Tower Workshops

Unit 20c
58 Riley Road
London SE1 3DG
t:020 7064 6703
www.shape.eu.com

Ladywell Streetscape Action Plan

September 17 2010
Cover Illustration: Ladywell Village Before & After, Visualisation by Shape
CONTENTS
Chapter Page

Executive Summary 4
Introduction 6
Policy Guidance 9
Lewisham’s Policy Context 10
Visioning Stage 13
Consultation Stage 16
Action Plan 22

Appendices 25

3
EXECUTIVE SUMMARY
Ladywell Village Improvement Group (LVIG) carried
out a survey of local views in 2009. It showed that
people were concerned in particular about the lack
of retail choice, poor environment and dominance
of traffic in Ladywell. LVIG established a streetscape
sub-group, which recommended that a streetscape
action plan be commissioned as a way of guiding
future improvements. Shape were commissioned
to prepare the Action Plan, a document providing a
deliverable vision for Ladywell that would address
concerns raised by the initial survey, for presentation
to LB Lewisham who have secured funding for
detailed scheme design and costings in 2010/ 2011.
Shape’s recommendation, set out in this report,
was to address the design of the public realm, as a
means to improving the environmental quality and
economic viability of the retail centre.
The commercial centre of Ladywell Village is currently
designed to prioritise the needs of traffic moving
through the village over the needs of local residents
or businesses. This is evidenced by
• a narrow footway, and generous width roadway
for single lane traffic
• wide swept corners allowing cars to manoeuvre
around bends at speed
• railings that prevent pedestrians from crossing
the road at convenient points
• pedestrians step down across roads, rather than
cars rise up across continuous footways
• small island refuges to crossLadywell Rd near the
bus stop, and at the entry to Algernon Rd
• limited provision for cyclists to park
• no safe connection to Ladywell Fields, a strategic
cycle route
• the absence of provision for loading
• the absence of parking spaces to allow through
traffic to stop and use shops
• a lack of provision for people with disabilities, no
dedicated parking, or level access to shops
• lack of enforcement of 20mph speed restrictions
The centre should work well for those to whom it is
a destination in itself, for people wanting to use the
shops, the park, the station, to operate a business or
simply reach their homes.
Since 2000 there have been a number of significant
changes in thinking about the design of streets in
the UK, and particularly in London. Streets are not
just corridors for vehicles, they are places in their
own right, and the needs of all road users, including
business owners, pedestrians, cyclists, children, older
people, and those with disabilities should all be given
Above: Crossing island at Slaygrove/Gillian Street Junction
priority. New projects have been built that provide
vital safety statistics for the new approach, and also
quantifiable information on the significant social,
commercial and environmental benefits of improving
shopping streets to encourage and prioritise walking,
and the needs of local people.
Shape have prepared proposals that will significantly
improve the quality of Ladywell Village’s streetscape
for everyone, and consulted on these with local
people and a range of key stakeholders. The
consultation has shown overwhelming support for
the proposed approach, and the scheme is capable
of supporting LB Lewisham as an exemplar project,
delivering on a number of its policy objectives at a
local level.
Above: Narrow, cluttered footway, surplus road width
The key changes recommended are
Below: Guardrailing prevents road crossing and loading
Pavement / Highway widths
Pavements should be widened, and parking bays/
loading bays provided, without reducing traffic
capacity. This will provide safer and less constricted
conditions for pedestrians and where shared use
is desirable,cyclists, and encourage traffic to move
more slowly through the centre, reducing noise and
improving air quality. Wider pavements also provide
space for seating, cycle parking, and tree planting.
Crossings
Reducing traffic speeds through Ladywell by
4
EXECUTIVE SUMMARY
introducing raised tables surfaced in a non-bitmac
material, (eg resin bonded aggregate) reducing
corner radii, and narrowing the carriageway at the
Junction of Ladywell Rd , Algernon Rd & Station Rd
will allow guardrailing to be removed safely, and will
allow people to cross the road at convenient points,
rather than being restricted to designated crossings.
The option of moving the designated crossing point
closer to the Station Road should be investigated, as
this will allow the creation of more loading/parking
bays than in its current location, and encourage more
people to use the crossing.
Narrowing corner radii and overall road width and
raising the road surface at Slaygrove Place/ Ladywell
Road/ Gillian Street to create raised tables surfaced
in an alternate material to standard bitmac will
encourage more considerate driving, and reduced
speeds. It will make this crossing points safer. A
zebra crossing in this location should be investigated.
Raising the road to footway level at all crossing
points of side roads within the retail area, and using
a non bitmac road surface requires cars to slow
down, and look for pedestrians, and allows cyclists
and pedestrians including those with shopping carts,
pushchairs or in wheelchairs to cross more easily.
Loading/Parking
Providing loading bays will make it easier to run a
business in Ladywell. Allowing short stay parking
will allow through traffic to stop and use the shops,
providing an opportunity for those travelling to
or from work to shop, without needing to make
an additional car journey, and supporting the local
retailers. There should be provision for disabled
drivers who want to use the centre.
Environmental quality
Ladywell Village is a designated Conservation Area.
Attractive entry treatments indicating arrival in
Ladywell Village will encourage reduced speeds
and give a clear indication to drivers that they are London in the last three years, Shape estimate
entering a shopping / residential area, encouraging the likely costs of moving kerb lines and creating
more considerate driving. Reducing traffic speeds will raised parking /loading bays and raised tables at
reduce traffic noise, and increase air quality. all crossings throughout the retail centre to be in
the region of £4,000 per linear metre of roadway.
Enhancing the quality of the street, introducing
Using this formula, the full scheme supported by
street trees, rationalising signage and removing
local people could cost in the region of £800,000.
guardrailing will boost trade, and encourage
The estimate can be seen as robust, in that LB
investment in the buildings themselves.
Lewisham’s cost estimate for the scheme (a
The station has recently been listed and is the confidential document using contractor’s schedule
entrance to the Ladywell Conservation area. It has of rates) indicates a budget of £750, 000 would be
the potential to provide a more attractive entry required for delivery.
to Ladywell Village, if funding were to be made
LVIG and Shape recognise that this figure may
available, however stronger management of parking
be more than can be allocated from the Local
on footways and in resident bays would need to be
Implementation Plan/ maintenance budgets at
part of any such scheme.
this time. Should finding the full sums required
Signage be an issue, rather than stall the project, Shape/
LVIG recommend LB Lewisham consider a
Signage should be restricted to essential highway
phased approach to implementation, with phase
signage in few locations. Direction signage should
1 costs of circa £400, 000, rather than risk non
follow ‘Legible London’ design principles, adapted
delivery. Ladywell Village needs investment now
for cyclists (see Appendices) and be located at the
in a sustainable future, and consultation shows
entry to Station Rd and the junction of Algernon Rd
overwhelming support. Best practice guidance ‘Note
and Ladywell Rd near the proposed Toucan Crossing,
03/08’ from the Department of Transport for mixed
but without creating an obstruction.
priority routes like Ladywell Road also recommends a
Cycling phased approach.
A national and london wide strategic cycle route Below: Entry to Ladywell Conservation Area / existing
‘Waterlink Way’ between Greenwich and South connection to Ladywell Fields / Waterlink Way
Norwood Country Park emerges from Algernon
Road, and continues through Ladywell Fields or at
night down Malyons Road. The crossing is due to
be converted to a ‘Toucan’ crossing to allow cyclists
to safely cross Ladywell Road. The action plan
recommends improving the existing poor connection
for this cycle route, which currently serves only the
most traffic confident cyclists, by permitting shared
use of pavements, and clearly designating the cycle
lane on Ladywell Bridge.
Costs
Based on costs of similarly ambitious projects in
5
INTRODUCTION
LADYWELL VILLAGE IMPROVEMENT GROUP
Ladywell Village Improvement Group (LVIG) was
established in 2008 by local residents concerned
about the decline of Ladywell local shopping centre,
and at that time, a lack of available support from
Council town centre managers due to resource
constraints. The area covered by the group is mainly
focused on the commercial core of this small local
centre. The group holds public meetings every two
months and communicates via a webpage www.
ladywell.blogspot.com and regular newsletters.
The main aims of LVIG are
• to improve Ladywell through promoting the
partnership with key agencies such as the
local authority and South East Trains as well as
independent retailers,
• attracting resources to the centre
• engaging local people in events such as the
annual Christmas market and regular community
street planting days.
An initial opinion survey was carried out to assess
local views, which showed that people were
concerned in particular about the lack of retail
choice, poor environment and dominance of traffic
in the area. LVIG established a streetscape sub-group
and this carried out a review of the issues affecting
the streetscape and local environment (report
available from LVIG). The sub-group recommended
that a streetscape action plan be commissioned as
a way of guiding future improvements. In October
2009 LVIG was successful in bidding for funds from
the Mayor’s Fund to commission a streetscape
action plan for the centre. LVIG commissioned Shape
landscape architects to produce the action plan in
consultation with LVIG and local people.
SHAPE
Shape formed in 2003, bringing together expertise
in landscape architecture, urban design, community
consultation, and regeneration. Shape are very
familiar with working in support of community
groups seeking improvements to the public realm,
and with the needs of small independent retailers,
a number of their urban public realm projects are
illustrated on their website at www.shape.eu.com .
Shape’s Bridget Snaith led on this project. She
is a qualified urban designer, and an enabler for
CABE Space, the Governments public space design
advisors. Between 2001 and 2007 Bridget worked
with small retailers and local people in Waterloo to
improve access to shops and retain on street parking
on Kennington Road, (middle left) remove ‘sheep
pen’ style road crossings on Waterloo Road and
Westminster Bridge Road, (top left) improve Emma
Cons Gardens, widen footways and introduce a new
granite raised table outside the Old Vic Theatre.
(bottom). In 2006 Bridget advised LB Lewisham, and
the municpalities of Chester and S’Hertogenbosch,
Holland on enhancing pedestrian activity and
designing out crime & anti social behaviour in public
space as part of the ‘Quercus’ project focussed in
Ladywell Fields. She has produced design guidance
for buildings and landscapes, including shopfront
enhancement guidance for conservation areas, and
has been Expert Advisor for the Heritage Lottery
Fund.
6
INTRODUCTION
PROJECT BRIEF
Shape were commissioned to devise an action plan
of proposals to improve the streetscape and local
environment in Ladywell Village. The action plan
should include:
• An overall ‘vision’ for the centre and how it could
be improved in coming years
• Hard and soft landscaping treatments that could
be implemented over the short, medium and
long-term with illustrations for each
• More detailed design proposals for areas where
more extensive treatment will be possible such
Station Approach where some form of piazza is
feasible
• Suggestions for ways to improve the signage in
the centre
• Examples of treatments from similar small
centres which have been implemented
elsewhere
• Suggestions for sources of funding which could
be tapped into to help implement the proposal
LB Lewisham aim to produce proposals for the
highway through Ladywell in 2010 that can be
implemented using Transport for London funds,
secured for delivery of their Local Implementation
Plan in 2011-2012. The LVIG Streetscape Action
Plan is intended to inform, and contribute to these
proposals.
Parts of Ladywell including the commercial core and
the train station have recently been designated as a
conservation area. This has been taken into account
in the streetscape action plan.
RESPONSE TO BRIEF
The commercial centre of Ladywell Village is currently
designed to prioritise the needs of traffic moving
through the village over the needs of local residents.
This is evidenced by
• a narrow footway outside the shops, and
generous width roadway for single lane traffic
