Central Brixton Public Realm Design Report by Shape Landscape Architects

London Borough of Lambeth

Central Brixton

Public Realm Design Study 15 April 2014

Unit 12C Tower Workshops 58 Riley Road London SE13DG www.shape.eu.com

Central Brixton Public Realm Design Study

Table of Contents

Chapter

Page

Appendices

Executive Summary Introduction/ Project Brief Design Principles Planning for Cycling Public Realm Analysis Proposals

4 6 7 8 10 11

Brixton Triangle - Atlantic Road - Electric Avenue - Coldharbour Lane (East) - Coldharbour Lane (West) - Brixton Station Road - Popeâ&#x20AC;&#x2122;s Road North

11 14 18 20 22 24 26

Case Studies (Precedents) Options Appraisal/Benefits Analysis - Atlantic Road - Coldharbour Lane Consultation - Stakeholders - Public Workshops

Brixton Gateways - Police Station Square - Acre Lane East - St. Matthews Churchyard

29 30 32 34

Small Squares - Brighton Terrace

35 36

Lighting Strategy Materials Project Bank, Summary

37 38 40

Page

43 48 54

Executive Summary INTRODUCTION

PUBLIC REALM STUDY - PROCESS

Brixton town centre’s attraction and unique character stems from its vibrant street life, its large number of independent traders, its cultural venues, and longstanding ethnic mix.

This study builds on previous reports: the Future Brixton masterplan (2008-9) and the 2013 Brixton Supplementary Planning Document (SPD). It also responds to the adopted Lambeth road user hierarchy, prioritising the needs of pedestrians and cyclists in the Borough’s streets. This study was jointly commissioned by Lambeth’s Transportation and Regeneration departments in August 2013; it incorporates Lambeth’s ‘Cooperative Council’ approach - beginning from a position of mutual respect between councillors, officers and citizens, with the experience of Brixton’s communities valued alongside professional expertise and political input.

Initial findings and recommendations were reviewed at two public workshops attended by ward Councillors, representatives of a number of stakeholder groups, and by local residents (summarised in the Appendix). Feedback from these workshops informed the report and proposals. A draft form of the report was reviewed at a Cabinet Members Briefing prior to proceeding to final revisions.

The SPD focuses on public realm within the control of Lambeth Council; this study considers options for redesign of ten specific streets and open spaces the SPD identified:

•

‘Brixton Triangle’ spaces, lying between Brixton Road, the railway viaduct and Coldharbour Lane. They are hubs for retail and public transport , the busiest areas for pedestrian movement, and have most conflict with vehicles. At certain times of day, the triangle is crossed by commuting cyclists.

•

‘Brixton Gateways’, lying outside the Brixton Triangle at the entrance to Brixton’s town centre, include the Police Station square, St Matthews churchyard, and Acre Lane East. With lower footfall and more available space, they could offer better opportunities for sociability, be greener, and safer for cycling.

•

‘Small Sites’ (Somerleyton Passage and Brighton Terrace), lying on neighbourhood connecting routes. These can offer safer, more attractive space for people.

People who live and work in Brixton mostly travel on foot, by bike, and on the bus, train or tube; yet when they want to use its shops, cultural and leisure destinations, they must compete for space with traffic moving through the centre that can be relentless, noisy and sometimes dangerous. A high quality, attractive and well maintained public realm demonstrates civic pride, can make people feel safer, and encourage them to spend more time in Brixton. Prioritising pedestrians and cyclists, and reducing the impact of vehicle traffic is in line with Lambeth policy, and will make Brixton a better place to live, work and visit, supporting Brixton’s cultural and economic activity into the future. There are opportunities to do something special in Brixton’s public realm, based on: •

Recognition of its multicultural, African -Caribbean identity

and

particularly

• Celebrating and strengthening the unique offer of its markets, and independent retailers •

Providing a more family friendly environment that invites sociability, walking and cycling.

Investment in buildings is now planned through several developments. Recommendations in this report will inform the masterplanning for these projects and provide background documentation for funding bids and further consultation. This public realm study suggests proposals to make Brixton’s streets and public spaces more attractive, safer and easy to use for all ages.

- Atlantic Road

The sites fit into three ‘types’ based on their location, size and function:

- Coldharbour Lane

- Electric Avenue

- Pope’s Road

- Station Road

- Front of Police Station

- Acre Lane east

ANALYSIS

- Brighton Terrace

- St. Matthews Churchyard

- Somerleyton Passage.

Brixton Road, as a Transport for London (TfL) road, is excluded; while this road was the subject of significant investment in recent years, the Council will continue to lobby TfL for additional improvements to its bus stops, pavement congestion, and cycling conditions. As a starting point the study team reviewed previous documents, observed flows of traffic, mass transit users, pedestrians and cyclists around Brixton at various times of the day and week. Discussions have been held with a Council officer steering group, and key stakeholders: market trader and retail associations, Network Rail, Lambeth Cyclists, Brixton Green, and The Brix.

THE CASE FOR LIMITING VEHICLE ACCESS Recognition of the social and economic value to re-balancing the ‘place’ function of streets with their transport role is reflected in Lambeth’s road user hierarchy, in government policy, planning and engineering practice. In Brixton, • Census data (2011) for percentage of vehicles per houshold show very low volumes of car ownership in Brixton ward households – at 37%, well below the rest of Lambeth’s 52% and only half of average ownership London-wide (81%). • Based on observation of pedestrian movement, most journeys to and from Brixton appear to involve bus, tube and rail. It is likely many cars travelling through Brixton are not on journeys that directly benefit local business and residents. • The net negative effects from high volume of through vehicle traffic, and crowded narrow pavements in Brixton can be felt most by mobility impaired and vulnerable groups such as children and the elderly. Around 7,000 under 16 or over 65’s live within a 10 minute walk of the centre, according to 2011 Census data. • The large population of adults (approximately 25,000 according to 2011 Census data) living within 10 minute walk, or 3 to 4 minute cycle, can be better served with a more pleasant and attractive shopping environment, and more facilities for bike parking. • Previous consultation confirms support for a more ecologically sound and energy-efficient Brixton. An effective means to achieve this is to encourage more local trips by foot and cycle.

RECOMMENDATIONS

From discussions with local people, Brixton’s streets should provide: •

a cleaner, more attractive environment

•

streets that are welcoming, and easy to use with well maintained surfaces free of trip hazards and obstacles.

•

a more family friendly atmosphere – less heavily trafficked, child friendly streets with opportunities for play and safe cycling

•

places to sit – for old people to rest, friends to catch up, to sustain longer visits to the centre

•

attractive spaces at night as well as in the day, with activity in the street and good design providing a sense of security.

And, from the analysis of current conditions, Brixton has much to gain from: •

identifying Brixton’s independent retail area, with its shops, street vendors and markets, as an interconnected whole - a quality environment inviting exploration, particularly at its entrances

•

supporting the road user hierarchy with pedestrian and cycle friendly streets

•

making more of available green spaces, increasing opportunities for planting, sociability and play

•

continuing to provide opportunities for economic and cultural inclusion - e.g. small spaces for startups and space for cultural expression (arts and events).

The design challenge is to make changes without losing the qualities that give Brixton its unique identity, and support its continued function as the economic cultural centre of South Lambeth. Brixton’s attractiveness in large part rests on its difference from other places. The proposals recommend supporting this through design detailing, and through choice of materials and furnishings.

Brixton streets can be dominated by trafficits movement, noise and dirt. More pleasant spaces for people would benefit residents and the local economy.

Introduction BACKGROUND The Public Realm Study was jointly commissioned by LB Lambeth’s Transportation and Regeneration teams. It examines the ways in which streets and open spaces in Brixton town centre, and in particular the ten sites specified in the brief, can better serve residents and businesses in the coming decades. Several large developments in the town centre are planned, many led by the Borough, and with them there will be a significant increase in the numbers of residents, workers, and shops. The primary intention of the public realm study is to see how masterplan investment in streets and open space can best be directed to maximise benefits for Brixton, ensuring its continued attractiveness as a place to live, to work, and to visit.

LARKHALL WARD COLDHARBOUR WARD

Two previous studies inform this report: •

Future Brixton (2008-9)

•

Brixton Supplementary Planning Document (2013).

The proposals are also informed by Lambeth’s road user hierarchy, which recommends that the design of streets should prioritize the needs of pedestrians and cyclists over other road users. This is balanced with an understanding of the need to minimise impacts on the wider road network to avoid increased congestion. Brixton Road was not included in the study, because it is outside the Borough’s control, and was recently the subject of major investment. Bus stops, pavement congestion, and cycling conditions are being discussed with TfL by LB Lambeth Transport. Vehicle movement

9 10

development sites

FERNDALE WARD

Brixton Central

Somerleyton Road development site

(width indicates volume)

Pedestrian movement (width indicates volume)

‘Your New Town Hall’ development site

SW2 Centre

Proposed cycle network

Project Sites (see diagram):

Bus stop/ Train or Tube station

1. 2. 3. 4. 5. 6. 7. 8. 9. 10.

Destination building (generates footfall)

Atlantic Road Electric Avenue Coldharbour Lane Brixton Station Road Pope’s Road Police Station Square Acre Lane St Matthews Church Brighton Terrace Somerleyton Passage

88 9 10

400

alk 5’ w

BRIXTON HILL WARD

Public open /green space Future Brixton masterplan boundary 5

Project site Brixton Triangle

Project site Brixton Gateways

Project site Small Squares

TULSE HILL WARD

800 1

ycle

4’ c

3alk, 0’ w

Design Principles RELATED PROJECTS

REDUCING THE IMPACT OF VEHICULAR TRAFFIC

Three major redevelopment sites lie within the study area: • Brixton Central, subject of a current masterplanning study commissioned by Lambeth Council and Network Rail - both major landowners in the area; this is to be co-produced with local people during 2014.

Brixton town centre is a focus of social life, of commercial and cultural activity for local people and to many from further afield. Brixton has a high profile as a destination within London, and is known internationally as a centre of multicultural Britain, particularly identified with people of an African-Caribbean heritage. The central study area is home to over 30,000 people, according to 2011 Census data.

•

The Somerleyton Road development area meets the Public Realm study area at Coldharbour Lane, and Somerleyton Passage. Plans for new homes, mixed uses and a theatre for this site are being led by the Council in partnership with Brixton Green. The ‘Your New Town Hall’ site will see new uses in a refurbished town hall and the creation of new civic offices, housing, and public realm, in the triangle of land between Acre Lane and St Matthews Church.

New mixed-use developments in central Brixton will bring many more residents and workers to the area; upgrades to the public realm, which support its increased use and benefit, may in part be funded by the associated local spend component of Community Infrastructure Levy (once adopted) or Section S106 funding. PROCESS This study is founded on a review of previous documents, observation of flows of traffic, mass transit users, pedestrians and cyclists around Brixton at various times of the day and week, and data from the 2011 National Census ward level statistics (based on figures for Coldharbour and Ferndale wards, which lie almost entirely within the 10’ walk zone on the study area map). A steering group composed of Council officers from Transportation and Regeneration provided detailed policy background; conversations with key local stakeholders, (market trader and retail associations, Network Rail, Lambeth Cyclists, Brixton Green, The Brix) inform the report. Initial findings and recommendations were reviewed at two public workshops attended by ward Councillors, local stakeholders and local residents (summarised in the Appendix). A draft version of the report was reviewed at a Cabinet Members Briefing.

