aspects of development design. A co-ordinated

approach should:

• Deliver high quality developments that are sustainable and are in-keeping with

the surrounding area;

• Design streets as spaces for people, making sure that all street users are

provided for;

• Provide safe, convenient, direct and easy access to everyday facilities on foot

and by cycle;

• Provide convenient and secure cycle parking;

• Provide safe, convenient, direct and easy access to public transport; whilst

maximising choice for people to be able to make journeys by non-motorised

forms of transport;

• Use appropriate, high quality materials that form an integrated landscape

requiring minimal maintenance;

• Design for community safety;

• Aim to retain or enhance existing landscape and historical features;

• Regulate vehicle speeds to an appropriate level for the development;

• Provide car parking areas that are usable, safe and secure, and can be

managed efficiently without dominating the street scene; and

• Avoid the potential for problems by considering how developments will be used

by residents and their visitors.

To achieve these key objectives, it is necessary to allow flexibility in highway design whilst

maintaining current statutory regulations and levels of road safety. A more flexible

approach also places greater responsibility on the developer to demonstrate that the

proposals will operate safely and sustainably.

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It is essential that sufficient land is reserved in development proposals to create streets

that work.

Any road that is intended to serve more than 700 properties may need to be designed in

accordance with the “Design Manual for Road and Bridges (DMRB)” (DfT) as it is not in

effect, a residential street. However, the principles set out in this Street Design Guide will

still be applicable as the function of the street should be a key consideration in the design

process.

To ensure that there is a clear understanding of the principles set out in this Guide,

designers and developers are advised to have pre-application discussions with Newcastle

City Council at an early stage in the design process. Initial contact should be through

Development Management Officers, who will then bring in other Officers as required.

Reference should be made to the following documents produced by the council when

using this guide:

• Pre Application Guidance

• Interim Planning Guidance – Transport Assessments, Travel Plans and Parking

• Design and Construction of Roads and Accesses to Adoptable Standards

• Section 278 Agreements – Developer Guidance

• Section 38 Agreements – Developer Guidance

• Designing for Community Safety SPD

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Section 3 Developing Your Planning Application It is essential that pre application advice is sought at the earliest opportunity by contacting

Development Management to ensure that the best advice is provided when developing

your proposals. Pre application advice will avoid abortive work being undertaken, save

time and money, whilst enabling discussion of the issues in this document and other

guidance produced by NCC.

The Tyne and Wear validation checklist provides details of the supporting information

required when submitting your planning application. The supporting information enables

the application to be registered and determined. The validation checklist can be found at:

http://www.newcastle.gov.uk/core.nsf/a/npsapplicationsandguidance?opendocument.

This Guide is intended to assist in the design of residential areas that provide safe

movement for all street users. It should be used in the design of streets in the context of

the overall development, ensuring that a holistic approach is taken to create quality places

for all road users; built to adoptable standards where appropriate.

Designers should select and assemble appropriate design elements to:

• Provide street layouts which meet the needs of all users and do not allow motor

vehicles to dominate;

• Create an environment for all street users in which people are encouraged to walk,

cycle and use public transport – and feel safe doing so; and

• Help create quality environments in which to live, work and play.

Where a design or feature proposed does not strictly comply with design guidance or

advice in this Guide, the developer is required to give accurate justification for

consideration by the council.

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The design of a street should:

• Have no negative impact on selected groups, primarily disabled people, children

and elderly people;

• Not make walking, cycling or public transport use less convenient;

• Ensure the development can be serviced;

• Meet sustainability criteria;

• Not reduce the quality of the public realm;

• Not reduce the durability of infrastructure;

• Not make the street less safe; and

• Balance public and private areas to create a sense of place and ownership.

Amendments which increase sustainability or the design’s user friendliness for selected

groups will be viewed positively. Amendments which are proposed primarily to overcome

physical site constraints or legal restrictions will be considered on their merits.

Development proposals should be accompanied by various supporting documentation as

required. Pre-application advice will determine which documents are required.

For further information, please refer to Newcastle City Council’s Pre Application Guidance

Section 4 Street Types Manual for Streets (MfS) states that there is a clear distinction between a street and a

road. The main function of a road is to accommodate the movement of motor traffic,

whereas streets are typically lined with buildings, have public spaces and accommodate

movement for different modes of transport. Streets tend to have several functions, of which

“place” is the most important.