• wide swept corners allowing cars to manoeuvre
around bends at speed, making it difficult for
them to stop for pedestrians crossing, and
meaning pedestrians have to turn right around
to see if cars are coming.
• railings prevent pedestrians from crossing the
road at points which are convenient for them,
but would require lower traffic speeds to be safe
• the need for pedestrians to step down across
roads, rather than requiring cars to rise up across
continuous footways
• very small island refuges for crossing Ladywell
Road near the bus stop, and at the entry to
Algernon Road
• limited provision for cyclists to park, and no safe
connection to Ladywell Fields, a National Cycle
Route & strategic london cycle route
• the absence of provision for loading for
businesses
• the absence of parking spaces to allow through
traffic to stop and use shops
• a lack of provision for people with disabilities
in terms of disabled parking space, wide clear
footways, at grade road crossings, at grade entry
into shops.
• lack of enforcement of 20mph speed restrictions
The centre should work well for those to whom it is
a destination in itself, for people wanting to use the
shops, the park, the station, to operate a business or
simply reach their homes.
Pavement/Highway widths
There is currently greater road space through the
retail centre than 6.75m two lane minimum required
7
by Lewisham highways. (This road is used for
abnormal loads.)In places pavements are so narrow
and cluttered that it is difficult to pass others.
Pavements could be significantly widened, and or
parking bays/ loading bays provided without loss
of traffic capacity. This would provide safer, less
constricted conditions for pedestrians, and where
shared use is desirable, for cyclists, and encourage
traffic to slow down through the centre, reducing
noise. Wider pavements also provide space for
seating, additional cycle parking, and trees, adding
facilities for local people and attractive greening.
Crossings
For pedestrians, guardrails prevent direct crossings
of the road where these are desirable, for example
to the train station from Algernon Road. Reducing
traffic speeds through Ladywell, for instance by
introducing raised tables in a non bitmac material,
and narrowing the carriageway will allow guardrailing
to be removed safely, and will allow people to cross
the road at convenient points, rather than being
restricted to designated crossings.
Corner radii are wide, particularly into/out of
Algernon Road, meaning cars can turn corners at
relatively high speed. Islands provided near Ladywell
Tavern provide a very small refuge for pedestrians
crossing one carriageway at a time, with the same
detail at the entry to Algernon Road. Neither refuge
affords adequate space for a mother with pushchair
and small children, a cyclist, or a powered wheelchair
user. Both crossing points are well used. Narrowing
corner radii and overall road width and raising the
road surface to create raised tables of an alternate
material to standard bitmac will encourage more
considerate driving, and reduced speeds. It will make
these crossing points safer.
All crossings at side roads entering Ladywell or
Algernon Road require pedestrians to step down
to road level prioritising car traffic. Not all crossings
have cut kerbs. Raising the road to footway level
at crossing points, requires cars to slow down, and
INTRODUCTION
look for pedestrians/cyclists, and allows cyclists and
pedestrians including those with shopping carts,
pushchairs or in wheelchairs to cross the road more
easily. (see below left)
Loading/Parking
There are few if any places to stop a car, should you
wish to impulse buy. Short stay parking is currently
operating informally particularly on Algernon Road,
but people have to watch their cars to avoid tickets.
Businesses cannot load conveniently as few spaces
are provided, and are often issued with tickets.
Providing loading bays will make it easier to run a
business in Ladywell. Permitting short stay parking
will allow through traffic to stop and use the shops,
providing an opportunity for those travelling to or
from work to shop without needing to make an
additional car journey, and supporting the local
retailers. Local people are concerned about the poor
appearance of many businesses and about vacant
premises. Making business operating conditions
easier will make the business units more attractive,
and increasing footfall through environmental
improvements and providing short stay parking will
further enhance the viability of the centre.
There is no provision for disabled drivers who want
to use the centre.
There are no short stay spaces at the train station,
and people leave cars on the pavement outside.
The project should address these shortcomings.
Environmental Quality
Ladywell Village is a designated Conservation Area.
There are few street trees, little space or incentive
to sit outside, and the street scene is utilitarian at
best, cluttered, damaged and in disrepair in a number
of locations. Traffic is often congested, but when
roads are moving traffic enters and moves through
the village at speed. There is a 20 mile per hour limit,
which does not appear to be heeded. Reducing
traffic speeds will reduce traffic noise, and increases
air quality. For road users, there is no clear indication
that they are entering a shopping / residential area, Long term, consideration of far wider street
which might encourage more considerate driving and management issues would be required, to address
improve trade. Entry treatments that indicate arrival, the underlying and significant problem of traffic
and encourage reduced speeds are desirable. congestion in Ladywell.
Action to improve the setting of the Conservation
Area by enhancing the quality of the street,
introducing street trees, rationalising signage and
removing guardrailing will encourage investment in
the buildings themselves (see p10) .
The station has recently been listed and is the
entrance to the Ladywell Conservation area. It has
the potential to provide a more attractive entry
to Ladywell Village, if funding were to be made
available, however stronger management of parking
on footways and in resident bays would need to be
part of any such scheme.
Signage
Signage should be restricted to essential highway
signage in few locations. Direction signage should
follow ‘Legible London’ design principles,adapted for
the needs ofcyclists, as at Deptford , and be located
at the entry to Station Rd, and the Junction of
Algernon Rd / Ladywell Rd near the proposed Toucan
Crossing, without creating an obstruction. (see p9)
Above : Loading/ parking bay, Walworth Rd, Southwark
Cycling
Below: road raised to pavement level at side road, The Cut,
Ladywell Road is an important connector for local
Lambeth
(LCN), regional (SCN) and national cycle routes
(NCN). ‘Waterlink Way’ (NCN/SCN) emerges from
Algernon Rd, then on through Ladywell Fields or at
night down Malyons Rd. An LCN route travels along
Ladywell Road and up Adelaide Avenue. The crossing
at Algernon Rd is due to be converted to a ‘Toucan’
crossing to allow cyclists to safely cross Ladywell Rd.
This action plan recommends improving the existing
connection for the NCN/SCN route through Ladywell,
as currently only the most traffic confident cyclists
are served, by permitting shared use of pavements
to Ladywell Fields, and clearly designating the cycle
lane on Ladywell Bridge. Longer term, a connection
through the railway viaduct is planned.
8
POLICY GUIDANCE
There have been a number of changes recently
in thinking about how to design highways in the
UK. ‘Manual for Streets’ published in 2007 clearly
illustrates this change in thinking. It describes the
‘Place’ function of a street as key, it is no longer
enough for streets to be focussed on the needs of
vehicles above other needs. Streets need to allow for
movement of all types- cars, pedestrians, cyclists,
public transport, mobility scooters; they need to
allow for access/deliveries; for parking; utilities and
lighting; and very importantly the street should be an
attractive and safe ‘place’ for people of all ages and
abilities, in and out of vehicles.
The specific design guidance for roads of the type
through Ladywell Village is addressed directly in
the Department of Transport document ‘Mixed
Priority Routes: A Practitioners Guide’ 2008, and by
‘High Street Rennaissance’, 2008 both documents
produced by the Department for Transport, and
available on line.
Much of this change in thinking has been due to the
growing recognition of the importance of walking
as a sustainable form of urban transport, as policy
makers grow increasingly concerned about our
impact on the environment and climate change.
There have also been increasing health concerns in
the UK as a nation with a growing obesity problem
amongst adults and children; concerns over
increased congestion of our roads, not least of these
concerns congestion caused by children taken to and
from school by car; and a poor record of road safety,
particularly on roads through retail areas.
In London, between October 2000 and July 2003,
High Street Kensington underwent a dramatic and
unprecedented redesign along European lines,
removing guardrails, making crossings that went
straight over the road without a need for ‘sheep pen’
guardrailing controlling pedestrians. Footways were
widened, carriageways narrowed. For the first time
congestion information and accident statistics were Projects using the new design approach pioneered
available for the UK, supporting long held beliefs that in Kensington have been improving the streetscene
highways could be safe, attractive, and functional around London - Walworth Road, in Southwark,
for everyone with a lot less clutter. In 2004, Danish The Cut in Waterloo, (p8) and Camden’s ‘Naked
Planner, Jan Gehl, completed a report for Central Streets’ project have all made a major difference to
London Partnerships and Transport for London the look and feel of busy retail areas in the capital,
on making London a better city for people, and and provide a model for potential improvements in
encouraging walking in the capital. This document Ladywell Village, as well as a guide to potential costs.
highlighted the sometimes unfair distribution of
pavement space compared to road space, the low Renewed energy has been going into raising the
priority given to pedestrians at many designated profile of and providing for cyclists in London. Recent
crossing points, cluttered footways, the problems projects include the London cycle hire scheme which
created by guard railing, the difficulties for parents opened in July this year, new cycle super highways,
with small children, or older people in negotiating and the Mayor of London’s recent suggestion that
the streets, and the lack of provision for sitting. The London should aim for 20% of journeys to be by bike
Mayor/Transport for London published a number , a level similar to Amsterdam. The presence of a
of guidance documents around the same time, National and major strategic cycle route through the
including ‘Making London a Walkable City’ 2004, and junction of Ladywell Road and Algernon Road also
‘Improving Walkability’ 2005, and through Transport needs to form part of the Streetscape Action Plan.
for London provided funding to the Boroughs   Legible London Signage, The Cut
to develop and implement schemes that would
address many of the issues raised in Gehl’s report.
Signage to encourage walking was also designed
by Applied Information Group (AIG) for Central
London Partnerships and TfL under a project called
‘ Legible London’, and has been introduced by many
Boroughs. (Right)
There is an ongoing policy directive from GLA/TfL
to the Boroughs to remove street clutter, including
guardrailing, rationalise signage, and to make the
public realm a more attractive place and a better
environment for walking - ‘Better Streets’ is part
of the current Mayors ‘Great Outdoors’ strategy,
also available on line. In the introduction to the
‘Great Outdoors’ the Mayor states the policy aim of
creating ‘A more humane and healthier city where
pedestrians and cyclists feel as if the space belongs
to them as much as to cars.’ More detail from GLA
policy documents is provided in the appendices to
this report.
9
LEWISHAM’S POLICY CONTEXT
The proposed improvements to Ladywell
Village’s streetscape will only be delivered if they
demonstrably support delivery of the wider aims
of relevant funding and managing organisations –
namely London Borough of Lewisham, Transport
for London , and the Greater London Authority.
The close fit between Greater London Authority/
Transport for London’s priorities and the proposed
approach has been highlighted in the previous
chapter, and further detail is provided in the
appendices to this report.
This section focuses more particularly on Lewisham’s
policy objectives, and their relationship with those
of the Ladywell Streetscape Action Plan. Funding
for the delivery of the Action Plan can be secured
by the Borough to deliver its objectives through
Transport for London, via the Local Implementation
Plan (the most likely source of funding for this
project’s delivery) and through Section 106 funds,
sometimes called ’Planning Gain’ ie. funds gathered
from developers to mitigate any adverse impacts
of development proposals within the Borough.
Development need not be directly located within
an area for it to be eligible for Section 106 funds,
for example, increasing the number of residents in
the Borough through new housing will generate