Its function as a shopping, cultural and leisure destination is undermined in many key areas by the emphasis in its public realm on enabling vehicular traffic to move through it. Taking a lead from the Borough’s adopted road user hierarchy, and from previous studies, the recommendations focus on providing streets that are attractive safe and easy to use for all ages. We recommend ways of re-balancing the streets, to give more high quality space to the social, cultural and commercial activities at the heart of Brixton life, and less space to speed through movement of vehicles. In support of this approach to prioritize the needs of pedestrians, cyclists and public transport over other road users, it should be noted that: • census data indicate a low volume of car ownership: about one car per three households, compared to one per two households for the rest of Lambeth (and higher, London-wide) • based on observation, most journeys to and from Brixton appear to involve bus, tube and rail use. It is likely then that few of the many cars travelling through Brixton are on journeys that benefit local business and residents • there is a negative effect on most people’s experience of Brixton from high volume of through vehicle traffic, and crowded narrow pavements. The impacts may be felt most by mobility impaired and vulnerable groups like children and the elderly. (2011 Census data show approximately 7,000 under 16 or over 65 living in 10 minutes of the centre) • approximately 25,000 adults live within a 10 minute walk or 4 minute cycle of the centre (2011 Census); they can be better served with a more pleasant and attractive shopping environment, and more bicycle parking

Streets need to satisfy basic functional requirements, to be durable and uncomplicated to maintain. However the character of streets can be influenced by choice and quality of materials, detailing and furnishings, which say something about the value given to the places we all spend time in. There is the opportunity do something special in Brixton, based on: •

recognising its multicultural identity

•

celebrating and strengthening the central role of Brixton’s markets, and independent retailers

•

better placing Brixton to continue to be a major destination known for shopping, evening entertainment and cultural attractions.

Previous consultation confirms support for a more ecologically sound and energy-efficient Brixton. In addition to promoting foot and bike transport this would include efficient use of space (e.g. car club vehicle and taxi priority), specification of durable materials, tree planting to mitigate urban heat island effects, and provision for reducing peak stormwater runoff flows where possible. ACCESS FOR ALL Brixton’s streets as the heart of public life, must actively enable access by all in society and they must also allow efficient delivery, service, and emergency vehicle access. In order for streets to also be attractive places, designing for accessibility, safety, and traffic management needs to be done sympathetically; there are many effective examples of this throughout London, that do not rely on high visibility signage, traditional kerbs and road markings. The precedents referred to in the report and in the Appendix provide illustrations of what has been done elsewhere to meet these multiple needs.

Planning For Cyclists The plan on this page shows Lambeth’s proposed cycling network as it overlaps with the public realm project sites. Where this report suggest the introduction of vehicle restrictions or pedestrianised areas (Atlantic Road, site 1 and in the strategic cycle network, or Pope’s Road, site 5), it is proposed that cyclists continue to use the streets concerned without the need for a designated cycling route. In the case of Atlantic Road, peak flow of cyclists along the street will be at morning and evening peak times; with the exception of brief periods at the rail station steps whens trains discharge, the main flow of pedestrians will to the station - along the street, rather than across it. Pedestrian flow between shops is more typical of other times. Advice on this issue is set out in the Department for Transport’s advisory leaflet TAL 9/93 ’Cycling in Pedestrian Areas’. This emphasises that, on the basis of research, there are no real factors to justify excluding cyclists from pedestrian areas. This was confirmed in Britain’s Transport Research Laboratory (TRL) report 583 ‘Cycling in Vehicle Restricted Areas ‘(2003) also shows that when pedestrian numbers rise the number of cyclists choosing to push their bicycle also rises.

Brixton Central

The TRL research found that within pedestrian prioritized areas most cyclists and pedestrians said they favoured a marked cycle route. However, such a solution should be approached with caution as it can lead to higher cycle speeds, and possibly more serious conflicts. Cyclists are also more likely to be obstructed by straying pedestrians when using a defined route, which can itself cause conflict; an example of this is the route along Rye Lane, Peckham. If there are concerns about conflict between cyclists and pedestrians, the preferred approach is to allow cycling from the outset on the basis of an experimental traffic regulation order and only restrict or segregate access when, and if, the need has been demonstrated.

Somerleyton Road

‘Your New Town Hall’

SW2 Centre

10 9 Vehicle movement Line width indicates volume Pedestrian movement Line width indicates volume

The proposals for Acre Lane do provide for safe, continuous dedicated cycle lanes. Here there is ample space to accommodate a cycle lane and pavement, and the main flow of pedestrians is in the same east-west direction as the flow of bikes.

Proposed cycle network

Train/ Tube station Destination building (generates footfall)

The Council is currently examining potential areas for expanded cycle parking opportunities, including Pope’s Road.

Public open /green space Future Brixton masterplan boundary

Project site - along cycling route (not all sites shown)

Project site - Brixton Gateways

Project site - Small Squares

Vehicle Ownership Context 118%

81%

52% 37%

VEHICLE OWNERSHIP CONTEXT percentage, vehicles per household (source Office of National Statistics 2011)

Brixton

Lambeth

London

England

Public Realm Analysis

Places and Movement

Pedestrian flows (purple) are greatest on Brixton Road between the police station and Windrush Square, eastward to The Rec and south to Coldharbour Lane, forming a triangle of intense activity. High footfall in this ‘Brixton Triangle’ is generated by a concentration of ‘places’ (pink) like major and independent retailers, or the markets, accessed from surrounding homes or from the stations and bus stops that also act as destinations themselves. Other places surrounding the centre like The Rec, Lambeth Town Hall, and Brixton Academy, in a 5 minute walk , or in a 10 minute walk, like schools and parks, all generate footfall from housing and transport stops. Schools and parks generate movements by families and children; 5000 local residents in a 10 minute walk of Brixton tube are school age or younger. Several streets serve as ‘quiet routes’: to the north, Pope’s Road / Canterbury Crescent, and centrally Electric Lane. The diagram shows there are few green open spaces near the centre, with particularly limited provision to the west of the study area. Strategic cycle routes (yellow) mainly avoid the most congested areas, joining Brixton Road briefly near the railway viaducts. Cyclists use Atlantic Road, and Coldharbour Lane to pass through the Brixton Triangle. Cycle racks in the town centre are heavily used, and there is a demand for secure cycle parking near the stations to support cycle /train commuting. Major strategic vehicle through routes (blue) north-south converge on Brixton Road between Windrush Square and the police station. One of few east-west railway viaduct through routes is Coldharbour Lane, which, with Acre Lane, provides the other major vehicle through movement. A ‘cut-through’ along Atlantic Road made by drivers wanting to turn left from Brixton Road to Coldharbour Lane generates relatively low, but significant, numbers of vehicles.

400

alk 5’ w

The greatest congestion then is in the Brixton Triangle, particularly on Atlantic Road and Coldharbour Lane. With limited opportunities to cross the railway, a bottleneck of vehicle, cycling and pedestrian movements is formed in the very narrow space under the viaduct at Coldharbour Lane.

Vehicle movement (width indicates volume) Pedestrian movement (width indicates volume) Proposed cycle network

Bus stop/ train or Tube station

800

10’

Destination building (generates footfall)

cle ’ cy

-4 lk, 3

Public open /green space Future Brixton masterplan boundary 5

Project site Brixton Triangle

Project site Brixton Gateways

Project site -

Proposals

Brixton Triangle

Options were appraised prior to the selection of the proposals illustrated (see Appendix). Proposals for the project sites were then developed to RIBA Stage C in accordance with the brief. This stage gives a sense of what it could be like to be in each space, showing indicative materials and character, and the general layout, function/use of each space. In the following pages, for each site: • existing condition is described • a vision for change presented, in plan and/or perspective • building investment anticipated in the area is noted • overall benefit is summarised • materials and furnishings are recommended • cost for construction is estimated • and possible funding routes are noted.

The triangle formed by Brixton Road, Atlantic Road/Brixton Station Road, and Coldharbour Lane is the central focus for economic vitality, cultural vitality and public life; it is also the place of greatest competition for space in the public realm. Much has been done in recent years to improve security and lessen fear of crime around the Tube station and along Brixton Road. The success of the indoor markets has both helped the local economy and affirmed Brixton’s position as an interesting place to visit, for both Londoners and tourists from abroad.

All technical issues are not resolved. For example, in the Brixton Triangle, proposed paving patterns indicate a consistent thematic approach based on fabrics, that differs to provide each street with its own identity, to aid to navigation and legibility. As designs develop, patterning can be refined to do more functionally - e.g., determine location of market pitches, and movement routes. Existing levels and drainage need to be accommodated, and detailing respond to load bearing requirements such as bus and bin lorry turning. As designs move into more detail, further consultation will be undertaken to obtain comment and encourage involvement. Cost estimates will be reviewed in light of changes in material selection or information obtained on subsurface conditions. Choices will need to be made regarding which projects to prioritize, as funds for delivery are secured, and about design matters. Publication of studies currently underway - Brixton Central masterplan, town centre cycle parking, and TfL cycle rental locations - may also influence the next design stage. Traffic modelling may need to be carried out so the impact proposals in this report have on the wider network can be considered. Next steps are considered further in the Options Appraisal (see Appendix).

With the completion of projected redevelopments by Network Rail (NR) and the Council, this triangle of interconnected commercial and cultural activity will extend north beyond The Rec to include International House, and east to the potential new Oval House theatre at the intersection of Coldharbour Lane and Somerleyton Road.

EXISTING PUBLIC REALM Throughout the Triangle, the streets in the study currently have a utilitarian character, (right) using mainly standard street materials, indicating a design with vehicle through movement in mind. Even pedestrianised streets like Brixton Station Road and Electric Avenue have tarmac roadways and traffic markings. Pavements are often too narrow for the footfall, and are occasionally cluttered by use as a retail display and storage area. Existing street lighting fulfils technical requirements but does not positively contribute to the street scene. Columns can present obstacles on pavements. Opportunities to light and celebrate architectural features of merit (e.g. indoor market entries, or the cupola of the old railway hotel ) are currently overlooked. Views in to the independent retail and markets area from Brixton Road and Coldharbour Lane, and the arrival point from Brixton station, do little to signal the remarkable quality and international flavour of the retail offer. There are blank and dirty frontages, obstacles in the footway, worn structures, and worn built fabric - all disincentives to exploring. There are no aids to navigation to build visitor confidence or interest.

Electric Avenue, Electric Lane, Pope’s Road between the viaducts, and Brixton Station Road are pedestrian-only zones through the day. They have a long history as street markets, and are vibrant and busy. Pope’s Road has benefited from modest investment in pavements and public toilet refurbishment but, though cleaner than the adjacent station cut-through, is still somewhat dirty and worn, and negatively affected by poorly maintained buildings. The toilets are a local asset, supporting more leisure-oriented long shopping outings, valued by businesses, and typical of touristfriendly destinations. Atlantic Road and Coldharbour Lane have the greatest competition between pedestrians, cyclists, and vehicles for space, especially at peak times. Coldharbour Lane’s primary function throughout the day is as a ‘through route’ for east-west travelling vehicles. In the evening this balance changes, as it is a destination for Brixton’s night time economy. Servicing of retail, bars and restaurants in the Triangle is usually through the front, and disruption of traffic flow by vans and lorries unloading is common (as is ticketing for parking offences). Among traders and retailers there is a view that closure of the Pope’s Road car park has harmed trade; the regeneration strategy for Brixton Central will respond to this.

OPPORTUNITIES There is scope for Brixton’s busiest streets to serve its residents and businesses better, to be more inviting, cleaner, more accessible and safe to use, able to benefit from and to foster change. Town centres across London and the UK have been changing to claim back even main roads as places for people. Images on this page and in the case studies section of the Appendix show the potential impact of increased pedestrian and cycling priority. While these changes are increasingly the norm, one of the unique opportunities for Brixton is to make more of its interconnected street and indoor markets. Brixton’s independent retail area, its street vendors and markets can attract more customers if signalled more clearly as a unified and interconnected whole at its entrances, and if its streets invite exploration.

The challenge is to make these changes and address shortcomings, without losing the qualities that give Brixton its unique identity. Design responses then, need to celebrate the heart and style of Brixton. Opportunities to assert identity in the public realm can be found in choice of materials and detailing of surfaces, in furnishings, and planting. Geometric patterns suited to paving, and splashes of colour (images, right) can inspire a different feel in Brixton’s streets and recognise the presence of cultures from other parts of the world. Designs for this area can: •

celebrate Brixton’s cultural heritage and diversity

•

enhance the markets and independent retail area

•

think about play and sociability as well as retail

•

offer opportunities for Brixton to express itself through art and other cultural events

•

offer space for start ups and small vendors, especially along blank facades

•

be bright with colour by day, lights and reflective surfaces at night

•

give more priority to people on foot or bicycle

•

use high quality, durable, easy to clean materials

•

have smooth surfaces for ease of access

•

limit use by vehicles and/or slow vehicular traffic speed.