The main

function of this

area is to

facilitate the

movement of

traffic

Figure 4.1 A Road

This area is

designed for all

road users

Figure 4.2 A Street

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This Street Design Guide aims to help developers to create new areas which have streets

that can accommodate many types of movement, but also have a sense of place. The

needs of motorised traffic must be balanced with the needs of pedestrians, cyclists and

users of public transport. The design of a street needs to be appropriate for its main

function – although function can vary throughout the street.

Streets should be designed so that they form an attractive environment; it is essential that

new residential streets form a natural hierarchy that is clear to all users – the hierarchy

should provide a clear transition from local roads where motor vehicle space requirements

may be more dominant, to residential streets (covered by this Street Design Guide) where

the needs of pedestrians and other non-car users are of greater importance.

Figure 4.3 Hierarchy of Streets Well designed streets should accommodate all functions and purposes – including

provision for utility services, street lighting and drainage. Because of this, it is usually

appropriate that the street is adopted by the Local Authority to ensure rights of access and

for these services.

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The emphasis should be on the movement of people based on the following hierarchy:

CONSIDER FIRST

CONSIDER LAST

PEDESTRIANS

CYCLISTS

PUBLIC TRANSPORT USERS

SPECIALIST SERVICE VEHICLES

(e.g. emergency services, refuse)

OTHER MOTOR TRAFFIC

Table 4.1 Hierarchy of Users The three adoptable residential street types set out below have been developed to

maximise the overall range of design choices possible within each category. This is to

ensure that the overall adoptable area, including carriageways, cycle tracks, verges and

footways, can reflect and enhance the overall design, rather than control it.

The three street types are:

• Residential Streets

• Shared Surface Streets

• Home Zones

If there is the possibility that a street will serve further properties in the future, it should be

designed to the appropriate standard and be capable of being altered.

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Whilst some form of street hierarchy is required to construct a network that is clear to

users, MfS warns against the rigid application of a hierarchy based exclusively on vehicle

movement. An alternative approach based on the wider consideration of the use of the

street as a place has been proposed by the MfS.

A street within any particular street type may need to be designed differently depending on

its proximity to shops, public transport nodes and other facilities. Table 4.2 takes the

number of properties proposed as a starting point, but the subsequent choice of design

elements should reflect the wider function of the street.

Street Type

Pedestrian Provision

Maximum Number of

Properties

Design Speed

Residential Streets

Segregated

700

20 mph

Shared Surface Streets

Shared

50

15 mph

Home Zones

Shared

Any development generating ≤ 100vph in the weekday pm peak

10 mph

* vph = vehicles per hour Table 4.2 Residential Street Types Design speed is the speed at which the design of the development allows vehicles to

travel at – MfS recommends a maximum of 20mph. The function of the street needs to be

taken into account when deciding upon the design speed.

Section 5 Residential Streets What is a Residential Street? A Residential Street is a route that connects individual properties to local roads. Its main

function is to serve residential areas, prioritising pedestrian movement whilst segregating

carriageway and footways.

Normally, it will be appropriate to have no cycle lanes on Residential Streets; however it

may be appropriate to provide cycle lanes if the street is expected to have bus services

running along it.

Residential Streets should, where possible, have space available for public use and

parking. The historic context of an area should be considered in the design of a

Residential Street where appropriate.

This street allows

for a wide range

of movements,

including public

space and areas

for car parking

Figure 5.1 A Residential Street

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Features

Carriageway

5.00m – 6.00m Standard width 6.75 – Standard width: bus route

Footway

2.00m – Standard width 3.00m – Standard width: shared cycle route

Grass Verge

2.00m width

Parking Bays

2.50m – Standard width

Bus Lay-bys

None

Cycle Lanes / Tracks

On Carriageway 3.50m – Minimum width: segregated route

Lighting

Lighting columns

Table 5.1 Dimensions of a Residential Street An example of a Residential Street layout: Figure 5.2 Example Residential Street Layout

For materials to be used in the construction of a Residential Street, please refer to

Newcastle City Council’s “Design and Construction of Roads and Accesses to Adoptable

Standards” document

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Section 6 Shared Surface Streets

What is a Shared Surface Street? Shared Surface Streets provide access for small groups of homes, whether in courtyard

form or short lanes. Pedestrians and vehicles share the same surface – Shared Surface

Streets share many similar features to Home Zones (see Section 7).

Pedestrians and cyclists can move freely along these streets, therefore Shared Surface

Streets should have very low vehicle speeds which should be self enforcing through good

design. The needs of other groups of people should be particularly considered when

surface materials are chosen – blind and partially sighted people may require specific

means to navigate by.