more traffic, therefore investment of Section 106
funds in schemes that encourage walking and
cycling elsewhere in the Borough helps to mitigate
the impact of the development on traffic within
the Borough as a whole. Similar arguments can be
applied to adverse impacts on smaller retail areas of
large retail developments etc, but only where policy
indicates.
LEWISHAM’S SUSTAINABLE COMMUNITY STRATEGY
2008 -2020
The Borough sets out 6 strategic priorities to build
and support sustainable communities of which five
can be shown to be supported through the Ladywell
Streetscape project. These five priorities are listed
below, and followed by a summary of evidence to
support each priority :
• Safer – where people feel safe & live free from
crime, antisocial behaviour and abuse
• Empowered & Responsible – where people
are actively involved in their local area and
contribute to supportive communities
• Clean, green & liveable- where people can live
in high quality housing and can care for & enjoy
their environment
• Healthy, active and enjoyable-where people can
actively participate in maintaining and improving
their health and well-being.
• Dynamic and prosperous-where people are part
of vibrant communities and town centres, well
connected to London and beyond.
‘Safer – where people feel safe & live free from crime,
antisocial behaviour and abuse’
The Sustainable Community Strategy report itself
states that ‘Feeling safe is about more than crime &
policing, it’s also about how an area looks and feels
and how people treat one another.’
The proposals for Ladywell aim to increase the
attractiveness and openness of the streetscene, thus
encouraging more use by pedestrians and increased
activity in shops, and in the long term, occupancy
of vacant shops. There will be improved sightlines
due to decreased visual clutter, more space on the
footway and more freedom to safely cross the street,
to avoid areas or individuals engendering fear.
‘Personal Security Issues in Pedestrian Journeys’, DETR
1996 identifies the importance of improving natural
surveillance as a means of addressing fear of crime
while walking in the urban environment through
measures such as: encouraging more people to walk;
designing streets and squares that are overlooked
by buildings; frontages with windows etc. ‘ Local
Transport Note 03/08’ published by the Department
of Transport showed that the type of improvements
proposed when implemented in other UK retail
10
areas increased road safety and resulted in an overall
increase in user satisfaction with the environment.
Empowered & Responsible – where people are
actively involved in their local area and contribute to
supportive communities
The project has originated within the local
community, has had an overwhelmingly positive
response from residents and businesses in
consultation, and has the support of local elected
representatives. It’s delivery by the Borough will
demonstrate Lewisham’s commitment to community
empowerment.
Clean, green & liveable- where people can live in
high quality housing and can care for & enjoy their
environment.
‘Local Transport Note 03/08’ published by the
Department of Transport investigated the impact of
carrying out this type of streetscape improvement
scheme on 10 ‘Mixed Priority Routes’ throughout
the UK i.e. routes through mixed shopping and
residential areas that carry high volumes of traffic,
a mix of road users – cyclists, pedestrians, cars, and
have demand for deliveries and parking.
It showed that, with no overall reduction in traffic,
there was a reduction in traffic noise, an increase
in air quality, increased road safety and an overall
increase in user satisfaction with the environment.
Healthy, active and enjoyable-where people can
actively participate in maintaining and improving
their health and well-being.
Ladywell Road and Algernon Road are the main
access points for Ladywell’s Station, the park at
Ladywell Fields, the connection south to Waterlink
Way (a strategic cycle route) and the access points
for local shopping. Making better connections for
pedestrians/cyclists to all of these destinations will
have significant health benefits for local people. The
proposals in Ladywell Village are aimed at improving
the streetscape for walking and cycling by widening
LEWISHAM’S POLICY CONTEXT
pavements, linking safely to cycle routes, removing
obstacles, and reducing traffic speeds.
‘Local Transport Note 03/08’’s review of similar
schemes states that where streets have been
improved along the same lines as proposed in
Ladywell, pedestrian and cycling activity has
increased, and children and mobility impaired users
generally feel more confident. The Mayors ‘Draft
Air Quality Strategy’ 2002 describes how improving
the walking experience will encourage people to
switch from cars to public transport, helping the
whole community to benefit from the environmental
advantages of more sustainable transport. It also
describes in detail the health benefits of encouraging
walking. Concern about a decline in physical activity
and growing obesity in the UK population has
prompted health professionals to recommend that
adults participate in moderate physical activity for
30 minutes a day, at least three days a week. It is a
target which the document states most people could
attain through walking for short trips and combining
walking with public transport for longer trips.
Dynamic and prosperous-where people are part
of vibrant communities and town centres, well
connected to London and beyond.
Local Transport Note 03/08 shows that in the
improved streets investigated, improvements in
the quality of streetscape have led to a reduction
in vacant premises. In Crewe the number of cars
stopping to use the shops increased by 20 percent.
Transport for London’s Paper Improving Walkability
2005 states ‘From a commercial viewpoint,
good walking conditions can benefit trade and
competitiveness. A good walking environment will
attract customers and investors and ultimately this
will be reflected in land and property values and
rents. CABE’s report on the impact of high quality
streets ‘Paved with Gold’ 2007 states ‘Better streets
result in higher market prices. The research shows
that in London an achievable improvement in street
design quality can add an average of 5.2 per cent to
residential prices and an average of 4.9 per cent to
retail rents. These findings have a central role to play
in justifying investment. They make it possible to use
an evidence-based approach to the design, appraisal
and funding of street improvement works. It is clear
from this work that the rewards from investing in
design quality can be very significant’
LOCAL DEVELOPMENT FRAMEWORK:
Lewisham Local Development Framework:
Sustainability Appraisal & Strategic Environmental
Framework Assessment: Core strategy – proposed
submission version February 2010
Sustainability Appraisal Objectives: Objectives that
can be demonstrably supported by the Streetscape
Action Plan for Ladywell Village are:
Economic
• To encourage sustained economic growth.
• To encourage and promote employment and
new enterprises in Lewisham.
Environmental
• To improve air quality and reduce noise and
vibration.
• To reduce car travel and improve accessibility by
sustainable modes of transport
• To mitigate, and adapt to, the impact of climate
change
• To maintain and enhance landscapes and
townscapes.
• To conserve and where appropriate, enhance the
historic environment
Social
• To improve the health of the population.
• To reduce crime, anti-social behaviour and the
fear of crime.
• To encourage a sense of community identity and
welfare.
• To improve accessibility to leisure facilities,
community infrastructure and key local services.
11
Core Strategy Vision for Lewisham 2026, Proposed
Submission Version
4.15 ‘Outside of the key areas of physical
regeneration, the borough will have further built
upon its unique assets, including the preservation of
historic areas; the improvement of parks, gardens
and open space networks such as the Waterlink Way,
...;’
5.7 Growing the local economy
Core Strategy Objective 3: Increase local employment
and training opportunities (see column 1)
5.8 Core Strategy Objective 4: Climate change
The streetscape action plan will support the objective
by increasing air quality, reducing the number of
car journey’s by allowing people to incorporate
shopping into existing car journeys through Ladywell
Village, and encouraging more people to shop locally,
walking or cycling to and through the local centre.
5.10 Core Strategy Objective 7: Open spaces and
environmental assets
The proposals will enhance the Ladywell Village
Conservation Area, and will address the poor
connection between Algernon Road and Ladywell
Fields - part of Waterlink Way.
5.12 Core Strategy Objective 9: Transport and
accessibility
‘To ensure an accessible, safe, convenient and
sustainable transport system for Lewisham that
meets people’s access needs while reducing the need
to travel and reliance on the private car, and which:
• promotes choice and better health
• improves integration, accessibility and
connectivity within the borough and London sub-
region, and that specifically ...provides for a system
of walking and cycling routes and strong links to the
green infrastructure network’
LEWISHAM’S POLICY CONTEXT
5.14 Core Strategy Objective 10: Safety
‘Create safer and stronger communities by reducing
crime and the fear of crime through innovative
design and land use policies.’
5.15 Core Strategy Objective 11: Protect and Enhance
Lewisham’s character
‘Protect Lewisham’s urban environment and its local
character and distinctiveness, through sensitive and
beneficial design, in particular ..the borough’s 26
conservation areas and listed buildings.’
‘A network of well connected and accessible walking
and cycling routes would continue to be provided
and upgraded across the borough, including
Waterlink Way, ....... through the implementation of
Legible Lewisham ...’.
7.4.1 Sustainable movement
7.113 The way we travel and the travel choices
available to us are fundamental contributors to
the sustainability of the borough and London as a
whole. Sustainable movement in Lewisham means
contributing to a reduction in traffic congestion and
therefore greenhouse gas emissions, which can
positively impact the factors influencing climate
change. This can be achieved by reducing car travel
and improving accessibility through public transport,
walking and cycling, particularly in those areas of
the borough where accessibility is currently limited.
These measures can improve street safety and air
quality and contribute to the overall health and
general well-being of residents.
Core Strategy Policy 14
Sustainable movement and transport
The access and safety of pedestrians and cyclists
throughout the borough will be promoted and
prioritised.
A network of high quality, connected and accessible
walking and cycling routes across the borough will be
maintained and improved, including Waterlink Way,
......
7.221 The Plan adopts wide ranging measures to
reduce emissions within the borough including:
• major long-term interventions such as the
extension of the rail network, road construction
and road infrastructure changes, aimed to
increase sustainable travel modes and reduce
congestion
7.4 Building a sustainable community
7.387 This section deals with options that are
necessary to secure a sustainable community. This
includes:
• providing and promoting sustainable transport,
including public transport, reducing the need
to travel particularly by the private car and
improving the walking and cycling environment
• promoting good design for buildings, places and
spaces
12
CORE POLICIES OPTIONS DISCUSSION
This section is relevant to the likelihood of securing
Section 106 funds for instance to supplement
LIP funding, or for Borough funded shopfront
improvement schemes.
7.2.2 RETAIL
Option 20 : Accessibility - For the issue of accessibility
the option is to encourage greater accessibility by
public transport, walking and cycling to all retail and
town centres.
LAdywell Road is not currently designated a ‘retail
area’ within the Borough’s plans. The Borough’s
strategy for retail has focussed so far on larger retail
centres, however recent consultation on proposed
policy’s resulted in the following objection &
response
Option 21
Local shopping facilities The option for local
shopping facilities will be to protect them from
change of use or redevelopment where there is
an economic demand for such services. In smaller
centres and parades, change of use and contraction
of the shopping facilities will be considered if
evidence is established that there is no economic
prospect of such uses continuing.
Councillor Peake (ID: 318101) , Lewisham Liberal
Democrat Council Group
Object
Response
The importance of town centres (not Lewisham and
Catford) elsewhere in the borough is almost totally
neglected. We would suggest the Local Development
Scheme should include Area Action Plans for other
mid-sized town centres including (but not necessarily
limited to) Deptford, Downham/Bromley Road,
Forest HIll, Lee Green and Sydenham. At the same
time, the importance of smaller town centres and
parades - the most sustainable retail offer for most
residents - seems to be considered a side issue by
the document. Areas including Crofton Park, Grove
Park, and Honor Oak Park are barely covered, and
not even described as local hubs, while the success
of Brockley Cross over the last decade does not even
see the council having the ambition to uprate it to an
‘activity’ hub.