Where walking, cycling, and vehicles share the same space, defining where vehicles can move and where loading can happen is most often achieved through varied paving unit sizes, in similar materials. Overall unity is achieved with overlay of continuous pattern. In the UK, pavements tend to be a uniform grey, but in other countries the market square and shopping streets are often paved in contrasting stones - usually tones of black, grey, and white - which elevate squares or streets beyond more mundane vehicle spaces, to areas of special importance. Recent London schemes as at the newly opened King’s Cross or Exhibition Road (see case studies, Appendix) show that such functional and tonal contrast can comply with UK paving and highway standards. The proposals that follow draw from global (and particularly, African-Caribbean) cultures to acknowledge and celebrate the diversity that can be seen, heard, and smelled on Brixton’s streets and in its markets today.

This the basis of the design team’s recommendations for:

BRIXTON TRIANGLE

•

roadway paving patterns based on geometric fabric weaves widely admired for their fusion of function, art and culture

•

some use of strong colours, distinctive furnishings and ornamental exotic planting.

1. Atlantic Road 2. Electric Avenue 3. Coldharbour Lane 4. Brixton Station Road 5. Pope’s Road North

Positive comments were received at the public workshops, and support for this concept is being sought through the Council’s web-based feedback form. Wider consultation and greater inclusion will inform the design development.

More information on materials can be found in the materials section, page 38.

4 1

1. Atlantic Road

Indicative illustration of proposal

1. Atlantic Road Current Condition: used by many vehicles as a cut-through. The impression given is of worn infrastructure and a back street for servicing, rather than a key pedestrian and shopping street - it is a main walking link between shopping areas, buses and the station, and is used for strategic cycle journeys. Pavements are narrow and can be cluttered, as there is demand for on-street space for retail sales.

Materials illustrated: Kellen stone aggregate setts (in contemporary triangular pattern), Marshalls Igneo bench and individual seats; Marshalls large Monoset planters with multi-stem Chaemyrops palm planting (maintenance to be agreed prior to

Vision: This could be an attractive walking and cycling street in an interconnected ‘markets’ area, complemented by upgrades to Network Rail’s viaduct and platform (paint colour change illustrated), including reoriention of the access stairs. Recommendation: Provide a single level, high quality surface for pedestrian and cycle priority use through the day, with buses still allowed. Vehicle speed is slowed by design, with pinch points at regular intervals and decorative paving pattern changes at crossing points. Vehicles (permit holders excepted) would be prohibited between 7am and 7pm, and all day Sunday; deliveries permitted only in accordance with time restrictions. Vehicular of furnishings and colour changes; carriageway/loading bays also

Numbers below images refer to the plans overleaf

for business (dining, ‘pop up’ retail), seating, and planting, including small retail kiosks in street. Consider using splashes of colour in the paving, and big bold furniture. Parking for bikes to be installed. Street lighting would be building-mounted, with key architectural features and main crossing points highlighted. Associated Developments: There are several: •

the Brixton Central development, near the Pope’s Road junction, potentially including a refurbished train station – horizon 15 years

•

the Somerleyton Road mixed used / cultural centre near the junction with Coldharbour Lane - horizon 3-5 years

•

a Borough-led Townscape Heritage Initiative bid to HLF for Electric Avenue building renovations - 2015.

1-5.

An attractive environment for walking, shopping, and cycling supporting public transport, economic and cultural life. Key Issues: space along building edges for vulnerable users. Peak cycling volume during commuting hours is predominantly coincident with pedestrian movement along street (rather than across it), 11. Retailstands (by Hawkins/Brown) 15

1. Atlantic Road (West)

5 4

1 3 2 PROPOSALS KEY Paving 1. Standard single surface: grey stone 2. Patterned bands of colour where route regularly narrowed 3. Route along shopfronts: patterned 4. Strip of varied use: patterned colour 5. Decorative paving at Brixton Road

FOR POPES ROAD SOUTH SEE BRIXTON CENTRAL MASTERPLAN

Furnishings 6. Planted pots /globe bollards 7. Benches 8. Cycle parking / recycling bins 9. Lighting - see text Operations 10. Vehicle access limited -see text 11. ‘Pop up’ retail units 12. Recommended rail platform staircase orientation

20m

1306.12.03.C 15 April 2014 16

1. Atlantic Road (East) 1306.12.01/C 15 April 2014 PROPOSALS KEY Paving 1. Standard single surface: grey stone 2. Patterned bands of colour where route regularly narrowed 3. Route along shopfronts: patterned 4. Strip of varied use: patterned colour 5. Decorative paving at Brixton Rd.

2 1

3 4

Furnishings 6. Planted pots /globe bollards 7. Benches 8. Cycle parking /recycling bins 9. Lighting: from adjacent buildings

Operations 10. Vehicle access limited - see text

6 1

2. Electric Avenue

Indicative illustration of proposal 18

2. Electric Avenue Current Condition: This is a busy pedestrian-priority area, and prominent South London market. Buildings and frontages need investment. Worn and uneven pavement has a utilitarian feel; walking routes are cluttered with bollards and other obstacles. Vision: This could be an inviting, high quality pedestrian-priority shopping environment, with pavement linked in detailing to adjacent ‘‘markets’’ streets. PROPOSALS KEY

Description: A single surface pavement (potentially with a contemporary interpretation of ethnic weaving), whose pattern and furnishings clearly identify areas for stalls and pedestrian through-routes; out-of-hours vehicle routes would be defined by corduroy paving. The number of obstacles in the footway would be reduced. Street may be lighted off of the buildings, with unobtrusive fixtures. The existing water and electric services available to street traders requires maintenance.

Paving 1. Stone ‘weave’ pattern throughout 2. Decorative treatment at Brixton Rd. Operations 3. Cellar protection (where required) 4. Electric and water points repairs 5. Vehicle access limited - see text Furnishings 6. Large banners 7. Lighting off buildings

Associated Developments: LB Lambeth application for funding from the HLF Townscape Heritage Initiative, to be made in 2015. Benefits: A more attractive street would benefit residents, reflect civic pride, and attract customers to market and retailers on Electric Avenue and in the vicinity; publicity around Electric Avenue and Brixton markets could increase visitor numbers (working in partnership with Brixton BID).

1 3

Key Issues: Cellar survey is required to identify where protection from loading may be needed. Materials illustrated: (subject to consents).

1306.12.04.C 15 April 2014

Kellen pavers, lighting on building

xxx through Cost and Route to Delivery: Approximately £1.15m, xxx TfL Major Scheme application. Programme: 2016-7, subject to funding.

3.1 Coldharbour Lane (East)

Indicative illustration of proposal 20

3.1 Coldharbour Lane (East) Current Condition: This road is congested at peak commute hours, with high traffic volume at the junction with Atlantic Road at peak hours confining pedestrians to narrow pavements under the NR viaduct. Building setback and wall at the Brixton Village frontage, and clutter of bin stores is not conducive to businesses engaging the street; a large advertising hoarding on the viaduct is visually dominant. Vision: A plaza that connects the indoor market to potential theatre would provide a highly visible new ‘entrance’ to Brixton’s pedestrian priority ’markets’ area, requiring change in driving behaviour, and provide room for more pedestrians and civic / cultural life including more outdoor dining, and events. Description: A single surface of high quality material in a fabric-inspired pattern, with defined bands indicating the vehicle route, separated from pedestrian-only space by a low kerb, corduroy paving and furnishings including pedestrianscaled street lighting and street tree planting. Associated Developments: Council-led mixed use regeneration of the west side of Somerleyton Road, to include potential theatre with Coldharbour Lane frontage, may go forward to construction in 2016. Benefits: Removal of the Brixton Village boundary wall would allow for a new civic space with activity engaging the street. A change in driver behaviour at Atlantic Road junction may redress current vehicular dominance of Coldharbour Lane through the town centre. Key Issues: Co-operation of Groupe Geroud (operator of Brixton Village) would be required. Materials illustrated: Kellen pavers (or stone), signature street tree planting and 5.5m height pedestrian scaled lighting fixtures along property boundary, bicycle parking, recycling bins. Cost and Route to Delivery: Approximately xxxx £800,000, funded through potential site-specific S106 or CIL; contribution funding from Groupe Geroud could be explored. Programme: 2017-8, subject to funding.

3.2 Coldharbour Lane (West) Current Condition: This is a standard ‘roadway’ with high traffic volume at times, which separates shops and services (traditionally African Caribbean-focused) to either side of the street. Several popular night time venues with a long history integral to Brixton’s evening economy are located here. At the Brixton Road junction, the widened carraigeway separates Windrush Square from the town centre. Vision: Vehicle flow would be adjusted to produce a slow steady traffic speed, allowing safe and convenient pedestrian crossing, and use of pavements for dining and seating. Description: A series of related measures (raised tables, lowered kerb and narrower lanes, deflections in direction) would be deployed to reduce the dominance of through vehicle traffic, making a more pedestrian friendly space. Dedicated loading bays (with regulated hours of operation) would be located so as to complement uses in adjacent buildings by also providing room on the pavement for dining or the queuing associated with bars and clubs. Associated Developments: None. Benefits: A more flexible use of the pavement by adjacent businesses would likely increase trade; for vehicles, a more predictably smooth traffic flow. Key Issues: The effect of changes on the wider transport network may need to be considered. Materials considered: The carraigeway would be constructed of standard bitmacadam but raised to be nearly flush with pavements. A new (high contrast) kerb would define the pavement edge; any expansion of the pavement would be in dark grey granite, to match existing. Light columns currently in the pavement would be replaced with building-mounted fixtures, subject to consents.

Cost and Route to Delivery: xxxx £600,000 xxxxdepending on extent of changes brought forward by LB Lambeth. Programme: Dependant on funding availability; no direct link to a redevelopment site.

4. Brixton Station Road 3 7 9

9 1

FOR POPES ROAD SOUTH SEE BRIXTON CENTRAL MASTERPLAN

PROPOSALS KEY Paving 1. Main plaza: decorative treatment (stone) 2. Bitmacadam centre, stone edges Operations 3. Marketholders materials store 4. Stall markers / recycling bins 5. In-ground electric and water points 6. Vehicle access limited - see text Artwork / Signage 7. Large banners 8. Large mosaic (lit at night) / vertical greening 9. Arts-led lighting 0

20m

1306.12.05 .C 15 April 2014

4. Brixton Station Road Current Condition: This is a pedestrian-priority area with a lively weekend market that is growing in popularity, and pavement in reasonable condition. Abundant signage and roadway markings give it a ‘back of house’ atmosphere; The Rec’s blank façade, road signs and hoardings dominate the view in from Brixton Road. Vision: An attractive, open entrance to ‘markets’ area used by stalls until evening, and a social place at night; with a high quality floor treatment and feature lighting at the junction with Brixton Road, visitors would be invited to explore the street. Description: Signature ‘Brixton markets’ fabric pattern installed in high quality material at the entry plaza, used also to indicate the locations of stalls and through routes. Large light columns with decorative banners would announce the marketplace to road users and rail passengers, particularly at night. Active frontage along the viaduct and also The Rec’s retail edge to be highlighted with modular paving in triangle/ ethnic weave motif. Beehive Place may be developed for a market support function: e.g., cart storage; the market would also benefit from electric and water service. Space under the Brixton Road viaduct and at new plaza would be ideal for arts-led lighting (9) and The Rec’s wall for vertical greening (8). There is room for a taxi rank adjacent to the ice rink site (or alternatively, outside the Brixton Academy).

Associated Developments: Renovations to The Rec, with emphasis on active ground floor frontage and access. Benefits: An improved retail and market setting, attracting more visitors and shoppers to Brixton. Key Issues: Scope and timing of the works; artists’ involvement.