Up to 25 properties can be served by a Shared Surface Street if a cul-de-sac is proposed;

up to 50 properties if the shared area is to provide a through link. The provision of car

parking must be carefully considered (see Section 13), as should the historic context of an

area where appropriate.

This shared

surface area can

cater for many

types of

movement, but

low traffic speeds

are achieved

through planting

to narrow the

carriageway

Figure 6.1 A Shared Surface Street

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Features

Carriageway

4.80m – Standard width

Footway (Optional)

2.00m – Maximum width No kerbs – channels used to delineate (if required)

Service Strip (If footway is not provided)

2.00m – Minimum width Kerbs (optional) Channels used to delineate if kerbs not provided

Parking Bays

Incorporated within shared surface (subject to layout)

Bus Lay-bys

None

Cycle Lanes / Tracks

On carriageway

Lighting

Lighting columns

Table 6.1 Dimensions of a Shared Surface Street Figure 6.2 Example of a Shared Surface Street Layout

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For materials to be used in the construction of a Residential Street, please refer to

Newcastle City Council’s “Design and Construction of Roads and Accesses to Adoptable

Standards” document

Section 7 Home Zones

What is a Home Zone? Home Zones are residential streets which allow various forms of activity to be carried out

within them. They may consist of shared surfaces, indirect traffic routes and areas of

planting to reduce motor vehicle dominance. Play areas and benches may also be part of

the Home Zone, which can be distinguished from other streets by having signed entry and

exit points which indicates their special nature.

A Home Zone should only be used where motor vehicle flows are 100 movements or less

in the peak hour – therefore the number of properties that can be served by the Home

Zone is variable.

This Home Zone

is clearly signed,

indicating to

drivers that they

must shared the

space with

pedestrians

Figure 7.1 A Home Zone

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By providing

indirect routes,

traffic moves at a

lower speed

Figure 7.2 Indirect Traffic Routes

A play area to

encourage more

use of the street

Figure 7.3 A Play Area The aim of a Home Zone is to change the way in which the street is used in order to

improve the quality of life for residents. This is done by moving the emphasis away from

motor vehicles to people.

Therefore, the design of a Home Zone should be such that the motorist feels that they

have left the normal highway and have entered an area where people are using the whole

street – the motorist should feel like a guest.

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A communal

garden to

encourage

residents to use

the space around

their home

Figure 7.4 A Place for People The successful operation of a Home Zone is dependent on the people living in the area

understanding how it should operate. It is recommended that an information pack

containing general information on a Home Zone, including information on speed orders,

parking, deliveries and refuse collection is given to all potential purchasers.

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Features

Carriageway

5.50m – Standard width: two-way vehicle movement 4.80m – Minimum width 3.70m – Absolute minimum width: “short throttles”

Service Strip

1.80m – Minimum width: both sides of “carriageway”

Parking Bays

Incorporated within shared surface (subject to layout)

Bus Lay-bys

None

Cycle Lanes / Tracks

On carriageway

Lighting

Lighting columns

Table 7.1 Dimensions of a Home Zone Figure 7.5 Example of a Home Zone Layout

For materials to be used in the construction of a Home Zone, please refer to Newcastle

City Council’s “Design and Construction of Roads and Accesses to Adoptable Standards”

document

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Section 8 Pedestrian Movement

Pedestrian routes are classified as either footways or footpaths. Footways are adjacent to

the carriageway or verge; footpaths are unrelated to the highway.

Pedestrian routes should be built to an adoptable standard and lit, providing safe, pleasant

and convenient routes through a development. Wherever possible, routes should be

provided to bus stops, local schools and other facilities, as well as other neighbourhoods.

Direct and attractive routes should be provided in an attempt to minimise motorised traffic.

This link is well

lit, overlooked

and creates a

pleasant

environment

Figure 8.1 A Good Pedestrian Link

This link is poor –

it is not lit, is not

overlooked and

does not provide

a pleasant

environment for

walking

26Figure 8.2 A Poor Pedestrian Link

To prevent the abuse of pedestrian links by motorists, bollards or similar street furniture

should be installed – access should be maintained for pedestrians, whilst making sure that

the bollards used do not become a hazard for those with disabilities.

These bollards

prevent cars from

using a cycle

route, but allow

access to

pedestrians and

cyclists

Figure 8.3 Bollards Street Furniture Careful consideration should be given to the location of street furniture to avoid creating

hazards for pedestrians (particularly for disabled people and children) and cyclists, whilst

still enhancing the overall design of an area.