Summary
Local shops and parades are treated as a side
issue when they are the most sustainable form of
shopping.

Officer’s Response
It is agreed that an emphasis on local shopping
facilities will make the plan more sustainable. The
Core Strategy will be redrafted from its current
format presenting a series of options to a more
spatially descriptive plan that will describe the
Council’s aims to promote local shopping centres and
parades.
VISIONING STAGE
The ‘visioning stage of the Ladywell Streetscape The form used is illustrated in the appendices to this
Improvement Project set out to identify a coherent report.
set of objectives for the project with participation of
local residents/ businesses. Early visioning allowed
LVIG to guage local opinion of possible treatments
used elsewhere in London, prior to any more
detailed design/ costing, and to bring out issues that
LVIG members may not have considered to date.
Shape’s proposed methodology was to work
primarily with a 3D model to scale. This format is
accessible to the majority of people and is naturally
intriguing.
Exhibition boards, even well designed, can be
less engaging and harder to interpret than a 3D
model. The model was capable of showing existing
conditions, and could be adapted allowing options to
be explored.
To maximise participation by people who had
not previously contributed to LVIG’s brief, Shape
proposed two visioning events at locations in
Ladywell where footfall would be relatively high, and
those passing by may have time to participate. LVIG
members were informed of both events.
The two locations proposed were morning rush hour
at Ladywell Station, as residents wait for trains to
work, and a marquee in Ladywell Fields on a Sunday
morning near the cafe, a venue likely to attract
families, and a range of ages. Photographs of the
model were reproduced on annotated boards at the
second event to supplement information that could
be provided verbally, and allow information/options
to be communicated more succinctly to participants.
The annotated images are reproduced in subsequent
pages.
Views were recorded on a form, an ‘opinions log’
,which was constructed as a reminder to consultants
to discuss the full range of issues with participants.
There were many copies of the form available at the
events, and pens were provided.

14
VISIONING STAGE
EVENT 1
The first event ran from 7.30am to 9.30 am on April
30th at Ladywell Station. Ages ranged from mid
twenties to 60+, but the majority were aged 25-
55. A mix of ethnicities, mainly white, or African /
Carribean and mixed race. Gender was balanced. A
lot of people were interested in the model, and some
delayed journeys to participate. The atmosphere
was pressurised, but a lot of people participated in a
short space of time.

• NUMBERS: there were 97 recorded opinions.

• WIDER PAVEMENTS/ SHORT TERM PARKING:
90 people were in favour. Only seven people
said no. Concern was expressed about potential
effect on traffic flow through the village
(especially for buses stopping/ passing), and
use of back streets as cut throughs. On parking,
several people asked for longer duration (eg,
15-20 minutes).
• INTERSECTION: The options needed to be re
configured frequently, on the model which
was cumbersome, and the discussion was not
followed by everyone, perhaps due to time
pressures, but of those that did pick one rather
than none or both, 20 supported option A
(Algernon Rd turning unaffected by pedestrian
crossing) and 11 picked option B (pedestrian
crossing nearer station, greater impact on
existing traffic flows).
• SEATING/ TREES: more people supported street
tree planting than seating(58 compared to 43).
• STATION FORECOURT: some support here (41)
• Questions by some participants show that this
may be more a case of emphasis, rather than
lack of popularity for station improvements.
People felt Ladywell Road should be the focus of
investment, and were concerned money should
not be ‘diverted’ to improving the station area.
Some comments were made about providing
more parking/ abuse of residential parking by
station users -Malyons road used at present.