Materials illustrated: Kellen or similar stone-aggregate setts at entry plaza, with bespoke LED lighting/ light display and banners, feature mosaic/greening high up on The Rec’s wall. Further along the street, standard bitmac paving to the centre with stone setts in bands emphasising businesses along the edges. In-ground electrical connections for trader’s use and events, recycling bins. Space permitting, street tree planting is an option. Cost and Route to Delivery: Approximately xxx £1.1m, xxx through potential site-specific S106 or CIL contributions. Programme: 2017, subject to funding. 8.

5. Popeâ&#x20AC;&#x2122;s Road (North)

Indicative illustration of proposal

5. Pope’s Road (North) Current Condition: This is a quieter, well used route to and from school for families and children, without much vehicular traffic (the street is predominantly used for parking). High density residential and business development is planned for three sites along it, which will change its character dramatically. Vision: If the current parking is relocated to adjacent roads, space would be available for a family-friendly place with play, recreation and socializing opportunities, which complement the The Rec’s activities and brings its community spirit out doors. Description: A sociable ‘linear park’ with features for play and seating adjacent to the markets, with bicycle parking or ‘incidental play’ (e.g. low climbing wall) in The Rec’s undercroft. Trees with spreading canopy would filter the effects of new multi-storey buildings; shrub planting can be considered if maintenance is agreed, and there is potential for stormwater storage in these planters or under the street. Options for vehicle movement are prohibition (with a turning head at Station Road, not an ideal use of space), or a single lane through route.

Brixton Central redevelopment, which includes the former ‘ice rink’ site (with short term public parking and parking for traders, access from Canterbury Crescent recommended). This may go forward in 2016

•

The Canterbury Arms public house is subject of a planning application lodged September 2013

•

International House is also to be redeveloped.

Materials illustrated: Stone (or Kellen) paving with ethnic weave theme at edges; elsewhere, an ordinary bitmacadam with use areas defined and brightened by pools of bound gravel or rubber crumb. Play area may include Proludic bucket swing, Eibe timber climber, sand pit, table tennis, half court basketball. Cycle parking: Josta 2-tier; seating area combines Marshals Igneo benches and seats with fixed table and chairs (tbc), and recycling bins. Paulownia or Gleditsia trees. Lighting: pedestrian-scaled post top type.

4 7 5

Key Issues: Fit between the need for family-friendly space and new uses projected for development in the area.

Programme: 2017, subject to funding..

1. Access options: see text 2. Seating/ dining 3. Play area on rubber crumb 4. Basketball, 5. Table tennis 6. Seating 7. Climbing wall/ potential bike parking

1306.12.05.01.C 15 April 2014

Benefits: This street can be an area of respite for shoppers, and meeting place for neighbours.

xxxthrough Cost and Route to Delivery: Approximatelyxxxx £500,000 xxx potential site-specific S106 or CIL contributions.

PROPOSALS KEY

Associated Developments: There are several projected. •

Van Gogh Walk - an exemplar ‘quiet route’ to school, community garden, and space for incidental play

Brixton Gateways EXISTING CONDITION

Beyond the central retail triangle, most roads leading into Brixton are bounded at least on one side by wide bands of lawn containing large trees. These greens provide visual interest and some access to nature, rather than inviting interaction. Two open spaces in Brixton town centre, Windrush Square and St Matthews Churchyard, also offer a lawn with trees; other than during events such as Brixton Splash these lawns also are not well used. St Matthews Church is a striking landmark when viewed from the town centre, but the entrances to the churchyard are constrained. Access to the building - which is used by community and educational organisations - is from a entrance concealed at basement level; and cars park in front of the building’s portico, lessening the impact of the Grade II Listed architecture. A small play area to the rear is worn and in need of updating. The space outside the police station is fragmented and in poor repair, but it marks the entrance to the quieter route to the Brixton triangle via Pope’s Road; this is taken by many children and families wanting to avoid the congestion on Brixton Road. Large plane trees - in front of the station and in Windrush Square ‘bookend’ the town centre; at the police station, the tree is used as a memorial and is an important community landmark. Acre Lane is a wide expanse of roadway, with broad pavements to either side . It is used by cyclists as a strategic route, though there are no dedicated cycling lanes along it at present.

OPPORTUNITIES

The space outside the police station has the potential to become a new square, changing it into a welcoming public space. Engaging the public and the Metropolitan Police in its design could support efforts made in recent years to improve relations and build trust. A more formal memorial, or a public art piece might be considered here. Along Acre Lane there is sufficent area to claim some space for greenery to echo that along other routes into Brixton, to create a dedicated space for bicycling, and possibly some space for play. There is little publicly accessible green space for residents of the town centre, especially to the west of Brixton Road. With 5,000 residents under the age of sixteen in the Ferndale and Coldharbour Wards (2011 Census), these green spaces could do more to provide for play, recreation and sociability, as well as offering more to the whole community in varied planting, greater biodiversity, opportunities for food growing/community gardening, and stormwater runoff capture. At Gillett Square in Dalston (below left), a decorated container stores play equipment that on some weekends and special occasions, temporarily transforms the space from urban square into playground. A similar facility in Brixton might allow some of its urban spaces to retain their current flexibility, while providing opportunities for play or sport when not required for events.

Temporary play equipment stored in container, Gillett Square (Dalston)

6. Police Station Square

Indicative illustration of proposal

6. Police Station Square Current Condition: The area has worn, uneven and dirty public pavements, cluttered with derelict bicycles, an unused seatwall, signage and signboards, and utility cabinets. What are thought to be Metropolitan Police employee cars are often parked at the end of Canterbury Crescent. The central tree is a memorial and cultural focal point for the local African-Caribbean community. Vision: An open, inviting plaza with a similar feel to Windrush Square (at the opposite end of the town centre); a place for sitting that offers users of Brixton Road bus stops a pleasant and convenient alternative route to the markets. Description: Liaison with the Metropolitan Police may lead to more considerate vehicle parking (in the building’s basement or at surface sites elsewhere), and to incorporation of the building’s forecourt into a single surface. Use of banded paving pattern similar to that at Windrush Square would suggest a similar ‘gateway’ function; focus on the tree can be emphasised with raised decking (suitable for seating), and with decorative lighting.

timber deck

car park (Met Police property)

Windrush Sq. paving pattern

Unit pavers in Windrush Square colour palette

cycle parking

Associated Developments: An application for Canterbury Arms redevelopment was lodged in September 2013. International House is also to be redeveloped. Benefits: Better use of, and movement through, a public space; a more fitting setting for police headquarters.

Chairs at Windrush Square

Key Issues: Co-operation with the Metropolitan Police on scheme development. Materials Illustrated: Pavement and banding in Kellen stone faced units (or alternatively, to reduce costs, Marshalls Tescina and Perfecta pavers), high tannin content timber decking, individual seating as at Windrush Square, Harrogate-type bike stands. Decorative down-lighting in tree, as at Windrush Square.

xxxx Cost and Route to Delivery: Approximately xxxx £300,000 xxxx potentially through site-specific S106 or CIL funding. Programme: Subject to funding.

Existing condition

Timber deck at Gillett Square

7. Acre Lane (East)

Indicative illustration of proposal 32

7. Acre Lane (East) Current Condition: Acre Lane has the appearance of a ‘highway’, several broad lanes which lead directly to central Brixton. There are active frontages to the north side of the street, but the Town Hall presents a largely blank facade to the street. Several landmark buildings make for an impressive view when approaching Brixton. Vision: Vehicle lanes reduced to the minimum required, allowing space for dedicated cycle lanes to and from Clapham, and a strip of community-oriented uses such as incidental play, seating, and gardens. Description: Acre Lane’s breadth makes it ideal for demonstrating the benefits of dedicated cycle lanes. Reducing traffic lane and pavement widths would provide space for seating, a green strip with tree planting, and play - available to people making way to and from town centre. The bus lane into Brixton would be retained.

Typical section, proposed

Associated Developments: Council-led ‘Your New Town Hall’ redevelopment (new Council offices, multi-storey housing, and internal public open space). Benefits: Promotion of sustainable transport, and provision of a linear park in an area under-served by parks and open spaces.

‘Incidental’ play and seating, in verge

Key Issues: The effect of changes on the wider transport network may need to be considered, and at east end, co-ordination of any bicycle lane implementation with measures to provide for the safe crossing of Brixton Road. Materials Illustrated: Coated bitmac cycle lane, durable seating and play furnishings, Paulownia or Gleditsia trees. Cost and Route to Delivery: Approximately xxxx £500,000 xxxx(to Tesco entrance, two sides of street), through potential site-specific CIL. Programme: 2017, subject to funding. Existing green verge, Brixton Road

Indicative plan, proposed vehicular and cycle lanes 33

Dedicated cycle lane, Copenhagen

8. St. Matthew’s Churchyard restored monument

Renovation of St. Matthew’s churchyard is being considered by the building’s management company, The Brix. It is the subject of a scoping study funded through The Big Lottery.

wider entrances

The Brix would like the Churchyard to function as a community hub, reflecting local people’s wishes for introduction of new uses such as: • food growing club • better play area • more seating • attractive gardens The Brix has expressed an interest to Lambeth in managing the space under a ‘Co-operative Council’ agreement, and in order to raise income to better maintain the space have asked the consultants (Shape) to also include potential revenue producing elements such as: • • •

parking (for tenants) mobile coffee and food vendors lettable areas such as outdoor dining terrace sloped flower gardens down to building entrance

The consultant’s analysis of the churchyard, built on studies and consultation undertaken as part of the Windrush Square development, considering likely Lottery funding requirements and Council’s outline plans for the adjacent ‘Your Town Hall ‘development, led to them to recommend: • • •

relocating current parking /restoring the main entry providing a broad, safe accessible entrance to the (crypt level) building entrance strengthening links to Windrush Square, Effra Rd, and Brixton town centre with new, wider entrances

terrace restored forecourt

Consultations with major stakeholders and local residents show considerable support is present for all the above. A summary report was provided to the Brix in March 2014. garden available for community functions

new wider entry with space for coffee/ food

car park relocated new play area community food growing

Small Squares Brighton Terrace links a residential neighbourhood and the creative industries in the Piano Building to Brixton Road. It has an active frontage that makes it feel safe, and a take away cafe which at times generates a crowded pavement of diners. The street could offer respite from the crowded condition of Brixton Road, but despite having a low volume of vehicles, the pavement is narrow. There have been accidents here that indicate the current arrangement is not safe. Somerleyton Passage suffers from a lack of activity and visibility, particularly on its western approach, but it is one of the few routes under the railway viaduct . Underpasses are notoriously difficult to convert to attractive spaces, but improved quality of surfaces and lighting, allied with some activation to the eastern approach through redevelopment of adjacent properties would go some way to making this space feel safer.

Brighton Terrace: take-away to right, Piano Building to rear left

The small plaza at Somerleyton passage and treatment of the viaduct underpass are both subject of a current study led by the Council and Brixton Green. It will be renovated within the scope of the overall Somerleyton development, but plans had yet to be developed at the time this report was published.

Passage under viaduct (above), and plaza (below), at Somerleyton Road

9. Brighton Terrace Current Condition: This is a short segment of street, with vehicular access and short term parking spaces; accident statistics suggest conflict between pedestrians and vehicles at the junction with Brixton Road. Vision: A quiet pedestrian plaza (similar to that opposite Brixton Tube at Tunstall Road), with the option of retaining some on-street parking or loading bays to its western end. There is sufficient space for a TfL cycle hire bay, or bicycle parking. Options: •

•

full closure to vehicles, and provision of seating, upgraded pavements and planting, similar to Tunstall Road; vehicle access to area would be limited to entrances via Acre Lane and Ferndale Road

Indicative plan: benches and trees, one-way traffic lane

low kerb with one-way vehicle movement, allowing entrance onto Brighton Terrace from Brixton Road (sufficient room would still be available for seating and planting).

Associated Developments: Council’s ‘Your New Town Hall’ at the corner of Brixton Road and Acre Lane. Benefits: A social place, allowing for outdoor dining; traffic regulation to discourage car use in town centre and misuse of Bernay’s Grove as a cut through. Key Issues: Relocation of short term car parking to other sites in the vicinity.