This street

furniture is

located in line to

avoid creating a

hazard for the

users of the

street

Figure 8.4 Location of Street Furniture

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Changes of Level Where steps are included in a footway or footpath, provision should be made for a ramped

route.

Steps are

provided to

create a direct

route for

pedestrians,

whilst a ramped

route provides an

easy access

route

Figure 8.5 A Ramped Route Dropped Kerbs To ensure easy movement for pedestrians, dropped kerbs should be provided at all

junctions and where there are strong pedestrian desire lines.

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Guardrail Unnecessary guardrail should be avoided; further guidance on this should be sought from

the council in pre-application discussions. Crossing points can be delineated by raised

plateaux where appropriate, but the design should not give pedestrians a false sense of

security.

Pedestrian

guardrail can be

unnecessary on

a route with low

traffic flow and

average speed

Figure 8.6 Unnecessary Guardrail Accessibility All developments should be easily accessible – the use of steps, steep gradients, narrow

footways and badly located street furniture should be avoided where possible. Alternative

routes should be installed if necessary.

This property is

not easily

accessible due to

the step at the

front door

Figure 8.7 Poor Disabled Access

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Providing a well connected development is a major consideration; the Police Architectural

Liaison Officer can be contacted for advice on layouts to ensure that there are no personal

safety issues. Pressure should not be put on the Highway Authority to close through routes

for safety reasons once the development is occupied.

For further guidance on providing safe and accessible development, please refer to

Section 18.

For details on the requirements to be met in order for adoption, please refer to Newcastle

City Council’s “Design and Construction Guidelines for Roads and Accesses to Adoptable

Standards” document

Section 9 Cycling Provision

Cycling routes are classified as either cycle lanes or cycle tracks. Cycle lanes are on

carriageway, whilst cycle tracks are off road.

Cycling routes in new developments should meet the same basic conditions as pedestrian

routes; they should be convenient, safe, attractive and direct. Routes should be

incorporated into any development at an early stage to ensure connections exist to

schools, local facilities and other neighbourhoods.

Routes should be clearly marked where appropriate to avoid conflict with other road users.

A direct cycle

lane on the main

carriageway

Figure 9.1 Cycle Lane

A direct, well lit

and overlooked

cycle track

alongside a

footway

Figure 9.2 Cycle Track

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Any culs-de-sac within a development should provide through routes to other areas for

pedestrians and cyclists.

This cul-de-sac

retains a clear

route for cyclists

Figure 9.3 A Through Route

Cycle tracks should restrict access to motorised vehicles if abuse is considered likely,

ensuring that any access barriers are compliant with DDA regulations.

Cycle Parking Cycle parking in any type of development should be secure, well lit, conveniently located

and covered. It should also not obstruct pedestrian routes, whilst being located close to the

entrance of the buildings it serves.

A sheltered,

conveniently

located cycle

parking facility

Figure 9.4 Convenient Cycle Parking

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Sheffield stands (or similar) should always be used for highway parking. Stands that

support the cycle by one wheel only are not acceptable – Sheffield type stands or hitching

rings are the most appropriate designs.

These Sheffield

stands are

located close to

the amenities

they serve and

are well

overlooked

Figure 9.5 Sheffield Stands

For further guidance on cycle parking facilities and the levels required, please refer to

Newcastle City Council’s “Transport Assessment, Travel Plans and Parking” Interim

Planning Guidance

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Section 10 Public Transport

Local, regional and national policies all aim to encourage greater use of public transport.

Early discussions between developers, the Council and Nexus are essential to ensure that

public transport is an attractive and convenient mode of transport for all residents in new

developments.

The layout of a development should ensure that routes to bus stops (and where relevant,

railway stations) are safe and convenient. Residential developments should be designed

to ensure that the maximum walking distance between any property and the nearest bus

stop is 400 metres where possible. New bus stops should be located having considered

pedestrian desire lines.

This bus stop is

conveniently

located for this

development with

a safe, well lit link

to properties

Figure 10.1 A Safe and Convenient Bus Stop If a development is expected to generate significant additional demand for public transport,

or public transport improvements are required to ensure the development is accessible,

then a financial contribution or the delivery of a bus service through a Town and Country

Planning Act 1990 Section 106 Legal Agreement will be required from the developer.

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Section 11 Road Safety

The speed of vehicles is a major factor in the severity of road accidents – the pedestrian is

less likely to be seriously injured when the speed of the vehicle involved in the accident is

less than 20mph.

For this reason, Residential Streets should be designed to keep speeds below 20mph.