15
VISIONING STAGE
Other issues were raised for further discussion
• some type of zoning coming into effect soon re
parking/ unloading? Including Henrietta Street.
• water main problem in front of tavern
• concern over empty shops & condition of
shopfronts
• perhaps that participants had longer to consider
EVENT 2
The second event was held in Ladywell Fields
between the Cafe and the smaller children’s play
area on a Sunday morning between 10 am and
1.30 pm. Primarily respondents were white, with a
few participants of other ethnicities. Gender was
balanced. The majority of respondents were between
30 and 60, though some young people (teens)
participated. Many respondents were parents
accompanied by children aged from pre school to
primary school age. In general people were able to
give more time, and asked more questions before
recording opinions, which may have resulted in the
higher response rate across more detailed sections
of the opinion log.
• NUMBERS: 46 participants recorded opinions,
however many of these were a single response
recorded by a family group or couple.
• WIDER PAVEMENTS/ SHORT TERM PARKING:
• 43 in favour of wider pavements. Those against
were concerned about effect elsewhere, or cited
a link to congestion. 37 were in favour of short
term parking / loading bays. Abstentions possibly
due to wish to prioritise walking/cycling. 20-25
minutes requested again several times.
• INTERSECTION: 37 responses overall, probably
due to use of boards to set out options, and
less frenetic pace of consultation over all. 21
favoured option A, 16 favoured option B. Many
participants complained about use of Algernon
Road as a cut through avoiding Lewisham town
centre, and congestion in Ladywell as a whole,
too many cars.
• SEATING/ TREES: more people supported
street tree planting than seating(41 compared
to 35). Overall, the percentage of respondents
at Event 2 in favour of these items was higher
than at Event 1, perhaps reflecting that families
with children have more need for seating, and
their responses. 1 person stated they would be
against seating.
• STATION FORECOURT: 36 supported
improvements to the station forecourt . Several
mentions of ‘not as important as Ladywell Road’
Other issues were raised for further discussion
• cycle lane through Ladywell Fields not currently
connected to Algernon Road.
• more safe crossings needed on Ladywell Road,
not just opposite station.
• concern over empty shops & condition of
shopfronts
• need for residents parking scheme, as informal
park and ride in operation particularparticularly
on streets within 10 minutes walk of the station.
SUMMARY OF FINDINGS
Spreadsheets showing all recorded opinions form an
appendix to this report.
Total recorded opinions: 143 (97 event 1, 46 event 2)
Wider Pavements /PaRKING: 93% in favour (93% /93% )
Intersection : No preference: 52% (68% / 20%)
Option A: 29% (20% / 45%)
Option B: 19% (11% / 35%)
Seating : 55% in favour (44% / 76%)
Trees: 69% in favour (59% / 89%)
Station Forecourt : 54% in favour (42% / 78%)
16
CONSULTATION STAGE
Following the visioning exercise, design plans were
developed with CAD software, to ensure alignments
were suitable for highways use, and that swept
paths, particularly of buses and heavy goods vehicles
could be accomodated turning into and out of a
narrowed Algernon Road to Ladywell Bridge, which
is a significant /frequent manouevre.
The designs were discussed with LB Lewisham
through two iterations, until the Borough were
satisfied that wider stakeholder consultation was
appropriate.
The station forecourt area had been supported
for redesign at visioning stage with a caveat that
this should be undertaken only if funding were not
required to be diverted from the retail centre. LB
Lewisham advised funds for station surrounds were
no longer available from TfL, therefore further
design development was not undertaken, and
changes were not included in consulted designs.
The first plans proposed that the bus stops should
remain in the existing location, but be set into pull
ins i.e. pavement widened beyond bus stops, but
vehicles still able to pass buses as at present. This
was in response to concerns raised by local people
that buses would add to congestion if it was not
possible to pass at stops. TfL Guidance on bus pull ins
was used to develop the design.
LB Lewisham advised that TfL would not approve
designs showing bus pull ins, and that the buses
should stop in the carriageway. They also advised
that this design had been shown elsewhere not to
add significantly to congestion, as bus stopping
times were short, usually less than 1 minute, and
buses were not so frequent as to create more than
a temporary hold up to some journeys. Junction
capacity was identified as the primary factor in
congestion.
A zebra crossing at Slaygrove Place junction with
Ladywell Road would be subject to a standard test.
Shape requested LB Lewisham undertake a test as
part of their TfL funded design work for the project.
In other Lewisham projects, police had raised
objections to parking bays within crossing zig zags.
It was noted that a minimum of two zig zags is
required, and that in other boroughs, crossings are
located close to junctions, and have parking bays
within a few metres. This design element would be
potentially controversial, and delivery was outside
control of the design team.
Shape therefore recommended to LVIG that the
need for crossing relocation and the priority of
parking /loading bays be established through further
consultation.
LB Lewisham also advised ‘structural’ kerbs and
guardrailing on the bridge could not be removed.
STAKEHOLDER CONSULTATION
Stakeholder consultation was held with
• LB Lewisham Highways
• representatives of disability groups
• representatives of cycling groups
using coloured CAD plans, visioning models,
precedent phoitographs and the visualisation image
on the cover to this report.
Transport for London officer contacts were provided
by LB Lewisham, but despite repeated attempts
no response was given, calls and emails were not
returned.
Carol Mew, Lewisham Disability Coalition, 6th July 2010
• Concern over abuse of any on street parking/
loading spaces, which need to be enforced to
function. Parking restrictions sometimes not
well enforced in LB Lewisham, and drivers block
footways
• Need for very clear delineation of designated
parking areas, road edges and street furniture
locations, using strong contrast of materials for
visually impaired.
17
• Need to designate a disabled bay. Very little
disabled parking available to allow movement
impaired people to shop anywhere in Lewisham.
Many reliant on cars for access.
• It is a good time to make local businesses and
shops accessible for disabled people – not just
parking space but lift footway at shop entrances
as it is renewed, to get rid of steps at shop
entries.
• A controlled crossing is much needed for
disabled people, would prefer the entire junction
of Algernon & Ladywell Road to be controlled,
but will be improved cf present situation with
shorter crossing distances and wider footways.
• raised tables at road crossings will aid mobility
impaired.
• Another controlled crossing at Ladywell Tavern
end would be good.
• Not keen on shared use of footway with cyclists.
Roger Stocker Lewisham Cyclists (LCC), 6th July 2010
Moving the crossing closer tot he junction would be
a good idea
Preferred shared pavement for cyclists and
pedestrians over the bridge to segregated lanes
Not too concerned about narrowing the road way
and introducing parking/loading bays between the
junction and Malyons Road
Would prefer no parking or loading bays, but
understands why businesses would like them
A connection over the bridge is needed, as longer
term plans for routes not crossing the bridge will
take time to deliver.
Carole Crankshawe, LB Lewisham Cycling officer 14th
July 2010
Linking to Waterlink Way will be very good.
Waterlink Way a designated route of national
and strategic significance for cycling – part of the
national cycle network route from South Coast
to London, therefore Sustrans should also be
consulted. Recognised in a number of different policy
CONSULTATION STAGE
documents and designations, including ‘Greenways’.
Shared surfaces are preferable to segregated paths
on footways, cycle route segregation found to be a
cause of greater conflict, with cyclists behaving more
aggressively. Shared surface tends to promote more
care and consideration between users. A shared
surface is being implemented by the Borough to the
east of the entrance to Ladywell Fields already. The
Boroughs own cycling strategy set out in its CRISP
report from 2008 asks for many elements of the
proposed design, and the existing crossing is capable
of low cost conversion to a Toucan crossing (bikes &
pedestrians) in short term – this also needs to include
highway narrowing, and there is permission for it
already.
The crossing could move closer to the junction
without adding significantly to capital costs. (if
permissions can be obtained) On road designated
green painted cycle path in same direction as traffic
flow on Ladywell Bridge a good thing to help reduce
traffic speeds to existing 20mph limit.
Tom Sharland, Sustrans, 9th August 2010
‘Sustrans strongly support these proposals, which
will help to address one of the major barriers to
cycling on the Waterlink Way between Greenwich
and South Norwood Country Park.’
BUSINESS CONSULTATION
Businesses were consulted by door to door visits
during trading hours, and owners/managers opinions
recorded, & summarised below. Businesses who
were not open at the time of the visits, or where
owners /managers were not on the premises were
given a questionnaire, appended to thsi report.
LADYWELL ROAD
Masons
Frequently has problems loading. Would benefit from
a loading bay on the station access road.
Very pleased with the proposed approach, and likes
the visualisation.
Geddes
Not available. No response to questionnaire
Oscars
Very supportive of the ideas. And would be keen to
support the best possible scheme.
Would like to see something happen over the next
few years, and concerned if the scheme is too
ambitious it will not happen at all. Something that
could be implemented one step at a time would be
good, a phased approach.
Loading a problem, often gets parking tickets when
loading.
Sebastian Roche
Supportive of the scheme. Something needs to be
done the street is a mess. Improvements welcome.
Short stay parking spaces would be very helpful.
Some green and trees would be a priority.
Ladywell DIY
Drainage has been a problem, the shop is below
street level and at the lowest point. The shop has
been flooded more than once.
Concerned about increased congestion, but
welcomes short stay parking bays and loading bays.
18
Has problems loading, picking up goods for
deliveries, even if just for a few minutes often gets
tickets.
The shops can cooperate on delivery times,
and would find restricted times for deliveries
problematic.
Chip Shop
A fantastic opportunity for Ladywell. Has been here
19 years. Currently Ladywell Road is not a relaxing
place to be, people just want to get their things and
go. Obstacles on the pavement a problem.
It would be great to have wider pavements with
trees and places to sit. Pavement cafes.
Ladywell Supermarket(two businesses 111/54)
Support the proposals
Ladywell Kebab House
Support the proposals
Launderette
Anything that helps the businesses and encourages
local people to make use of their shops would be
supported.
Ladywell Tavern
Should be a zebra crossing over Ladywell Road by
Slaygrove.
Supports the proposals
Car Wash
Not available. No response to questionnaire
Engedi Designs
Generally a good idea. More concerned about crime
and ASB than environmental quality.
Home 2U
A good idea. Would like to see traffic speeds reduced,
and loading/short stay parking would help the
business.
CONSULTATION STAGE
DPNA
Not available. No response to questionnaire
Xpressions
Pavement outside shop dangerous, people often
tripping. Supports the proposed scheme.
Coral Bookmaker
Supports the scheme, it would be a much nicer place.
ALGERNON ROAD
Yes or Yes
Not available. No response to questionnaire
Village News
Likes the ideas but wants to see the detail of the
scheme.Wouldn’t want a tree to obscure his sign.
Would like parking and delivery bays, and would likes
the area to look more attractive.
Tattoo Studio
Would like to see the proposals implemented but
concerned about loss of trade in construction period.
Sunrise Ceramics
Likes the look of the scheme, but concerned that the
proposals would add to her journey time when she
has to travel for business. Would like to see far better
public transport connections and less congestion.
Rumbles Sandwich Bar
Parking/Loading bays would be good for business,
like the look of the proposals.
Village Barber
Not available. No response to questionnaire
Rose Corner
Very supportive of the proposals
Cafe
Not available. No response to questionnaire
RESIDENT CONSULTATION
Shape presented the proposed approach at two
public meetings: The Ladywell Community Forum on
8th June, and the Ladywell Village Implementation
Group Forum on 21st July. At both events the
scheme was well received. Local people wer
concerned it should be delivered and urged a
practical approach be favoured, including options for
phasing delivery as funding became available.
The visioning models were used to illustrate
the action plan’s approach on the LVIG website,
and questionnaires were distributed to (1000 ?)
households in the Ladywell area
along with a newsletter briefly outlining the thinking
behind proposals.
The website images and newsletter stimulated some
debate. Again the majority liked the proposed vision
for Ladywell, but concerns were raised that there
would be increased congestion through the Village
Centre as a result of highway narrowing.
The questionnaire (illustrated right) allowed
residents to say if they supported the principles
behind the scheme, and then asked a number of
questions that were aimed at identifying community
priorities, specifically around the issue of crossing
location and parking provision.
52 completed questionnaires were returned. The
detailed results are tabulated over leaf.
Generally
37 respondents stated they were in favour of wider
pavements, and giving more priority to people who
are walking/cycling /using the shops
8 respondents had no stated view
2 respondents felt the proposals would add to
congestion/pollution
1 respondent felt smartening up the shopfronts was
19
all that was needed
1 respondent wanted a safer cycle way on the bridge
3 respondents did not want cyclists sharing
pavements.
Space for further comments was provided on the
backs of the questionnaires, and these comments are
summarised below.
Comments
Empty Shops an eyesore. Issues with visibility of
'green man'
Proposal will encourages sense of community
Would give more 'villagey' feel
Would encourage more business
Wants trees (x4)
Bicyclist does not feel safe on bridge
Make Gillian Street dead end
Derelict shops are problem
Dustbins on pavement are problem
Any reduction in traffic flow will increase pollution
Parking vital for small shops
Crime worries, including street drinking
Wants segregated cycle lane at edge of pavement
not shared use ( x5)
Traffic getting worse, this will not help( x2)
Shops just need lick of paint/ sharpening up
Buildings badly maintained
Drainage problems at present should be addressed
by scheme.
CONSULTATION STAGE