Brighton Terrace: existing condition

Materials Illustrated: Dark grey granite pavement, dark stone monolithic benches, and Locust tree (all matching Tunstall Road). Cost and Route to Delivery: Approximately xxxx £150,000, xxxx potentially through CIL. Programme: Subject to funding.

xxx Precedent: Tunstall Road closure, opposite Brixton Tube station

Lighting Strategy INTRODUCTION

Lighting assists with safer journeys and a feeling of security after dark; decorative lighting can give places a particular ambience or pick out attractive features. Lighting itself – through form and pattern, colour, or action – can be a feature. In an era of austerity, provision of lighting beyond the merely functional can seem like an extravagance, but London’s investment in lighting bridges and buildings along the Thames suggests there are social and economic benefits.

ASSESSMENT OF CURRENT CONDITION

Lighting in Brixton is largely functional. Street lighting columns in town centre are all highway (rather than pedestrian) scaled at over 10m height; this means fewer columns are required to achieve the necessary standard, but visually they are out of scale with Brixton’s buildings and pavements. Most columns are of 1990’s vintage – visually too elaborate for the busy setting, and they look outdated. Newer columns, installed with a PFI programme, are also tall but have the advantage of a simple design and dark, receding colour. All are ground mounted, and where pavements are constricted, can present an obstacle to free movement. The Council’s PFI agreement for lighting may limit the range possible in refurbishment; however, there has been some flexibility elsewhere, including the use of LED fixtures, which provide energy efficiency and potentially, decorative effect. Some buildings – the Town Hall, Ritzy and St. Matthews Church for example - have had lighting treatments, but many others do not. The indoor markets are brightly lit; allied with a colourful paint scheme, this an integral part of their appeal. CCTV cameras are present on most of Brixton’s streets; the majority are high up on buildings. Proposals for tree planting may affect their view corridors, though multiple viewpoints mean planting (particularly of deciduous trees) usually does not present a problem.

RECOMMENDATIONS Overall Apart from Brixton Road and where conditions allow, replacement of existing lighting columns with lights projecting from buildings should be considered. This would require more fixtures, agreement in advance from building owners, and co-operation of the PFI contractor. But there are precedents in Lambeth for this approach and it has several advantages: •

HUMAN SCALE: Smaller fixtures complement the scale of Brixton’s buildings and emphasise the importance of the pedestrian experience of spaces between buildings

•

OUT OF THE WAY: Removing columns frees up pavement space and eliminates the possibility of damage by vehicles

•

ATTRACTIVE: Wall mounted fixtures are understated and complement most architectural styles.

Where this is not possible, use of smaller (e.g. 5m height) columns is suggested; their size and cadence would distinguish the market and independent retailers’ districts from the high street, and functionally they would help de-marcate vehicle-free corridors on streets with low (or no) kerbs. Atlantic Road Lighting should be replaced if a major pedestrianisation scheme is implemented. A Network Rail viaduct runs alongside the street and a uniform lighting arrangement may be possible through a single agreement. Brixton Station Road Treatment similar to Atlantic Road is recommended, as there is a viaduct present. The Council can also consider a more elaborate decorative lighting scheme at the junction with Brixton Road; this is a gateway into the markets, and a prominent location appealing to both rail and road users. Electric Avenue Tall PFI fixtures that are out of character with the Conservation Area setting should be removed as part of the Townscape Heritage Initiative bid. Archive pictures suggest the first electric lights in Electric Avenue were made up of a large number of small fixtures; the market would benefit from a similar intimate, street level (and contemporary) treatment. Given the street’s prominence, an artsled lighting scheme may be considered.

Pope’s Road and front of Police Station Proposals for these areas suggest both may be communityoriented social spaces, similar to Windrush Square. Use of postmounted lighting clusters such as those at Windrush would provide visual continuity between these places, at the edge of Brixton town centre; this may not be possible under the PFI agreement. Coldharbour Lane This street is busy at night, with bar and restaurant activity. Its pavements would benefit from building-mounted or smaller scaled light columns; this would also reduce the visual emphasis on the ‘roadway’ function. This street has many buildings of architectural interest, and lighting that picks out their attractive features should be encouraged. Brighton Terrace The treatment here should be the same used at Tunstall Road, to strengthen visual coherence. St. Matthews Churchyard The Brix is aware that some of the feature lighting on the church is not operational; when finances permit, refurbishment will be considered. Footpath lighting to the Brix entrance will be included in their upcoming Lottery Funding application. Somerleyton Terrace Decorative lighting to the tunnel under the viaduct will be included in Lambeth and Brixton Green’s design brief.

Materials APPROACH

A consistent palette of materials should be used throughout the study area, to provide coherence and assist with visitor orientation. Use of high quality materials is recommended, particularly in areas such as the town centre markets where these would reflect the stature due their central role in Brixton’s economy and identity. Materials used in the public domain must be durable and relatively uncomplicated to maintain. This is a particularly important in selecting paving for market areas as there they will be subject not only to considerable vehicular wear but also potential staining from animal wastes and cooking fats.

PAVING

Use of stone or stone-based unit paving (ground aggregates on concrete, as by Kellen) is recommended where budgets allow; many colour and module options are available. Paving base construction must be adequate to predicted loading and turning forces; this can add considerably to initial costs (e.g. compared to asphalt). However, over several decades this difference reduces, as replacement is less frequently required. Some of the materials illustrated are without precedent in Lambeth, but their use may be warranted given the stature and nature of the project.

‘Standard’ approaches that would leave Brixton looking more like other places in London should be avoided, and opportunities for streets to celebrate Brixton’s community and markets should be explored. The initial proposals contained in this report are derived from the multicultural identity of Brixton:

FURNISHINGS •

durable benches with seating to both sides, and armrests

• paving patterns based on plant fabric weaves

•

single chairs that can be sat on or leaned upon

• use of colour

•

tubular bike parking stands defining vehicle flow edges

• preference for soft-looking, rounded furnishings rather than hard-edged rectangles

•

over-sized planting pots that control traffic flow

• reflective, patterned materials on fascias and other surfaces that would complement lighting schemes

•

narrow profile, unobtrusive litter (or recycling) bins, if possible

•

recessed electric and water outlets at market streets and events areas.

• use of building-mounted lighting or pedestrian-scaled, postmounted lights in areas in areas where an evening economy is being encouraged • planting of palms and flowering subtropical trees. All materials and furnishings referenced in this report will be subject to review by LB Lambeth Highways; further public consultation on materials is also essential.

Initial selection for furnishings include:

TREE PLANTING

Use of signature trees is recommended as this assists with differentiating Brixton from other town centres in London: •

Chaemyrops palms in Atlantic Road planters; these are hardy and with proper soil preparation good results can be expected.

•

Paulownia or Gleditsia elsewhere. The former (over page image, top left) have distinctive purple flowers and broad foliage; they are tolerant of pollution, and with changes in the pattern of British weather are now a realistic option. Gleditsia are fine textured, with golden green leaves; these are more hardy; they have been used in Lambeth at Van Gogh Walk and Stockwell Square.

New shrub planting is not usually maintained by the Council. If this is to be included in proposals, other funding sources including Brixton’s Business Improvement District (BID), need to be explored.

Project Bank Projects described in the previous section are listed overleaf with the following information arranged per the Council brief’s list of requirements: • Track: origin in previous studies /consultation, and where it may go in future

•

Associated projects: which may influence the programme, scope or funding

•

Dependencies: practical considerations effecting programming, and/ or phasing

•

Cycling Strategy: relevance to cycling (a Lambeth LIP priority)

•

Benefits Realisation: a broad indication of how benefits of investment are spread; precise quantitative measure will require precise ‘before’ data measures not included here

•

Vision /Concept: how linked thematically to other projects on list and in Brixton

•

Materials: tactile and visual link to other projects on list or elsewhere in Brixton

•

Technical scope: primary practical steps to be taken toward project realization

•

Costs: these are outline estimates only for capital works, based on recent projects of similar complexity and quality. All figures include demolition and rebuild, some lighting and drainage renovation and working around subsurface utilities. High ‘per square meter’ figures (e.g. £500/m2) are for full rebuild with stone/ stone-based product accommodating heavy vehicle loading, new levels or alignments; lower figures suggest part use of stone, use of other surfacing, lower loading specification, or retention of current levels and alignments)

•

Funding Opportunities: potential routes to be investigated.

Project Bank : Costs & Route to Delivery

1. Atlantic Road: single surface paving, new furnishings, lighting, pedestrianisation, pop up retail stalls

included

2. Electric Avenue: new paving, lighting, furnishings

included

3.1. Coldharbour Lane (CHL)& Viaduct: single surface plaza from Somerleyton Road to pedestrian-friendly junction at Atlantic Road.

3.2. Coldharbour Lane

not included

4. Brixton Station Road: new paving, lighting/ included banners, electric and water service to market,arts

yes

NR station Public realm can proceed renovation/London in advance of NR Overground Station investment (2025?)

Brixton Triangle see p. 38 entry/access (see p.9)

a) BMTF: agree delivery and loading times; agree sequence of works b) public: consultation c) NR: service level agreement d) Brixton BID: potential for part funding maintenance e) LBL Highways: trial holes

see p. 38

a) cellar voids and utility location survey b) BMTF/THI: agree scope,timing c) public: consultation

see p. 38

a) Brixton Village operators: engage re: removing wall/ bins at front b) TfL: effect of intersection change on network c) theatre building architect: entrance & forecourt location d) public: consultation e) LBL Highways: traffic counts

see p. 38

a) consider staged delivery (eg Windrush raised table, central chicane). b) consult w/ TfL on effect of proposals and w/ local businesses/public re scope and content. c) LBL Highways: traffic study

see p. 38

a) BMTF, businesses: scope & timing of works b) local arts community: scope

Brixton Gateway (p.26)

see p. 38

a) ice rink site architect: location of entrances, active frontage (eg café?), and service/ loading

cycle parking stands on Electric Lane

a) Electric Ave businesses b) tourism link

Brixton Triangle treatment (p.9)

a) LB Lambeth Somerleyton sites (2017)

Success of Somerleyton new build in part dependent on link to centre on CHL; concurrent development recommended. Atlantic Rd (south of CHL) businesses struggling

cycle parking stands (20?)

a) residents & businesses east of viaduct b) Brixton Village c) proposed theatre

Brixton Triangle access/ entry point (see p.9)

minimal intervention

a) Somerleyton Road (2017)

Road detracts from slower community- based vehicle services, evening economy; crossing difficult speeds for pedestrians

environmental improvements included

a) ice rink site (2017) b) LBL International House site (2020)

opportunity for increasing weekday Market trade, site visible from Brixton Rd, main rail line.

cycle parking stands (10)

a) local residents and businesses

Speed reduction; improve peak flow

a) NR, businesses and Brixton market traders in vicinity Triangle (see p.9) b) tourism link

5. Pope's Road community space: play, sport and seating areas, bicycle parking, pedestrianisation

sport court environmental only, improvements behind included Exchange plaza

Arrangements required for long term parking (if no net loss), The Rec coach dropa) LB Lambeth ice off, and Cleansing depot rink site (2017) relocation (to Beehive b) Canturbury Arms Place). site (2015) Cycle parking can proceed independently if funding stream separate.