Shared Surface Streets should keep vehicle speeds below 15mph, and Home Zones

below 10mph.

Clear signage

when entering a

residential area

Figure 11.1 Speed Limits

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Gateways Gateways can be used to indicate to drivers that they are entering an area where reduced

speeds are expected. The carriageway can be narrowed to restrain speeds.

A gateway gives

the motorist the

impression they

are entering a

special area and

should reduce

their speed

accordingly

Figure 11.2 A Gateway There are a variety of techniques that can be used to encourage drivers to reduce their

speed. These include horizontal deflection, vertical deflection, carriageway narrowing, and

junction speed tables.

Horizontal Deflection

By creating

obstacles in the

highway, speeds

can be reduced

Figure 11.3 Horizontal Deflection

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Vertical Deflection

By creating

deflections in the

highway, speeds

can be reduced

Figure 11.4 Vertical Deflection Junction Speed Tables

A junction speed

table can be

used to ensure

slower speeds in

areas where

pedestrians or

cyclists want to

cross the

carriageway

Figure 11.5 Junction Speed Table

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Carriageway Narrowing

Carriageway

narrowing can

cause drivers to

slow down when

entering a

residential area

Figure 11.6 Carriageway Narrowing Landscape Soft landscape elements can be used to prevent transport infrastructure dominating the

visual appearance of the street. Please see Section 16 for further guidance.

Trees have been

planted in such a

way that motor

vehicles are

forced to slow

down to

negotiate them

Figure 11.7 Using Landscape Features to Reduce Speed

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Junctions created in order to serve a new development must take into account pedestrian,

cyclist and motor vehicle flows on the routes it connects – routes with high flows will

restrict the number of accesses allowed. Accesses should not require reversing

manoeuvres onto or off the street.

This raised table

emphasises

pedestrian and

cyclist priority

over motor

vehicles

Figure 11.8 Pedestrian/Cycle/Vehicle Movement on a Junction Visibility MfS sets out reduced visibility guidelines for routes within “built up” areas with vehicle

speeds of 37mph or less. A “built up” area generally is where there is development on at

least one side of the street with accesses, junctions and other features that influence driver

behaviour, but this definition should be discussed with the council.

The impact of obstacles such as trees or street lighting columns on visibility should be

assessed. Generally, obstacles that are not large enough to obscure a whole vehicle or

pedestrian (including a child or wheelchair user) will not have a detrimental impact on road

safety. Defined parking bays must be located outside of the required visibility splays for

junctions.

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Section 12 Vehicle Access

The positioning of buildings and other features needs to be considered alongside the

requirements for pedestrian, cyclist and motor vehicle movement so that the design of the

development is not dictated by road layouts.

Motor vehicle tracking demands need to be accommodated including the manoeuvring and

turning requirements of vehicles used for refuse collection and deliveries as well as

emergency vehicles.

However, motor vehicle tracking demands should not dominate; they should be used to

inform the road alignment so that it takes note of building lines rather than kerb lines that

rigidly follow vehicle paths.

This area has

been designed to

accommodate

larger vehicles by

providing cut out

areas into the

landscape to

allow for easy

turning

Figure 12.1 Accommodating Vehicular Movement It is important to establish at the start of the design process which vehicles will need

regular access, and which will use the street only occasionally. For example, refuse

vehicles must be able to safely negotiate on-street parking and consideration must be paid

to the requirements of street and gully cleaning.

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Large Vehicles The collection of refuse, recycling or the delivery of furniture or other goods can

sometimes cause movement difficulties for larger motor vehicles. Certain turning

movements require substantial areas of highway to complete the manoeuvre. Inadequate

consideration of these requirements can lead to motor vehicles overrunning causing

damage to kerbs and planting and can lead to the appearance of the street deteriorating.

This area has

been damaged

by vehicles

moving over the

grassed area

Figure 12.2 Overrunning Damage The design of the street should accommodate these requirements whilst at the same time

ensuring that no more space than what is required is given over as highway. Street layouts

should be tested early on in the design process by running vehicle tracking for an 11.3

metre vehicle in both directions through them. This tracking will set the area that must be

designated as highway and should be submitted as part of the planning application.

Other areas of highway will be permitted but they must contribute to the creation of a street

which accords with the principles already set out; they should not be so excessive that

they create opportunities for excessive on-street parking.

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Refuse and other large motor vehicles should not be required to reverse in developments;

if there is not a continuous route, a collection point for refuse on the main circulating

highway should be provided. Residents should be informed that they must take their

refuse to the main circulating highway for collection and that large deliveries may have to

be collected from that point.