Ladywell Village Improvement Group: Streetscape Improvements Consultation

LVIG are looking at how roads in Ladywell Village could be better for local people going to the shops, station, bus stops and Ladywell Fields. Initial
consultation shows support for wider pavements, seats & trees, short stay parking, and moving the crossing closer to the station.

Please give us your views using this questionnaire

• then bring it to the LVIG Forum on 21st July,
• or drop it in to Oscars Cafe on Ladywell Road.
More information is available on the LVIG website on http://ladywell.blogspot.
com. Put any thoughts /comments on the back of your questionnaire

Please circle yes or no to say whether you agree or

disagree with these statements.

I only cross Ladywell Road using the pedestrian lights ......... yes no
Ladywell Village’s roads and pavements as they are now - most of the space is for cars
and other vehicles.
I only cross Ladywell Road at the lights or islands ............... yes no

I feel safe to cross Ladywell Road anywhere ....................... yes no

I have difficulty getting over Ladywell Road ........................ yes no

It’s not convenient to cross the road at the lights now ......... yes no
If there was no guard rail, and roads were narrower, I could
cross where I want ........................................................ yes no

The crossing should go more directly to the station ............. yes no

Moving the crossing lights would be important for me ......... yes no

I often use the station or bus stops on Ladywell Road .......... yes no

I have to cross the road to walk/cycle to the park ............... yes no

Ladywell Village’s roads and pavements redesigned to give more priority to people I usually walk or cycle to the shops .................................. yes no
walking, and shopping, and improve the environment.
I drive to work using Ladywell Road /Algernon Road............. yes no
What do you think about wider pavements, and giving more
priority to people who are walking/ cycling / using the shops? I’d like to be able to park in the village to pop into the shops yes no
.....................................................................................................
..................................................................................................... Short stay parking outside the shops is a priority for me....... yes no
.....................................................................................................
continue on the back of the sheet if you wish.

20
21
CONSULTATION STAGE
COMMENTARY ON CONSULTATION RESULTS
The large majority of people do not feel safe to cross
Ladywell Road anywhere, and many only cross at the
lights, however the majority felt that if guard railing
were removed they could cross where they wanted.
More people felt crossing lights were currently in an
inconvenient location, however opinion was evenly
split as to whether the crossing should be moved.
More people felt short stay parking should be
provided, many because they felt it would support
the businesses, rather than for their own purposes.
However, short stay parking was not a priority for
the majority of respondents.
CONCLUSION
The consultation results support the view that
the streetscape in Ladywell Village is not currently
meeting the needs of local people.
Stakeholders are in favour of the proposals, which
offer an opportunity to improve quality of life for
residents of Ladywell Village, and support the
sustainable future of the local retail centre. In
addition they offer the chance to create a safe cycle
link in a strategic cycle route.
The needs of disabled people should be considered,
and the opportunity taken to make Ladywell
accessible to Lewisham residents who have
restricted provision elsewhere in the Borough.
Results indicate that while the overriding aims of
the scheme are supported by residents - widening
pavements, and giving more priority to people who
are walking, cycling and using the shops, the crossing
location need not be changed if this would add to the
difficulty of implementing the scheme. The potential
to relocate the crossing should be investigated
however, as it will ensure greater use of the crossing,
particularly by cyclists ,who should be encouraged
to use the proposed safer shared surface route to
Ladywell Fields.
Loading for businesses near the crossing is
problematic. The suggestion of creating a loading
bay on the station approach road may well be
sufficient to resolve this difficulty.
In the long term, consideration of far wider street
management issues are required to address the
underlying problem of traffic congestion in Ladywell.
22
 ACTION PLAN

Ladywell Streetscape Action Plan Raised tables at crossing

points in centre
Outline Design Drawing, After Consultation.

Algernon Ro
Gillian Street

ad
Pavements widened, with raised
loading/parking bays.

Raised table with non bitmac surface

Pavements widened, with at intersection. Crossing relocated to
loading/parking bays. near desire line . Guardrails removed.

ll Road
Ladywe

Existing Crossing
On road loading only bay
on Station Road
Pavements widened
with maximum number raised
loading /parking bays.
Toucan Crossing - for cycles & pedestrians.
Raised table with non bitmac
Malyons
Cyclists may share pavement to Ladywell
surfacing at intersection. Fields & to night route down Malyons Road
Paved island in centre lengthened. to ‘Waterlink Way’. On road cycle lane from
Detailed for occasional overrun.
Road

Dashed line shows existing kerb. Ladywell Fields. Joins with pavement before
(see Richmond Centre). Options Station Road
Pavements widened, bus stops
review to include potential for
in carriageway per TfL preference
zebra crossing

23
 ACTION PLAN

Ladywell Streetscape Action Plan

Algernon Ro
Option for Phase 1 / Reduced Cost Scheme

Gillian Street
Pavements as existing with on

d a
road loading/parking bays.
Raised table with non bitmac surface
at intersection. Crossing relocated to
near desire line. Guardrails removed.

Dashed line shows existing kerb.

Bus stop opposite Malyons Road
moves toward centre line.

ll Road
Ladywe

Existing Crossing

Pavements widened On road loading only bay

Review potential for on Station Road
with maximum number raised
Zebra Crossing
loading /parking bays.
Toucan Crossing - for cycles & pedestrians.