6. Police Station: community space to front

included

cycle a) Brixton visitors cooperation of parking (or a) Canterbury Arms Metropolitan Police central b) Met police TfL rental site (2019) importance community relations stand)

Brixton Gateway (p.26)

similar to Windrush Square

7. Acre Lane east: cycle lanes, useful verge

not included

no specifics provided

a) LBL SW2 Enterprise Centre (2017-18)

dedicated Cycle lane development cycle coincident w/ cycle prioirity lanes (nr crossing @ Brixton Road 200m)

a) cyclists, per LBL cycling strategy b) adjacent residents and businesses

Brixton Gateway (p.26)

see p. 38

8. St Matthew's Peace Gardens

included

linked w/ Your New Town Hall

a) LBL Your New Town Hall (2017-18)

Housing needs open space - CIL funding?

cycle parking stands (10)

local residents

A Garden for Brixton

see Stage C design

9. Brighton Terrace: pedestrian area w/ seating

not included

included

can proceed independently

cycle a) residents and parking (or businesses in TfL cycle immediate vicinity rental)

Small Squares. (p. 32)

similar to a) residents and businesses: Tunstall Rd consultation

10. Somerleyton Passage: plaza

included

Development by LB Lambeth in partnership w/ Brixton Green

per LBL/ BG

Small Squares (p. 32)

not known

yes

a) LBL Your New Town Hall a) Somerleyton Road sites (2017)

a) community cohesion sheltered b) childrens play space parking on route to school/area option, underserviced 250 cycles c) Station Rd market

per LB Lambeth/ BG

a) Met Police: co-operation on parking issues and scope of works b) public: consultation (site has local cultural significance)

Potential Funding Opportunities

Cost Estimate (Capital Works)

a) increased footfall of residents and non residents, increase in families, elderly using street b) independent retail sector health (indicators?)

Public realm complements THI investment in buildings but can proceed independently. Current pavement condition very poor

open up access; otherwise minimal intervention

Technical scope for the public realm bank of projects: identifying various stages of project development and delivery; and listing involvement of various partners to enable approval and delivery

cycle route 7am-7pm; cycle parking stands (50?)

a) LB Lambeth Townscape Heritage Initiative (2014-19)

yes

Materials

Vision /Concept

Benefits Realisation

Opportunities for cycling network

Dependencies identified

Associated Development

Cycling Strategy

Draft Local Plan

LIP

HLF Bid

Brixton SPD (2013)

PROJECT

Future Brixton (2009)

Brixton Public Realm PROJECT BANK

xxxx £2.2m xxxx xxxx xxxx (£500/m2)

portable retail units: xxxx £15k ea xxxx

xxxx £1.15m xxxx xxxx (£500/m2) xxxx

lighting: allow £75k

xxxx £850k xxxx xxxx (£500/m2) xxxx xxxx

a) TfL Major Scheme b) TfL Cycling Vision for London c) NR contribution d) BID? (planting maintenance)

a) TfL Major Scheme b) THI (HLF) contribution c) BID? (planting maintenance)

a) S106 or CIL

xxxx £650k (£275/m) xxxxxxxx xxxx lighting:xxxx £50k xxxx (n.b. assumes existing pavement remains)

xxxx xxxx £1.1m xxxx xxxx (£350/m2)

lighting/art: xxxx £200k+ xxxx

£350k xxxx xxxx xxxx (£350/m2) xxxx

CIL

a) S106 or CIL b) Arts Council c) BID? (maintenance)

a) S106 or CIL

a) TfL: effect on bus route, xxxx £500k potential for signalised crossing xxxx (£350/m2) b) LBL and TfL: cycling strategy xxxx xxxx for major east-west route

a) S106 or CIL b) TfL Cycling Vision for London

a) The Brix: links with Your New £800k xxxx xxxx Town Hall

a) Big Lottery b) S106 /CIL match fund c) small grants

per LBL / BG

xxxx £150k xxxx xxxx (£350k/m2)

CIL

£180k xxxx xxxx (£300/m2) xxxx xxxx

a)S106 or CIL

London Borough of Lambeth

Central Brixton Public Realm Design Study

Appendices Case Studies (Precedents) Options Appraisal / Benefits Analysis - Atlantic Road - Coldharbour Lane Consultation - Stakeholders - Public Workshops

43 48 54

Case Studies Since High Street Kensington’s radical streetscape improvements (removing guardrails from a major traffic thoroughfare, widening footways, and raising road levels at pedestrian crossings over side streets to increase the priority given to pedestrians) began in 2000, statistics have been available in London to support the view that neither road safety nor continuous flow of traffic is dependent on physically restricting pedestrian movement and prioritising cars. Rebalancing the priorities on streets to consider the quality of the pedestrian experience has become public policy, and has been shown to support economic growth and sustained retail performance. Boroughs across the capital and in other UK cities and towns have been reducing delineation between vehicle and pedestrian space in their major retail and tourist areas. At a neighbourhood level many are moving towards wide use of ‘shared spaces’ , long typical in northern Europe. Some of these projects have been included here as exemplars in the development of designs for Brixton town centre. This section of the report provides a reference point of precedent that underpins the recommendations made in the Public Realm study.

Maidstone Town Centre, Civic (2011) Top: A traffic dominated shopping street Bottom: Pavements widened to over half the street width, and bus and taxi movements restricted to a very narrow, defined tarmac highway. Crossing points were resurfaced with stone at grade; two- way traffic has to ‘shuttle’ to pass at crossing points. Loading bays are paved to provide additional pedestrian space when not in use. Cycling is not restricted.

Brighton New Road, Civic (2011) Top: A typical back road providing a quiet route to Brightonâ&#x20AC;&#x2122;s busy shopping district. Bottom: A radical resurfacing provides no indication of pedestrian or vehicle zones. The road is still open to traffic, but this shared space is so busy with pedestrians that vehicles proceed only cautiously, and those with less patience avoid driving along the street entirely. It has now become a lively extension to the existing shopping streets.

Emma Cons/Waterloo Road, Shape/ Landscape Projects/Civic (2009) The pedestrian crossings at Waterloo Road were redesigned to remove guardrails and take out changes in level. Emma Cons Gardens was ‘extended’ across the road as a raised table/ shared space, creating a more welcoming setting for the Old Vic Theatre, and signalling the beginning of The Cut. The square itself will be renovated further with redevelopment of adjacent buildings.

The Cut, Cracknell Fearns (2007) The Cut is North Lambeth’s ‘theatre’ street, with restaurants, and bars supporting an evening economy based largely on the Old and Young Vic, and busy lunchtime trade for the many workers in Waterloo. The street improvements were intended to give more space to pedestrians, make space for trees, and slow vehicles by introducing raised tables and deflecting the straight carriageway with chicanes.

Exmouth Street Market This is a streetscape project from the 1990’s, now beginning to show signs of wear. Exmouth Street in Islington provides a level surface - for markets held weekly, and for ease of movement for pedestrians, who dominate the space. A demarcated road space and loading bays are defined for vehicles , but materials say ‘pavement’, so speeds are slowed. The road is open to traffic but does not provide a through route to any strategic routes.

Top: Exhibition Road,Terry Farrel / Arup (2010) Bottom: Flat Iron Square, Witherford Watson Mann (2011) These exemplar projects use a unifiying geometric pattern to create a single space when ground space is subdivided with different functions. The high quality (and unconventional) street materials show that these spaces are special, and considered important as civic spaces for people.

Options Appraisals GENERALLY

Brixton’s busy streets need to accommodate every imaginable function for access, deliveries, transport and community life, all of which represents a very considerable challenge to the project team. Brixton Triangle for example, must become the most walkable part of the network to achieve the team’s goals, while still accommodating cycle routes and cycle parking, public transport services, and remaining accessible for servicing. There is no perfect answer to designing these spaces, and the final designs will be a balanced judgment on how each need has been catered for. In developing this report various options for particular streets were examined, some to be subsequently discarded and others recommended; these remain to be tested, and perhaps modified as this study is completed and the next phase begun. Access restrictions by day and/or time of day may be appropriate in some streets. This means that physical layout needs to cater for a number of different patterns of use, rather than just one. In many cases, traditional streets with a conventional carriageway and pavement and a substantial kerb upstand are too inflexible.

ACCESS FOR ALL Brixton’s streets as the heart of public life, must actively enable access by all in society and they must also allow efficient delivery, service, and emergency vehicle access. In order for streets to also be attractive places, designing for accessibility, safety, and traffic management needs to be done sympathetically; there are many effective examples of this throughout London, that do not rely on high visibility signage, traditional kerbs and road markings. The precedents referred to in the report and in the appendix provide illustrations of what has been done elsewhere to meet these multiple needs.

IMPACT OF CHANGES ON THE WIDER ROAD NETWORK

Changing the volume of vehicles and their speed on any street in central Brixton will have an impact on other streets and junctions that may be some distance geographically from Brixton. As proposals develop through future design stages, these impacts will need to be assessed alongside the impacts in the central area through activities like modelling undertaken at later stages of the design process.

SUPPORT FOR LOCAL BUSINESS

Making the streets an environment conducive to business is integral part of the analysis and proposals. In addition to generally creating a more pleasant environment for shoppers this includes: •

providing space for deliveries and loading, with reasonable hours of operation

•

noting traders demand for off-street parking to edge of Brixton town centre, and consideration of alternatives such as pick up points or delivery service

•

provision of dependable electric and water service, ground mounted tie-downs for market traders

•

noting need for adequate trade waste and litter disposal, including relocation

•

providing space in street for small retail startups.

Other measures, not within the scope of this report, would include: •

providing sufficient publicly accessible toilets

•

providing conveniently located cash machines.

DETAILED OPTIONS APPRAISALS ATLANTIC ROAD – SALTOUN STREET TO BRIXTON ROAD ANALYSIS

Atlantic Road is probably the most diverse and complex space within the Brixton core. It is lined with traders of all types and sizes along its entire length. For the most part these engage with the street, with occasional dead frontages. Apart from the stretch from Electric Lane to Brixton Road, pavements are relatively narrow and because of the high kerb the street does feel vehicle dominated, particularly during peak morning and evening hours. When traffic volume is low, driver speeds can be higher than the designated 20mph. The Network Rail viaduct runs along the entire length of Atlantic Road; the Brixton Station platform is visually dominant due to its strong colour; it does shelter retail units and pavements below but is in parts in poor condition. Stairs accessing the platform drop onto the pavement and restrict movement. The station entrance is occupied by some small traders, however the general environment within this station vestibule is poor which is further undermined by shuttered and abandoned retail units. At the junction with Electric Avenue there is a corresponding entrance into the viaduct markets, which makes this junction an interesting space along the Atlantic Road route. The road has widened again at this point as it has cleared the platform staircase. The interface of Coldharbour Lane and Atlantic Road is a traffic lit junction dominated by vehicles manoeuvring in all directions. The proportions, geometry and materials here are conventional highways features and offer little by way of defining the place qualities of the intersecting streets.

MOVEMENT

The pattern of movement along Atlantic road changes throughout the day. The local turning restrictions at the junction of Brixton Road and Coldharbour Lane mean there is no right hand turn from Coldharbour Lane onto Brixton Road and there is no left hand turn from Brixton Road onto Coldharbour lane. Consequently a number of vehicles cut through Atlantic Road to make this connection.

PEDESTRIANISATION OPTIONS REVIEWED Many of the shops along Atlantic Road are serviced off the road from a limited number of designated loading bays. These bays are arranged on four banks accommodating between 2-4 vans each. There is much competition for these spaces with private cars regularly and unofficially occupying them. Atlantic Road is a strategic route for cyclists and pedestrians travelling into Brixton from the eastern districts of Herne Hill and Loughborough Junction, particularly those neighbourhoods around Railton road, Dalberg Road and Somerleyton Road. The extensive network of both covered and open markets in Brixton are framed around Atlantic Road as a central corridor, providing front door connections into Market Row, Electric Avenue, and Brixton Village Market.

OPTIONS APPRAISAL

Atlantic Road runs through the highest intensity of uses within the Brixton Core. It links the Overground with the Tube and Brixton High Street bus routes. It runs through the heart of the wider market complex linking Brixton Village through to Market Row. It routes along the Electric Avenue into the rail station complex and through to the markets and spaces on the north side of the viaduct. And critically it sits on the strategic axis for those neighbourhoods to the east into the heart of Brixton. It is already a vibrant, colourful and busy space. However its potential is hampered by the comfortable accommodation of vehicles to the extent that vehicular access dominates what should be the highest level of pedestrian priority. The intensity and competition for street space on Atlantic Road lends itself to not differentiating areas for different road users generally. This does not apply to vulnerable users, where some features will be incorporated into the landscape to assist with navigation, access or refuge. It does apply to cyclists and there should be no designated cycle route provided within the landscape for bikes. Basic landscape principles for all options considered involve a single level surface that extends for the full width and length of the street, from face of viaduct structure on the north side to building line on the south, and from the junction with Coldharbour Lane to the east to the junction with Brixton Road to the west.