The location of a collection point should ensure that any bins left for emptying should not

obstruct movement for pedestrians and cyclists. There should be no steep gradients and

the distance for refuse to be moved should be minimal.

Developers should arrange for refuse and recycling bins to be delivered prior to occupation

so that refuse collection can commence immediately.

On very lightly trafficked roads, the chances of two large service vehicles needing to pass

on a bend must be sufficiently remote to make widening unnecessary. Turning heads

should be provided where appropriate.

Where it is necessary to provide for three point turns, for example in a cul-de-sac, a

tracking assessment should be carried out to show how vehicles can be accommodated.

The space given over to turning should relate to environment, not specifically vehicle

movement.

Adequate access for emergency vehicles must be provided; consultation with the

emergency services is recommended for all developments. Where possible, developments

should not be designed with emergency vehicle only routes. These are difficult to enforce if

there is no physical barrier, which can delay an emergency vehicle.

For information on the construction materials required for an access to an adoptable

standard, please refer to Newcastle City Council’s “Design and Construction of Roads and

Accesses to Adoptable Standards” document

Section 13 Car Parking

Provision of car parking can become a major issue if it is not considered at an early stage

of the design process. It is an essential part of the overall scheme design rather than an

issue to be dealt with at the end of the design process.

Government policy on car parking is to manage unnecessary car usage by locating new

housing developments in areas that are accessible by public transport and have access to

local facilities by foot and by cycle. This can encourage more frequent sustainable trips,

but residents’ cars need to be accommodated without dominating the development’s

layout.

The council will seek to ensure car parking provision is at an appropriate level as set out in

the “Transport Assessments, Travel Plans and Parking” IPG. The level required should

respond to car ownership levels and the need to cater for visitors. On-street parking is

generally suitable for visitors.

Designated parking locations should be located conveniently for residents. They should be

within easy reach and visible from properties to ensure that residents do not find it more

convenient to park on-street next to their homes rather than use a dedicated parking area.

This area is

within easy

access of

properties and is

well over looked

Figure 13.1 Convenient Parking

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Generally, visitor parking bays can be adopted by the Council. Allocated parking for

individual properties will not be adopted. Where it has been agreed that unallocated

parking can be provided for residents and visitors, then all the parking may be potentially

adopted. Parking provision and location should be discussed at an early stage of the

design process and issues such as allocation and adoption should be resolved prior to

submission of a planning application.

Not all residents

use communal

parking areas or

garages and may

park on the

footway

Figure 13.2 Use of Communal Areas The design of car parking provision should be self enforcing so that “bad neighbour”

problems are not created by residents “owning” bays.

On-street parking should be designed in a way that does not obstruct or creates difficulty

in accessing private drives. Similarly, it should not be located too close to residential

properties as to be oppressive, block light or intimidate the occupier. Where appropriate,

the historic context of an area should be considered when planning parking arrangements.

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The driveways

created for this

development are

too short for cars,

which then

overhang onto

the highway

causing a hazard

Figure 13.3 On Street Parking

This parking

arrangement

could lead to

problems with

access to

garages, and is

very close to

dwellings which

could intimidate

residents

Figure 13.4 Oppressive Parking Courtyard Parking Parking areas such as courtyards should include the provision of soft landscaping, which

can reduce the visual impact of motor vehicles. However, the design should not

compromise personal safety or assist car crime. Parking areas should be well overlooked

and include a convenient and safe pedestrian link to properties (see Section 18).

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An overlooked

courtyard area

for parking, with

planting and

direct routes to

properties

Figure 13.5 Good Courtyard Parking Provision

This courtyard

does not provide

a direct route to

dwellings and is

surrounded by

the rear of

properties

Figure 13.6 Poor Courtyard Parking Provision Accessible Parking Consideration must be given to the location of accessible parking spaces; they should be

in a convenient location with dropped kerbs or ramps provided to ensure easy access to

the footway. Accessible parking spaces will not normally be marked out on the public

highway.

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Managing Car Parking Some developments may require the introduction of Traffic Regulation Orders (TROs) or

Resident Parking Zones (RPZs). The legal and financial procedures for these should be

discussed with the Council at the earliest opportunity. The use of Travel Plans and delivery

of public transport facilities and services is also encouraged to minimise demand for car

parking and increase the likelihood of sustainable travel modes being used.