Malyons
Cyclists may share pavement to Ladywell
Fields & to night route down Malyons Road
to ‘Waterlink Way’. On road cycle lane from
Road Ladywell Fields. Joins with pavement
before Station Road

Right: preferred scheme, estimated cost £7-800,000

Above: reduced cost Phase 1 scheme, estimated cost £250-400,000

24
APPENDICES

1. Conservation Area Shopfront Policy, Funding for

works to Buildings in Conservation Areas

2. Signage -Legible London design information

3. GLA/ TfL/ Mayor of London Policy Schedule

4. Visioning Survey form

5. Business ‘Questionnaire’

6. Cycling policy documents (extract from CRISP

report)

7. Controlled Parking Zone Plan

APPENDIX 1
Conservation Area Shopfront Policy, Funding for
works to Buildings in Conservation Areas
Conservation Area
5.3 The proposed conservation area also includes
the infill development of the late 19th and early 20th
century that completed the Jerrard streets as well as
the commercial core of Ladywell, known as Ladywell
Village, along Ladywell Road between the railway
bridge and Slagrove Place. This area contains some of
the oldest houses and pubs of Ladywell and Edward-
ian commercial properties that were constructed
around 1900 in response to the rapidly increasing
community around them.
LDF – Development Policies and Site Allocations,
Preferred Options Report
U10 Shopfronts
The Council will seek to establish and maintain shop-
fronts of a high design quality by:
(a) requiring the retention of shopfronts of quality,
either original to the building, or of particular value.
(b) requiring all new shopfronts including signs, to
relate well to the original framework and scale of
the building within which they are placed, which will
include:
a. retaining or reinstating existing original fascia and
pilaster columns which from the window surrounds
including where shopfronts are combined
b. ensuring that materials relate well to the building.
Preferred materials will be timber, and the use of
aluminium discouraged.
(c) discouraging open shopfronts without a glazed
screen that break up the continuity of a shopping
frontage
(d) requiring wherever possible separate access to
any residential accommodation on other floors, and
encouraging the restoration of such access if already
removed.
(e) requiring the provision of suitable access for peo-
ple with disabilities in new shopfronts.
(f) including street numbering on new shop fronts.
(g) making provision in the design for storage or
refuse bins where feasible.
In Conservation Areas the Council will additionally:
(h) require the retention and refurbishment of shop-
fronts that are original to the building and/or contrib-
ute to the special architectural or historic character
or appearance of the Conservation Area
(i) require all new shopfronts, and the materials used
for shopfronts to preserve or enhance the special
architectural or historic character or appearance of
the Conservation Area.
U11 Shop and Building Signs, Advertisements and
Poster Hoardings and Other
Advertisement Displays
Shop signs, including projecting signs should normal-
ly be located at fascia level.
Moving digital displays and message boards and
intermittent or flashing signs will not normally be
acceptable.
Within Conservation Areas and residential areas,
internally illuminated box signs, will not normally be
permitted unless they can be successfully related to
the design and detail of the building, and do not de-
tract from the special character of a group of build-
ings or a street. Other advertisements including shop
advertisements should be of a high quality design
and use appropriate materials.
The Council will resist the display of poster hoardings
which are considered to be out of scale and character
with the building/site on which they are displayed.
Normally refuse permission for temporary promo-
tional banners or other forms of temporary advertis-
ing where they would detract from the character or
appearance of a conservation area.
Temporary hoardings may be suitable for some form
of public art.
LADYWELL CONSERVATION AREA
FUNDING SOURCE REVIEW
01 September 2010
1. HERITAGE LOTTERY FUND
1.1 HERITAGE GRANT
AIM: General Purpose assistance with heritage
renovation, with emphasis on community
involvement and learning
AMOUNT: £50k to £1m (small grant), higher available
APPLICANTS: ‘organisations’ and partnerships, with
emphasis on NFP’s
DEADLINE: Rolling programme, two stage
application. First stage not funded.
COMMENT: public benefit required if funding going
to private sector
1.2 TOWNSCAPE HERITAGE INITIATIVE
AIM: Renovation, in areas needing regeneration,
again w/ emphasis on community training /
participation
AMOUNT: £500,000 to £2m
APPLICANTS: emphasis on local partnerships
DEADLINE: 30 November 2010, two stage process
COMMENT: not a substitute for building
maintenance; emphasis on restorations/ save from
dereliction
Public realm improvements cannot
exceed 25% of grant.
1.3 YOUR HERITAGE
AIM: Research /interpretation/ education
programmes by and for local people around local
heritage
AMOUNT: £3000 - £50,000
APPLICANTS: organisations (not private)
DEADLINE: rolling programme
COMMENT: does include capital works
2. BIG LOTTERY HELPFUL WEBSITES:
2.1 AWARDS FOR ALL
AIM: improving local communities and lives of people English Heritage: Historic Environment – Local
most in need – stronger, healthier: improving rural Management (HELM) - www.helm.org.uk
and urban environments – so communities better Heritage Alliance – Heritage Funding Directory -
able to access / enjoy www.heritagelink.org.uk
AMOUNT: £300 to £10,000
APPLICANTS: not for profit group.
DEADLINE: rolling programme
COMMENT: broad remit but check before applying;
need to spend within one year

2.2 BIG LOCAL TRUST

Setting up local trust with local benefit
closes 23 September

3. ENGLISH HERITAGE
3.1 PARTNERSHIP SCHEMES IN CONSERVATION
AREAS
AIM: Fund restorations, reinstatements, works to
public realm, and improved management/operations
of historic properties
AMOUNT: varies – contributions required from
property owners
APPLICANTS: Local Councils (3rd party only under
special circumstances)
DEADLINE rolling
COMMENT: Prioirity given to ‘At Risk Register’
locations.
Requires match funding and business case, esp
showing improved management
Reference made to assisting local economy and
sustainable communities

4. ARCHITECTURAL HERITAGE FUND

AIM: Renovate properties of acknowledged historic
or architectural importance
AMOUNT: varies
APPLICANTS: Trusts –not private owners
DEADLINE : See website
APPENDIX 2
Signage -Legible London design information.