A range of options and techniques available to achieve the objectives were reviewed, and the relative merits of four scenarios are set out in the following section. Option 2 is recommended.

Option 1: Full and complete Pedestrianisation

No motor vehicles permitted at any time - The street would be closed off to all motor vehicles at Coldharbour Lane and Brixton Road. This would include buses and service vehicles. Benefits: • Comfortable and confident environment for pedestrians • Lower cost for pavement sub structure for surface materials as the area will not be subject to traffic loadings • Flexible and adaptable space for events and other functions • Free movement for cyclists of all capabilities (aged 8 – 80 years) • Lots of available space for landscape features such as trees, benches or similar • Presents opportunity to locate significant bicycle storage in Atlantic Road space • Accommodation of new small retail kiosks within the landscape. Challenges: • Removing this highway link will potentially have a negative impact on the highway network, changing traffic assumptions and conditions for TfL • Will involve rerouting of buses, increasing the pressure on existing bus stopping facilities in the immediate locality, and increasing walking distance for transport interchange • Will require a strategic rethink on servicing and access, loading and unloading for local businesses and market traders • Excluding vehicles may mean that there are quiet periods of the day when passive street surveillance, general animation and activity is absent, which may bring with it the perception of pedestrian insecurity and danger • Design and implement low tech servicing arrangement with local businesses for example a local central drop off area with final deliveries - by cargo bicycle, by hand or electric carts.

Option 2: Managed Partial Pedestrianisation (RECOMMENDED)

Motor vehicles access permitted under particular conditions – Access to the street would be controlled from the junction with Coldharbour Lane through to the junction with Brixton Road. Buses would continue to route through the street all day, service vehicles would operate under restricted hours say 7-10am and 3-5pm; and the street would be open to all traffic at other times e.g. from 7pm through to 7am. Benefits: • Relatively comfortable and confident environment for pedestrians during vehicle exclusion hours, with the exception of buses Flexible and adaptable space for events and other functions • Relatively free movement for cyclists of all capabilities (aged 8 – 80 years) • Accommodation of new small retail kiosks within the landscape • Permitting traffic on a restricted basis offers passive street surveillance, general animation and activity for the quietest out of hours parts of the day, improving the perception of pedestrian safety and comfort at these times • Retaining bus route allows greater access to the station for some mobility impaired users, and limits scheme elements dependent on TfL support. Challenges: • Removing this highway link will potentially have a negative impact on the highway network, changing traffic assumptions and conditions for Transport for London • Will require some operational changes for servicing and access, loading and unloading to local businesses and market traders • Brings with it a level of management, operational control and enforcement.

NEXT STEPS: DESIGN DEVELOPMENT OPTION 2 Option 3. Self regulating Partial Pedestrianisation

Motor vehicle access permitted with careful and negotiated progress – Access into and along the street would be throttled down from the junction with Coldharbour Lane through to the junction with Brixton Road. All vehicles would be permitted at all times, however the ease and appeal of drivers using the route would be heavily tempered by virtue of the available space, the need for driver negotiation and other street activity. Benefits: • Relatively comfortable and confident environment for pedestrians during vehicle exclusion hours, with the exception of buses • Flexible and adaptable space for events and other functions • Relatively free movement for cyclists of all capabilities (aged 8 – 80 years) • Accommodation of new small retail kiosks within the landscape • Permitting traffic on a engaged basis offers passive street surveillance, general animation and activity for the quietest out of hours or parts of the day, improving the perception of pedestrian safety and comfort at these times • Will maintain simple servicing and access, loading and unloading to local businesses and market traders. Challenges: • Dramatically reducing the functionality of this highway link will potentially have a negative impact on the highway network, changing traffic assumptions and conditions for TfL • Control and management of the space relies on a finely balanced design that can be difficult to interpret and understand in advance of delivery, which may require extra levels of consultation and justification.

Option 4: Maintain existing vehicular access arrangement

Maintain the current motor vehicle access arrangement – access into and along the street would be controlled by traffic lights at the junction with Coldharbour Lane and at the junction with Brixton Road. All vehicles would be permitted at all times, some tightening up of street geometry and dressing of spaces, however loading, access and bus stopping arrangements to remain largely as existing. Benefits: • Will maintain simple servicing and access, loading and unloading to local businesses and market traders • Maintaining the functionality of this highway link will preserve current highway network performance, no change to traffic assumptions and conditions for Transport for London • Control and management of the space is conventional with tried and tested techniques familiar to all users • Permitting traffic offers passive street surveillance, general animation and activity for the quietest out of hours parts of the day, improving the perception of pedestrian safety and comfort at these times. Challenges: • Uncomfortable environment for pedestrians • Inflexible and poorly adaptable space for events and other functions • Does not improve the cycling conditions or progress towards appealing to a broader range of cyclists (aged 8 – 80 years) • Limited space to accommodate new small retail kiosks within the landscape.

• • •

•

Stakeholder consultation – TfL, Market Traders, Local Councillors, residents, NR, businesses, Lambeth Borough Council Officers Undertake traffic counts and traffic modelling to evaluate the impact of such a change on the local highway network Develop a clear and straightforward set of operational restrictions that can then inform the streetscape design in terms of landscape layout, entry control arrangement and servicing bays Design and implement low tech outside hours servicing/ sales arrangements as required with local businesses for example a local central collection/drop off area with movement from/to retail unit by hand or electric carts.

COLDHARBOUR LANE – SOMERLEYTON RD TO BRIXTON RD ANALYSIS

This section of the existing Coldharbour Lane (CHL) typically has comfortable traffic lane width, high kerb and offers little opportunity to engage with the spaces it passes through; traffic lane widths are maintained to the detriment of the adjacent pavement space, particularly where it passes under the railway viaduct just at the junction of Atlantic Road. The intersection of CHL and Atlantic Road is a traffic light controlled junction. A mix of local British African Caribbean services (barbers/ nail salons, takeaways), restaurants, bars, and several retailers and blocks of flats front the street. Fixed building lines limit opportunity to vary the available pavement space; one exception is the generous Brixton Village market set back, although there is an ownership boundary structure that defines the back of available pavement line. There is also potential to re configure the building line on the opposite side of the street , where a new theatre is proposed. The street, like many streets will have a number of service utility runs traversing longitudinally. The line, level and nature of these services is not yet sufficiently understood, however as a general principle the intention is to create more pavement space thus reducing the need for these services to be diverted or upgraded. This also applies to the potential for encountering buried obstructions such as abandoned foundations or underground chambers such as basements or cellars.

MOVEMENT

The pattern of movement along Coldharbour Lane changes throughout the day and week. The local turning restrictions at the junction of Brixton Road and Coldharbour Lane mean there is no right hand turn from Coldharbour Lane onto Brixton Road and there is no left hand turn from Brixton Road onto Coldharbour lane. Consequently a number of vehicles cut through Atlantic Road to make this connection. Furthermore there is no right hand turn off Coldharbour Lane onto Atlantic Road heading east away from Brixton high street towards Railton Road.

While there are many food & beverage, retail and business premises fronting onto Coldharbour Lane there is very little ordered provision for servicing these units. The typical pattern is for service vehicles to mount the kerb outside their business destination and occupy this space for short periods of goods delivery. However the difficulty with this ad hoc approach is the lack of coordination amongst deliveries and the resulting choking down of the street, which causes high levels of disruption to both vehicles travelling along Coldharbour Lane and the pedestrians using the occupied pavements.

OPTIONS APPRAISAL

A number of options have been considered for CHL in light of the constraints and opportunities outlined in the previous section, with Option 3 being recommended east of the NR viaduct. Rather than provide a particular recommendation, for the balance of the street, this section ends with suggested guidance for decision makers who can delete, modify, or further investigate particular elements as they see fit.

Option 1: No Through Route for private vehicles under viaduct at Coldharbour Lane

In this scenario pedestrians, cyclists, emergency vehicles and buses will continue to pass along Coldharbour Lane unimpeded, however all other vehicles will not be permitted to travel under the viaduct, effectively dead ending CHL approaching from either direction for private vehicles. Benefits: • Remove all private vehicles from Coldharbour Lane that use it as a part of their strategic journey, which will significantly reduce the quantum of vehicles occupying the space, making space available for pedestrians, cyclists and other town centre interests • Maintain through route for cyclists, public transport, pedestrians and emergency vehicles at all times • Maintains emergency access along CHL serving Kings College hospital. Challenges: • Fundamental change to the local highway and TFL network (though buses not affected) • Extends access routes for deliveries. 51

Option 2: Change CHL to a ‘One Way’ route only

This is where all vehicular traffic is permitted to traverse CHL in one direction only. At this stage it there is no preference on where it should be ‘One Way’ east or ‘One Way’ west. Benefits: • Changing to one way will halve the amount of space needed for vehicles. The surrendered space can then be used for pedestrians, cyclists and other town centre interests. Challenges: • Fundamental change to the local highway and TFL network • Extends access routes for all vehicular traffic • It may not achieve the desired traffic design speed as vehicles are free to travel unhindered with no risk of encountering on coming traffic and therefore no need to negotiate their progress.

Option 3: Shared Surface (RECOMMENDED)

Extending from Junction of Somerleyton Road through to Brixton Road create a single level surface that stretches from building line to building line, where all users have to negotiate. Precedent – Old Vic Theatre/ Emma Cons Gardens (Lambeth), Exhibition Road (Kensington & Chelsea) Benefits: • Fundamental change in environmental quality to the benefit of pedestrians, cyclists and town centre interests • widened vehicle free pavement especially under viaduct • more space available to pedestrians when not in use for loading. Challenges: • Changes to the local highway and TFL network, but reduced impact on wider network /strategic journeys than Option 1 • Unconventional design will require extensive consultation across a broad stakeholder base • Similar schemes have been unpopular with particular stakeholder groups, such as visually impaired interests, design should address concern of this group • Challenging environment for motorists • Retention of existing clearance under NR bridge.

PRINCIPLES GUIDING DECISION MAKING

Coldharbour Lane has the potential to offer an attractive walking and cycling route into the heart of Brixton, it links through to a number of densely populated residential neighbourhoods within close walking and cycling proximity to the centre.

Retained shallow kerb – a nominal kerb should be retained to demarcate a dedicated pavement edge. This should be in the order of 30 – 50mm. Kerbs should be contrasting in colour and texture to adjacent pavement.

The pavement activities within the Brixton Triangle would benefit from extending their operations to more positively engage with an improved pedestrian environment outside their front doors.

Constrained forward visibility - motorists forward visibility should be limited to 35 – 50m. These views can be controlled by planting or other structures to limit views. These sight lines should coincide with road junctions, or break out spaces corresponding with adjacent building uses to reinforce the change in behaviour.

Maintaining controlled, slow moving vehicular traffic will continue to provide access for servicing and deliveries to those businesses and homes within the core. Permitting vehicle access in this way also offers continued passive policing and animation for times when street pedestrian activity is low. The design speed corresponding with this environment should be a maximum 20mph. The governing design principles for Coldharbour Lane should include: Stop and go progress – the traffic route should be two way, with regular interruptions of single lane shuttling. This will force drivers to negotiate each section of space at a time, rather than having a clear distant view along the route. Where channel is narrowed to single vehicle width it should be sufficient to allow for bike and large vehicle passing simultaneously to allow these encounters to occur when they are travelling in opposite directions.

Widened pavements – pavements should be widened to occupy any surrendered available space as the geometry is changed. The traffic channels should rise to the same level as the pavements at junctions and particular beak out spaces depending on adjacent building uses, for example the boundary structure in front of the market should be removed, the market apron should be extended right the way across to the building line on the opposite side of the street, this extended apron should be at the same level as the pavement, the approaches should be throttled down to single vehicle width only and these thresholds should be flanked with structures or other features to control forward visibility for approaching motorists.