For further information on car parking facilities and the levels required, please refer to

Newcastle City Council’s “Transport Assessment, Travel Plans and Parking” Interim

Planning Guidance

Section 14 Public Utilities

The location and installation of utility apparatus should be considered at an early stage of

the planning process. This applies whether the apparatus is designed to be above or

below ground and especially if the surface areas of the street are to be shared.

Early discussions should be held with utility providers and proposed locations submitted to

the Council for approval in terms of safety, accessibility and adoption.

The location of

these utilities

should have

been considered

better to avoid

unsightly covers

in a shared

surface area

Figure 14.1 Utility Apparatus in Shared Surface Areas Any utility equipment that is above ground – for example cabinets, boxes, pillars – should

be situated so that it does not endanger the public or anyone working on it, nor should it

obstruct views by being located in visibility splays. It should also not cause an obstruction

for pedestrians, including wheelchairs and those with prams, or cyclists. Any equipment

should be located so that the surrounding highway can be maintained.

The equipment should not be located within 5 metres of any other street furniture so

creating a double obstruction. If equipment must be located within 5 metres, it should be in

line with other equipment. A footway width of 2 metres should be maintained.

Equipment should not restrict views from properties, intrude into garden areas or disrupt

the line of low boundary walls. The view of a listed building should not be spoiled through

the location of utility equipment; “visual clutter” should be avoided at all times.

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This apparatus

has been located

so that it does

not prevent

movement on the

footpath, whilst

also being easily

serviceable

Figure 14.2 Location of Utilities

Further consideration should be given to the location of utility boxes to ensure that they

can not be used to gain access to private property – they should be located away from

boundary walls to prevent them being used as a scaling aid (see section 18).

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Section 15 Drainage

All developments should make adequate provision for draining surface water from the

adoptable highway. All developments should be designed to minimise impermeable

surfaces, with Sustainable Urban Drainage Systems (SUDS) implemented where possible.

Sustainable Urban Drainage Systems (SUDS) SUDS aim to drain surface water from developments mimicking natural systems as closely

as possible, whilst aiming to reduce the drainage impact of a development on

watercourses.

SUDS should be considered at an early stage of the design process to ensure their

implementation where possible. They can include swales, soakaways and porous

surfaces, as well as other techniques.

An example of

part of a

Sustainable

Urban Drainage

System (SUDS)

Figure 15.1 SUDS The design of SUDS within developments should encourage wildlife to the area, improving

the amenity for residents. To ensure this, residents of the site should be provided with

information on the SUDS concept and how it works to prevent any misuse.

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A nominated body should be made responsible for the maintenance of SUDS in a site,

with an access route provided.

For further guidance on the design and implementation of SUDS within a development,

please contact Newcastle City Council Development Management at an early stage of the

design process

Section 16 Landscape Considerations within the Highway

Landscape provision within the highway boundary should be consistent with the wider

development and its surrounding landscape. The design of the overall landscape and the

planted areas should be considered at an early stage of the overall design process.

Planting should not be used to fill the gaps for which no other use can be found but should

be an integral part of the overall concept and set with a space appropriate to the role it is

designed to achieve.

The use of appropriate planting can add to the overall character of an area, but the design

and location must always take into account future growth and long-term maintenance as

well as being considerate to the context of an area.

Landscape

features should

be well

maintained to

ensure they do

not obstruct

pedestrian or

cycle routes

Figure 16.1 Overgrown Landscape Features Adoption In residential areas, the council will normally only adopt the paved surfaces –

carriageways, footways, footpaths and cycleways plus the grass verges required for the

functioning of the highway (for example visibility splays). Other appropriate soft landscape

features will be considered for adoption although a commuted sum will be required.

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The adoption of any feature (including highway areas) should be discussed early in the

design process with NCC; see Section 38 Developer Guidance for more details.

Trees Trees can alter the visual character of a space. For example, trees on each side of the

carriageway can create the impression that a road is narrower than it actually is and result

in reduced vehicle speeds.

Trees have been

placed here to

encourage

slower speeds

Figure 16.3 Using Trees to Reduce the Apparent Width of the Carriageway Strategically located trees can aid legibility to housing neighbourhoods, for example by

marking road junctions. Limited planting of new trees may take place within visibility splays

but only where this would not compromise visibility for either road users or pedestrians.

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This planting

obscures visibility

for drivers

Figure 16.4 Planting in Visibility Splays

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All tree planting within and adjacent to the highway shall be planted in accordance with the

NCC’s “Highway Tree Design Guide” (2006) which sets out standards and specifications

for highway tree planting. The document lists suitable tree species and varieties for

planting in a number of different situations, and gives guidance on the required detailing

including the rooting volumes required for successful tree growth, which is particularly

critical for trees in paved areas.