Please note: Many users will be cyclists. Signs in La-

dywell should include markings symbols and routes
for cyclists as in Deptford.
APPENDIX 3
GLA/ TfL/ Mayor of London Policy Schedule
Note: the following are excerpts from policy
documents. This is not an exhaustive list, but
indicative of the GLA policy framework, and the
importance of works such as those proposed to the
Authority.
GREATER LONDON AUTHORITY
LONDON’S GREAT OUTDOORS
‘Well designed and decently maintained public spaces
can bring communities and people together and
encourage physical and cultural activity, recreation
and play. They can restore a sense of place, identity
and pride in an area, and play a big part in attracting
businesses and jobs.
Shabby and hard to use public spaces can form bar-
riers between people and places, create the impres-
sion that an area is struggling and unloved, and usher
too many people into their cars to hurry through and
away........
By investing in high quality public space now, we can
begin to adapt London to continue to be a great, a
successful, and an eminently ‘liveable’ city for the
21st century..’
WALKING POLICY Tfl Improving Walkability 2005
‘DETR Encouraging Walking’, 2000, “Land use plan-
ning is the most important long term solution to our
transport needs. We need to change the way that we
plan, with greater emphasis on enabling access by
walking…”
‘Walking in Towns and Cities’, Eleventh Report of the
Environment, Transport and Regional Affairs Commit-
tee, May 2001, Recommended the preparation by all
local authorities of a local walking strategy, including
planning mechanisms as a key part of implementa-
tion.
London Planning Documents
• The Walking Plan for London (TfL 2004, Objective
4), says that the needs of pedestrians should be fully
considered in all public and private development pro-
posals and that designs should maximise pedestrian
access and convenience and minimise crime risks.
• The Mayor of London’s Transport Strategy, TfL,
2001, says that TfL will work with the London Bor-
oughs and others to make London one of the most
walking friendly cities for pedestrians by 2015.
• The London Plan (Policy 3C.20) sets out criteria
which Development Plan policies should follow for
improving conditions for walking.
The value of walking improvements
Walking should be encouraged because it is the most
efficient and the only fully sustainable mode of travel.
Yet walking as a mode of travel has been declining
in London. The Walking Plan for London seeks to
reverse this trend. Improved walking conditions can:
• Increase the proportion of travel made on foot
• Enable greater use of public transport
• Improve personal health
• Help those who have least travel choices
• Benefit the environment
• Encourage trade and competitiveness
• Increase land and property values
From a transport viewpoint, increased walking can
mean less use of cars and congested public transport
services.
Many journeys by car are short and could transfer to
walking. Also, by making walking a more pleasant ac-
tivity, people can be encouraged to walk to a nearer
destination rather than drive to a more distant one. If
people walk rather than use public transport modes
this can reduce the need for costly public transport
upgrades.
From a commercial viewpoint, good walking condi-
tions can benefit trade and competitiveness. A good
walking environment will attract customers and
investors and ultimately this will be reflected in land
and property values and rents. Developers therefore
have a direct financial interest in quality public realm.
Identify key actions needed to achieve the target,
and identify the principal risks to target achievement
and how these will be managed
Statutory consultees include police, TfL, disable
people’s orgs,
Demonstrate how the views of consultees have been
taken into account, other orgs/groups consulted
should be identified
The ‘place- shaping ‘ role needs to be identified in the
3 year Impact report
Other priorities include tackling climate change,
obesity, crime & disorder, and economic develop-
ment & regeneration.
Key features : an evidence based identification of
Borough Transport Objectives – lips must be firmly
grounded in evidence and analysis of local hallenges
and issues within the broader context of the goals,
challenges and outcomes contained in the MTS
Major Schemes are subject to the step appraisal and
approval process, and funded through a competitive
bidding process
TfL Business Plan & Investment programme includes
the following to deliver Mayoral Priorities
• Major initiatives to promote walking & Cy-
cling, improve the public realm and where appropri-
ate promote shared use of road space
LIP needs engagement with LSP priorities, sustain-
able Communities Strategies and Local Area Agree-
ments
From ‘Walking Plan 2004’
The Mayor’s Draft London
Ambient Noise Strategy,
March 2003
Increased levels of walking will contribute to the
reduction of ambient noise and increased levels of
walking may be partially dependent on strategies to
reduce noise to create a more pleasant environment.
The Mayor’s Draft Energy
Strategy, January 2003
Energy is central to life in London and the way we use
energy has huge implications for our environment,
economic regeneration and social equity. Walking is
the most energy efficient mode of transport for trav-
elling short distances and increased levels of walking
will actively contribute to greater energy efficiency
within London.
The Mayor’s Draft Air Quality
Strategy, September 2002
This strategy is focused on improving London’s air
quality towards the challenging objectives in the
government’s National Air Quality Strategy. Walking
is a pollution free mode of transport and increased
levels of walking will actively contribute to cleaner air
within London
Improving the walking experience will encourage
people to switch from cars to public transport, help-
ing the whole community to benefit from the envi-
ronmental advantages of more sustainable transport.
2.3.2 A better environment
Walking has the least external environmental impacts
of all forms of travel.
Motorised travel has significant impacts on the envi-
ronment and air quality, despite improvements such
as catalytic converters.
The most effective way of reducing the impact of
travel on the environment is to reduce the number
of motorised vehicle trips. Short car journeys, of two
kilometres or less, contribute disproportionately to
air pollution, since engines and catalytic converters
do not work efficiently until properly warmed up.
In a dense and mixed urban environment such as
London there is great scope to create walkable envi-
ronments with local facilities and good links to public
transport where a car is not necessary.
Walking cannot replace all car trips, however, many
short trips can be made on foot, and longer trips can
be made by more sustainable modes where walking
is just one element of the journey.
2.3.3 Social inclusion
Walking is unique in being able to promote equality
and reduce social exclusion. Walking is a free means
of travel that can provide access to most facilities
and financial status does not limit opportunity.
Activities that involve local people in the develop-
ment of projects can help to strengthen the local
community and reduce people’s worries about per-
sonal security.
Creating a walkable environment has the ability to
promote accessibility, particularly for those in de-
prived communities by:
_ improving access to passenger transport links
_ supporting the local economy
_ strengthening the local community
_ providing a no-cost alternative to public transport
_ improving travel for those unable to drive because
of age, mobility or lack of access to a car.
If residents are to overcome the anonymity of many
neighbourhoods and know
the people living close by, it is necessary for them to
share time and space with each other.
This is what happens when people walk their local
streets rather than drive from one front door to
another. This helps to engender trust and underpins
civic organisations such as residents and tenants
associations and is particularly crucial to the lives of
people in disadvantaged communities.
In addition, more and more people can enjoy town
centres in the evening with improvements like better
lighting and pedestrian crossings. The RNIB have
found that many older people would visit their town
centres in the evening if there were attractions for
them and the pedestrian environment was improved.
2.3.4 Healthier lifestyles
According to a health survey of England and Wales,
60% of men and 70% of women are not reaching rec-
ommended levels of physical activity. (DoH 1999)
The 2002 Health Survey for England showed that a
sixth (16%) of boys and girls aged
2 – 15 are obese and almost a third (30%) are over-
weight. (DoH 2002)
Health professionals recommend that adults partici-
pate in moderate physical activity for 30 minutes a
day, at least three days a week. The regime is equally
as effective when distributed over three separate 10
minute sessions.
It is a target which most people could attain through
walking for short trips and combining walking with
public transport for longer trips.
Brisk walking for 20 minutes uses the same energy
as swimming for 10 minutes or playing football for
12 minutes and is shown to help reduce the risk of
cardio-vascular disease, help control weight and
strengthen bones.
In children and young people, walking can be
promoted as part of the daily journey to and from
education establishments and leisure activities with
the following benefits:
_ reduces the risk of obesity and associated health
risks
_ provides opportunities for socialising
_ develops personal independence and self-esteem
_ maximises bone density
_ forms a positive life-long habit.
From young adulthood to middle age, walking can
become part of the travel routine to and from work
and leisure activities with the following benefits:
_ becoming more active in middle age is associated
with lower mortality
_ develops a healthy physical activity habit
_ reduces cholesterol levels in men who walk more
than 2.5 hours per week
_ lowers blood pressure in those with hypertension
_ can help protect against osteoporosis after the
menopause.
In older-age walking is the most important physical
activity. The benefits of physical activity can still be
gained if walking is taken up in later life:
_ reduces all-cause mortality and hospital admissions
for elderly people who start being vigorously active
(brisk/fast walking) adds healthy years of life
_ improves muscle bulk, and strength
_ preserves daily living activities and helps avoid iso-
lation or institutionalisation.
Fundamentally the promotion of physical activity in
the population costs less than the healthcare re-
quired by its absence.
2.3.5 Boosting the economy
Central London Partnership’s recent publication
‘Quality Streets’, states ‘London, being the UK’s capi-
tal, is the UK’s ‘shop window’, as well as being a ma-
jor contributor to national GDP. Ensuring London’s
success is fundamental to the continued competitive-
ness of the UK as a whole. Central to that success is
maintaining London as a place where people want to
live and work, invest in and visit. A vibrant, attractive
street scene and well managed, safe streets are key
components of this –
environments that encourage people to walk, either
as a leisure activity or means of transport.’
The importance of a good walking environment as a
fundamental component of town centre vitality was
underlined in a recent study of 12 London town cen-
tres (Harris Research, Town Centre Survey, Oct 1999).
The study revealed that 44% of all visitors arrived by
foot. Shopping centre locations surveyed included
Richmond, Sutton, Tooting, Acton, Angel, Barking,
Bethnal Green, Eltham High Street, Harrow, Kings
Road West, Muswell Hill and Thornton Heath.
TfL recently carried out a literature review on the
economic impacts of pedestrian environments. The
review included a number of case studies of other
UK cities including Oxford, Leeds and Edinburgh and
developed a series of indicators of economic vitality
following the introduction of public realm or pedes-
trian improvements. In all of the case studies the city
centre’s position in the UK’s retail rankings remained
high or improved, prime retail rents remained steady
or improved and office rents and air quality also
improved.
This research also suggests a strong link between
streets with fast moving traffic and poor quality
shopping. Many shoppers want to visit places like
Covent Garden or other well paved areas safe from
traffic, where they can sit, eat and drink outdoors
and be entertained. Tourism remains vital to the
economy in London and is directly linked to the
pedestrian environment. In 2001 there were over 28
million visitors travelling to London and 90% of these
visitors use public transport and walk. These tourists
spend around £6 billion annually during their visits.
Reassessing road space and priority given to cars can
reduce vehicle speeds and improve road safety. TfL
recently commissioned research into 20mph zones in
London and published the results in LRSU
Safety Research Report No.2, 2003 (from TRL re-
search in unpublished project report PR/T/077/03).
The conclusions were:

_ road user casualties within the zones reduced by

about 45% and fatal and serious (KSI) casualties re-
duced by about 57% _ flows in the treated streets fell
by around 15% _ accident migration onto surrounding
roads was not found to be a problem.

Conflicts can occur with pedal cyclists, although in

2002 only six incidents were recorded, of which two
were classified as serious. Compared to the 7,457 pe-
destrian casualties in 2002, this doesn’t appear to be
a significant casualty issue, but it is likely that many
other incidents go unreported.

The perceived safety issue of pedestrian and cycle

conflicts is far more significant. Illegal and inconsid-
erate pavement cycling can be a major deterrent to
walking, particularly for older and more vulnerable
pedestrians
APPENDIX 4

Ladywell Villlage Improvement Group

Village Centre Traffic/ Pedestrian Environment Survey
30 April 2010

PLEASE TICK ITEMS WHICH YOU FAVOUR …………AND PROVIDE ANY COMMENTS YOU WISH
pavement 10min intersection street station
NAME / CONTACT DETAILS widening parking config A OR config B seating trees forecourt COMMENTS please
APPENDIX 5

Now

Ladywell Village Improvement Group

STREETSCAPE ACTION PLAN: BUSINESS CONSULTATION
Asking businesses for their views on improving the environment in Ladywell Village Centre

The future?

To tell us you support these proposals,

are against them, or if you have any
concerns or questions, please call Shape,
working for LVIG, on 020 70646703
 NOW
PROPOSED
• the street is not
an attractive place • make the street
better for
shoppers and
• a space for businesses
moving through
not for staying in
• a place for local
people with less
impact from traffic
• roads are wider
than they need to
be
• widen pavements,
plant trees

• pavements get
very narrow
• make it easy to
cross the roads

• loading is difficult

• designated loading
bays/ short stay
parking
• there is no parking
for shoppers
New loading bay set into
wider pavement, Camden
High Street
Original kerb line/edge of
road before road narrowed to
standard width for through
movement.
New loading/ short stay
parking bay set into wider
pavement, Walworth Road
Wider pavements, new seating and trees at The
Cut in Waterloo. Where a side road crosses the
pavement it is lifted to pavement level, making it
easier for pedestrians, and giving them priority.
These kind of changes have improved other shopping
streets in London in the last few years, as illustrated
here.
We have asked most of the other businesses in
Ladywell Village, and they like these ideas.
To tell us you support these proposals, are
against them, or if you have any concerns or
questions, please telephone Shape, who are
working for LVIG, on 020 70646703
APPENDIX 6
APPENDIX 6
APPENDIX 6
APPENDIX 7

Green = permit
holders only
Brown= metered
parking/permits
Magenta= short
stay (30 mins)