Narrow traffic channels – the available space for vehicles should be reduced to 3m traffic channel, increasing to 5.5m for 2 way traffic. The traffic channels should also have textured edge channels than can be over run. These channels serve two purposes, firstly to move cyclists away from the pavement, and deter motorists from overtaking, but also to communicate an unattractive surface to speed over, further reducing vehicle speeds.

NEXT STEPS : DESIGN DEVELOPMENT OPTION 3

• Undertake detailed user survey study, gather together a reliable body of traffic data to inform strategy such as source, destination, frequency, vehicle occupancy numbers and vehicle type • Stakeholder consultation – TfL, Market Traders, Local Councillors, residents, network rail, Lambeth Borough Council Officers • Local stakeholder groups with interests in pedestrian, cycling, residential, leisure and retailing will need to be convinced of the benefits of this approach.

Consultation & Engagement INTRODUCTION

The project Brief was co-written by officers from LB Lambeth’s’ Regeneration and Transport Departments. Regular meetings were held between the design team and LBL to review progress and agree the programme going forward; LBL officers assisted with the provision of background documents, identified major stakeholders to be directly contacted, and structured the public consultation. Between 15 and 20 people attended each of the two public workshops held at a local community centre as the designs were developing. These were informative sessions (summaries are included in this report) but can only be considered an initial sampling of opinion. Further consultation is required in order that more of the diversity of people in Brixton can contribute to the discussion about its streets, more information acquired, and the opportunity for a degree of community ‘ownership’ of the project is not missed.

STAKEHOLDER ENGAGEMENT

This included: Brixton Market Traders Federation: site tour and workshop presentations Brixton Society: workshop presentations Brixton Green: project update by phone and email Brixton BID: no agreement as yet on date to meet, (further engagement required) Brixton Masterplan project team: briefing Lambeth Cyclists: workshop presentation LBL Transport, LBL Regeneration: briefings and three project stage reviews LBL Ward Councillors: workshop presentations (attendees listed in summaries) LBL Cabinet Member Briefing: presentation LBL Markets Development: workshop presentation Network Rail Property Development: meeting Network Rail Asset Protection: site tour The Brix: project updates by email Townscape Heritage Initiative: site tour and workshop presentation

Contacts with stakeholders were held primarily in the first month of project inception and informed the design development. Capsule summaries of these contacts follow. Network Rail Property Management The company sees great potential in upgrading throughout Brixton including development of property between the viaducts, and was supportive of the Council proposals to upgrade streets in the vicinity (further discussion of this with NR will be integral part of the Brixton masterplan, commissioned December 2013). Parties agreed there would be benefit in co-ordinating designs for NR buildings and Lambeth’s public realm works. Mention was made to NR at this meeting of the poorly maintained state of the station and some viaduct bridges in public view. Network Rail Assets (Kent) This office was contacted early in the design process in order to improve opportunities for joint working; NR Assets will be the point of contact for co-ordination of any Council works adjacent NR’s viaducts. Support for the proposals was evident, but they will require more detail prior to agreeing location of any lighting, freestanding retail units, columns, banners, planting, or excavations near the viaduct. Brixton Market Traders Federation BMTF supported investment in providing high quality streets, the concept of pedestrianising Atlantic Road, and making a gateway into Station Road; their immediate concerns were practical: provision of some short term parking at the periphery of town centre, renovation of Electric Avenue (including repairs to electric and water service), installation of tie down rings for market stalls, and more litter bins. Townscape Heritage Initiative THI reviewed their scope and programme for bid to HLF for Electric Avenue renovation, predominantly to assist property owners with works to their buildings - bringing upper floors into use and façade repairs. Should the bid be successful, some funding may be available for street works, which in turn leverage further funding. As plans for any streetworks progress, working with THI will be integral part of design process and the THI may assist in providing additional information (e.g., location of cellars).

Lambeth Cyclists Lambeth’s cycling officer was contacted, and Charlie Holland, chair of the Lambeth chapter of the London Cycling Campaign), attended the first workshop. Views of cyclists were well represented in the group present at the first evening workshop. The difficulty of cycling Atlantic Road along peak rush hour traffic, and the lack of cycle parking in town centre were priorities. Charlie was invited to review the Stage C plans as these were developing. Brixton Society Members attended and contributed comment at both workshops. As designs progress, further liaison with this group is recommended. Brixton Green Brad Carroll was contacted and the scope of the urban realm study discussed. He noted Brixton Green was already working on a brief for Somerleyton Plaza; to avoid duplication Council agreed it would be sufficient to incorporate into the public realm study’s report any documentation on designs for Somerleyton plaza and tunnel available at the time of publication. The Brix Giles Bailey was contacted and the scope of the urban realm study discussed. Shape is currently working for The Brix on a Stage C concept plan for expanded community use of the St. Matthew’s churchyard; the design prioiritises improved connections to town centre with more and wider entrances, and more reasons to visit - including community gardening plots, gardens, mobile vending, outdoor dining, places to sit, and play area. Brixton BID Due to their workload (associated with the BID ballot measure), a meeting was not able to be arranged. Brixton Masterplan Study Members of the AECOM team, LB Lambeth Regeneration and LB Transport, and Shape met in mid January 2014, to review the content of the draft public realm report.

PUBLIC CONSULTATION Two workshops were held at St. Vincent’s Community Centre (off Railton Road) on weekday evenings. These were advertised on the Council’s Future Brixton website, and Shape contacted Brixton blogs and community groups in advance of the second meeting in an effort to boost attendance and diversity of representation. At the first workshop design teams gave their assessment of current condition of the study area’s public realm - its issues and opportunities – and asked for comment. At the second, developing design concepts were presented for comment and discussion. The outcomes of both these sessions are documented in the following notes, and contributed to the development of the design and the content of the report. Further and wider public consultation will be undertaken as Council plans for investment in Brixton’s streets and open spaces are developed.

St. Vincent’s Community Centre, Brixton

Several options for making central Brixton – the triangle between Atlantic Rd and Coldharbour Lane – more pedestrian friendly were discussed: • shared surface • widened pavement with low kerbs • one way traffic system • closure of triangle to through traffic Shared surface was viewed warily – particularly for the young, old, poorly sighted – and Exhibition Rd is an example of where this treatment feels unsafe. Widened pavements were welcomed but several cyclists said this left less room for cyclists and preferred dedicated, separate lanes be provided. Closure of streets to through traffic has been successful in nearby residential areas.

PAVEMENTS/ ROADWAY DESIGN Another recurrent topic was how streets encouraging walking and cycling might be shared with vehicles. There was agreement that more pedestrian friendly streets were in the town’s best interest but no consensus was reached on how to achieve this; it is expected that this debate will be focus of next workshop. Initial comments on Brixton streets focused on Brixton Road, with note made of the difficulties posed by congested pavements around town centre bus stops. Several people agreed it was the location of stops that is to blame and requested that LB Lambeth Transport bring this matter to Transport for London [G. Wright has relayed note to department head]. There were also complaints about the short duration of pedestrian crossing lights at the Coldharbour and Effra Rd crossings of Brixton Rd.

A tangental point was made noting some car ownership in this area is within low income households where employees would have a difficult public transport commute, due to direction and hour of travel.

Council indicated that 22 parking spaces were to be included in the brief for redevelopment of the Ice Rink site.

Lambeth Cyclists noted that ‘sustainable’ travel (walking and cycling) was given top priority Lambeth’s CIL [transport planning and funding document]priority. Conclusion to be drawn from this Council needs to encourage these modes of travel and make travelling by car less inconvenient - e.g. indirect routes, expensive parking.

TRAFFIC The volume and effect of car travel in central Brixton, and the nature of the link between car use and market health was a recurrent topic of debate. The majority of attendees felt vehicular traffic not conducive to sociability, and was an inefficient use of space. The market trader Federation representative stated that Brixton markets needs a central car park and parking near retailers; in particular, this is necessary for the bulk purchasing that integral to some businesses. He suggested cars are represent movement of people and goods. This point was contested: • vehicular traffic going through and not stopping in Brixton does not support its economy • pedestrians support markets in number far higher than drivers. • fewer than half people in Lambeth don’t have cars , most don’t use them often [figures not corraborated yet]

BRIXTON SETTING/ ECONOMY There was general agreement that Brixton’s markets anchor the economy of Brixton and give it meaning; they need to be celebrated and invested in. A larger core with more shops and many new residents was viewed as good for Brixton but there was wariness from some attendees regarding the gentrification that may be inherent in this. There was general assent that people should be encouraged to ‘journey’ around Brixton – find out more about what it has to offer. No disagreement was raised to the general analysis, eg lot of travel to and from by bus, large catchment within 15’ walk, roads act as barriers to pleasant walking and cycling, etc.

ATTENDANCE Sixteen people attended, including all three Coldharbour Ward Councillors. Representation among local cyclists was high; there were a few older but not elderly people present. Less well represented were BME’s, and youth. The discussion was lively, with many participants well informed and clear in their opinions, living in the area for many years and sharing a strong interest in welfare of Brixton

SUMMARY: ISSUES & COMMENTS (draft)

Tuesday 15th October , 6:30 – 8:30pm

Central Brixton Public Realm (Streets & Places) Workshop

St. Vincent’s Community Centre, Brixton

Most people wanted to keep through traffic along Coldharbour Lane - even if most vehicles were from outside Brixton – as there are few roads providing for east-west vehicle movement; however, there was broad support for making this traffic flow slower and smoother. There were no objections to changing the character of Coldharbour Lane using raised tables or even short sections requiring shuttling, so that pedestrians would be able to cross more easily in more areas.

There was broad support for major changes to Atlantic Road, and no objections made to pedestrianisation through the day (eg 7am – 7pm or later), provided reasonable arrangements were made for shopkeeper/market trader deliveries.

The design team’s assessment of the current state of traffic movement on Atlantic Road and Coldharbour Lane (eg, often congested and ideal neither for driving nor walking), was supported by the group and illustrated in video clips. Options for changes to these streets range from closure to through traffic, to simply renewing the existing pavements. Intermediate options for Atlantic Road included excluding vehicles for much of the day, and for Coldharbour Lane one way traffic, raised tables, and/or single lane ‘throttles’.

He presented several case studies showing how roadway design can reduce vehicle speeds, and can encourage more cooperative driver behaviour. Tools include • reducing the length of the drivers view ahead • removing most standard highway ‘signals’ • increasing driver uncertainty • physically reducing the width for vehicles to pass by narrowing roads closer to the minimum safe passing width, requiring ‘shuttling’ along a single lane for short distances. Reduced trafffic speeds means more space and safer space between buildings for people not in cars, and less traffic noise; streets would be more pleasant places for walking, cycling, and shopping. The presentation also showed that cyclists’ behaviour changes in response to increased pedestrian use when it is clear the space is to be shared – there are statistically fewer accidents in shared spaces in the UK than with designated spaces, and cyclists slow down and then dismount as more people are present. Stephen’s presentation emphasised the benefits of an approach to designing streets that avoided allocating areas between buildings to single uses (eg cycle lanes), whilst defining through routes; he also emphasised the need for consensus-building and communication in advance of any possible changes, particularly with shop owners and traders whose businesses are directly affected.

TRAFFIC MANAGEMENT/ CENTRAL BRIXTON STREET & PAVEMENT TREATMENT OPTIONS The workshop started with Stephen O’Malley from Civic presenting background data, showing the very low levels of car ownership in the two central Brixton wards. This indicates most local residents would have a lot to gain from rebalancing the existing traffic-dominated public realm in favour of 'family friendly' streets, that make walking and cycling safer and more pleasant.

ATTENDANCE Seventeen people attended, (list is appended) including Councillors from Coldharbour and Tulse Hill wards and a couple officers from Lambeth market operations. Most attendees represented Brixton trade or community organisations (compared to the first workshop, which had more individual residents and avid cyclists. Nearly half of those present attended the first workshop. Interests represented included resident associations, youth services, community arts providers, and the markets. The discussion was again very open, with participants well informed and clear in their opinions, having lived or worked in the area for many years.

SUMMARY: ISSUES & COMMENT (draft)

Tuesday 26 Nov 2013, 6:30 – 8:30pm

Central Brixton Public Realm Study Workshop

02 December 2013