Shrubs Areas of shrub planting should be used for a particular purpose – for example to separate,

screen, break up the outline of built forms, or to add to the appearance of a space. The

purpose should be part of the overall design concept; areas of planting are rarely

successful when they are an afterthought or unsuitable for the area in which they are

located.

For example where strips of soil are very narrow (less than 1 metre wide), and not backed

by a wall or fence, they are easy to step over or through. Where planting is backed by a

wall but in a very narrow strip overlying foundations, the soil is likely to be prone to drought

and unable to support good plant growth. The same is true where narrow planting areas

cover the foundations of adjacent kerbs.

Grass A grass surface should not be used if it is likely that motor vehicles will cross it or use it as

a parking space. Similarly, where pedestrians might cross in a frequent and regular

pattern, “desire lines” of worn grass will result. Issues like this can be avoided by careful

consideration at the design stage. A paved area could be provided where grass wear is

likely to be a problem and other measures could be used to control access and channel

movement.

Figure 16.6 Worn Grass

For further guidance on adoption issues and landscape considerations, please refer to

Newcastle City Council’s Design and Construction of Roads and Accesses to Adoptable

Standards, Highway Tree Design Guide and Section 38 Developer Guidance

The grass used

in this area has

been worn away

by both motor

vehicles and

pedestrians

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Section 17 Signage

All developments should ensure that signage is clear for all road users. Clear information

of the name of each street should be visible to those walking, cycling or using a motor

vehicle. Therefore, this should be thought about early in the design process to avoid

signage becoming obscured.

Signage should be minimal and well coordinated in order to avoid both confusion and

visual clutter. Wherever possible, signs should be mounted on existing features such as

buildings or lighting columns rather than on freestanding poles.

Signage should be located in appropriate areas but should not provide opportunities for

seating, therefore all street name plates should be located on buildings where possible.

An example of

good signage

location

Figure 17.1 Good Signage Location

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An example of

poor signage

location

Figure 17.2 Poor Signage Location Signage can also indicate where Home Zones exist, to ensure safe operation by indicating

to drivers that they are entering an area in which they should feel like a guest (see Section

7); however, the design of a Home Zone should enforce low vehicle speeds and promote

pedestrian and cyclist priority.

Home Zone

signage

Figure 17.2 Signage for a Home Zone

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Section 18 Designing for Community Safety

Each development should provide a safe environment to those living within it, as well as

for those moving through it on foot, by cycle and by motor vehicle.

A development should not provide opportunities for crime – Crime Prevention through

Environmental Design (CPtED) is an approach that promotes designing the physical

environment in such a way that it positively influences behaviour, making people feel safe

in their surroundings and make criminals feel at risk.

The key CPtED principles are:

• Surveillance;

• Defensible space;

• Territoriality;

• Anonymity; and

• Escape routes and hiding places.

Surveillance Surveillance is an important tool in preventing crime. Areas that are overlooked by

properties allow people to feel safer in the knowledge that they can see and can be seen.

Streets should be designed in such a way that there are few obstacles to vision and areas

of public space are well lit. Areas should encourage use of the street by people to facilitate

passive surveillance.

Natural surveillance should be maximised, with space that is not overlooked or likely to

have little usage by pedestrians, cyclists or motor vehicles minimised. Access routes to a

development should be kept to a minimum to ensure they have high usage levels and so

high levels of natural surveillance.

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Defensible Space Developments should be designed in such a way that residents exercise a degree of

control over the area that surrounds their property. Defensible space should be well

defined.

Boundaries should be clearly defined so that private space is recognisable from public

space.

Territoriality The purpose of different areas in a development should be clear. If the use of an area is

unclear, it can not be perceived as “owned”, potentially leading to issues with anti social

behaviour, which may go unchallenged by residents.

Anonymity Developments should ensure that areas promote people’s curiosity, encouraging them to

question those who are not recognised, thus deterring criminals who want to remain

anonymous.

Escape Routes and Hiding Places The layout of developments should ensure that it deters criminal activity by minimising

possible escape routes and hiding places. Deep recesses should be avoided, as should

routes with poor lighting, surveillance or overgrown landscape features.

In addition to this, the location of maturing trees and refuse storage should be carefully

thought about to ensure scaling aids are not provided.

For further guidance on ensuring that developments do not create any community safety

issues, please refer to Newcastle City Council’s Designing for Community Safety”

Supplementary Planning Document